Start datedue date minus normal lead time 4 STRslack time remaining STROPslack from LGT 2106 at Hong Kong Polytechnic University.
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— EN — — 003.001This text is meant purely as a documentation tool and has no legal effect. The Union's institutions do not assume any liability for its contents.
The authentic versions of the relevant acts, including their preambles, are those published in the Official Journal of the European Union and available in EUR-Lex. Those official texts are directly accessible through the links embedded in this documentCOMMISSION REGULATION (EU) No 1302/2014of 18 November 2014concerning a technical specification for interoperability relating to the ‘rolling stock — locomotives and passenger rolling stock’ subsystem of the rail system in the European Union(OJ L 356, p. (d) mobile railway infrastructure construction and maintenance equipment.2. The TSI shall apply to the rolling stock referred to in paragraph 1 which is intended to be operated on one or more of the following nominal track gauges: 1 435 mm, 1 520 mm, 1 524 mm, 1 600 mm and 1 668 mm, as stated in Section 2.3.2 of the Annex.Article 31. Without prejudice to Articles 8 and 9, and point 7.1.1 of the Annex, the TSI shall apply to all new rolling stock of the rail system in the Union, defined in Article 2(1), which is placed in service from 1 January 2015.2.
The TSI shall not apply to existing rolling stock of the rail system in the Union which is already placed in service on all or part of the network of any Member State on 1 January 2015, except when it is subject to renewal or upgrading in accordance with Section 7.1.2 of the Annex.3. The technical and geographical scope of this Regulation is set out in Sections 1.1 and 1.2 of the Annex.4. The fitment of the on-board energy measurement system defined in clause 4.2.8.2.8 of the Annex is mandatory for new, upgraded and renewed vehicles intended to be operated on networks equipped with the on-ground energy data collecting system (DCS) defined in point 4.2.17 of Commission Regulation (EU) No 1301/2014.Article 41.
With regard to the aspects listed as ‘open points’ in Appendix I of the Annex, the conditions to be complied with for verifying the essential requirements set out in Annex III to Directive (EU) 2016/797 shall be those laid down by national rules in force in the Member States which are part of the area of use of the vehicles covered by this Regulation.2. Within six months of the entry into force of this Regulation, each Member State shall send to the other Member States and the Commission the following information, unless such information has already been sent to them under Commission Decisions 2008/232/EC or 2011/291/EU. (c) the bodies designated to carry out the conformity assessment and verification procedures with respect to the open points.Article 51. With regard to specific cases listed in Section 7.3 of the Annex, the conditions to be met for the verification of the essential requirements set out in Annex III to Directive (EU) 2016/797 shall be those laid down in Section 7.3 of the Annex or by national rules in force in the Member States which are part of the area of use of the vehicles covered by this Regulation.2. Within six months of the entry into force of this Regulation, each Member State shall notify the other Member States and to the Commission with. (c) the bodies designated to carry out the conformity assessment and verification procedures for the national rules relating to the specific cases set out in point 7.3 of the Annex.Article 61.
Without prejudice to the agreements which have already been notified under Decision 2008/232/EC, and shall not be notified again, Member States shall notify the Commission, within six months of the entry into force of this Regulation, any existing national, bilateral, multilateral or international agreements under which the rolling stock within the scope of this Regulation is operated.2. Member States shall forthwith notify the Commission with any future agreements or modifications of existing agreements.Article 7In accordance with Article 9(3) of Directive 2008/57/EC, each Member State shall communicate to the Commission within one year of the entry into force of this Regulation the list of projects being implemented within its territory and are at an advanced stage of development.Article 81.
An ‘EC’ certificate of verification for a subsystem that contains interoperability constituents which do not have an ‘EC’ declaration of conformity or suitability for use may be issued during a transitional period ending on 31 May 2017 provided the provisions laid down in Section 6.3 of the Annex are met.2. The production or upgrade/renewal of the subsystem using non-certified interoperability constituents shall be completed within the transitional period set out in paragraph 1, including the placing in service.3.
During the transitional period set out in paragraph 1. (b) the national safety authorities, pursuant to Article 16(2)(d) of Directive (EU) 2016/798 of the European Parliament and of the Council ◄, shall report on the use of non-certified interoperability constituents in the context of authorisation procedures in their annual report referred to in Article 19 of Directive (EU) 2016/798 ◄.4.
(c) projects for new, renewed or upgraded subsystems which, at the date of publication of this Regulation, are at an advanced stage of development, are of an existing design or are the subject of a contract which is being carried out, as referred to in point 7.1.1.2 of the Annex to this Regulation.2. Decision 2008/232/EC continues to apply for noise and crosswind requirements under the conditions set out in point 7.1.1.6 and 7.1.1.7 of the Annex to this Regulation.3.
Section 7.1.3.1 of the Annex to this Regulation shall not apply for vehicles placed on the market after 31 December 2028. Vehicles placed on the market after that date shall be conform to chapters 4, 5 and 6 of the Annex to the present Regulation.4.
Member States may only in duly justified cases permit applicants not to apply this Regulation or parts of it pursuant to Article 7(1)(a) of Directive 2016/797/EC for projects for which the possibility to apply sections 7.1.1.2 or 7.1.3.1 of the Annex exists or has expired. The application of sections 7.1.1.2 or 7.1.3.1 of the Annex does not require the application of Article 7(1)(a) of Directive 2016/797/EC.Article 12This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.It shall apply from 1 January 2015. (i) indicates the parameters of ‘rolling stock’ subsystem to be checked by the railway undertaking and the procedures to be applied to check those parameters after the delivery of the vehicle authorisation for placing on the market and before the first use of the vehicle to ensure compatibility between vehicles and the routes on which they are to be operated.In accordance with Article 4(5) of the Directive (EU) 2016/797, provisions for specific cases are indicated in Chapter 7.2. ROLLING STOCK SUBSYSTEM AND FUNCTIONS2.1. The rolling stock subsystem as part of the Union's rail systemThe Union's rail system has been broken down into the following subsystems as defined in Annex II (Section 1) of Directive (EU) 2016/797 ◄. — telematics applications for passenger and freight services.With the exception of maintenance, each sub-system is dealt with in specific TSI(s).The rolling stock subsystem dealt with in this TSI (as defined in Section 1.1) has interfaces with all other subsystems of the Union rail system mentioned above; these interfaces are considered within the frame of an integrated system, compliant with all the relevant TSIs.Additionally, there are two TSIs describing specific aspects of the railway system and concerning several subsystems, the rolling stock subsystem being one of them. (C) Special vehicles, such as on-track machines.On track Machines (OTMs) are vehicles specially designed for construction and maintenance of the track and infrastructure.
OTMs are used in different modes: working mode, transport mode as self-propelling vehicle, transport mode as a hauled vehicle.Infrastructure inspection vehicles are utilised to monitor the condition of the infrastructure. They are operated in the same way as freight or passenger trains, with no distinction between transport and working modes.2.3. Rolling stock in the scope of this TSI2.3.1.
Types of rolling stockThe scope of this TSI concerning rolling stock, classified in three groups as defined in the Annex I section 2 of Directive (EU) 2016/797, is detailed as follows. (A) Locomotives and passenger rolling stock, including thermal or electric traction units, self-propelling thermal or electric passenger trains, and passenger coaches(1) Thermal or electric traction unitsThis type includes traction vehicles that are not capable of carrying a payload, such as thermal or electric locomotives or power units.The concerned traction vehicles are intended for freight or/and passenger transport.Exclusion from the scope:Shunters (as defined in Section 2.2) are not in the scope of this TSI. — Tram – trains.(3) Passenger coaches and other related carsPassenger carriages:This type includes vehicles without traction carrying passengers (coaches, as defined in Section 2.2), and operated in a variable formation with vehicles from the category ‘thermal or electric traction units’ defined above to provide the traction function.Non-passenger carrying vehicles included in a passenger train:This type includes vehicles without traction included in passenger trains (e.g.
Luggage or postal vans, car carriers, vehicles for service.); they are in the scope of this TSI, as vehicles related to transport of passengers. (3) In case of OTMs, it is in transport (running) configuration, self-propelled or hauled.Exclusion from the scope of this TSI:In case of OTMs, working configuration is outside the scope of this TSI.2.3.2. Track gaugeThis TSI is applicable to rolling stock which is intended to be operated on networks of track gauge 1 435 mm, or on one of the following nominal track gauges: 1 520 mm, 1 524 mm system, 1 600 mm system and 1 668 mm system.2.3.3. Maximum speedConsidering the integrated railway system composed of several subsystems (in particular fixed installations; see Section 2.1), the maximum design speed of rolling stock is deemed to be lower or equal to 350 km/h.In case of maximum design speed higher than 350 km/h, this technical specification applies, but has to be complemented for the speed range above 350 km/h (or maximum speed related to a particular parameter, where specified in the relevant point of Section 4.2 up to the maximum design speed, by application of the procedure for innovative solutions described in Article 10.3. ESSENTIAL REQUIREMENTS3.1.
Elements of the rolling stock subsystem corresponding to the essential requirementsThe following table indicates the essential requirements, as set out and numbered in Annex III of Directive (EU) 2016/797, taken into account by the specifications set out in Chapter 4 of this TSI.Rolling stock elements corresponding to essential requirementsNote: only points in section 4.2 which contain requirements are listed. (1) When, for a particular technical aspect, the functional and technical specification necessary to meet the essential requirements has not been yet developed, and therefore is not included in this TSI, this aspect is identified as an open point in the relevant clause; Appendix I of this TSI lists all open points, as required in Article 4(6) of Directive (EU) 2016/797 ◄.The Appendix I mentions also if the open points relate to technical compatibility with the network; for this purpose, the Appendix I is split in 2 parts. (2) Most of these requirements aim at ensuring the train's mechanical integrity in operation and rescue operation as well as protecting passenger and staff compartments in the event of collision or derailment.4.2.2.2. Mechanical interfaces4.2.2.2.1.
General and definitionsIn order to form a train (as defined in Section 2.2) vehicles are coupled together in a way that enables them to be operated together. The coupling is the mechanical interface that enables this. There are several types of couplings. (3) The static and dynamic strength (fatigue) of vehicle bodies is relevant to ensure the safety required for the occupants and the structural integrity of the vehicles in train and in shunting operations. Therefore, the structure of each vehicle shall comply with the requirements of the specification referenced in Appendix J-1, index 7.
The rolling stock categories to be taken into account shall correspond to category L for locomotives and power head units and categories PI or PII for all other types of vehicle within the scope of this TSI, as defined in the specification referenced in Appendix J-1, index 7, clause 5.2. (3) It shall be possible to safely lift or jack each vehicle composing the unit, for recovery purposes (following derailment or other accident or incident), and for maintenance purposes. To this purpose, suitable vehicle body interfaces (lifting/jacking points) shall be provided, which permit the application of vertical or quasi-vertical forces. The vehicle shall be designed for complete lifting or jacking, including the running gear (e.g. By securing/attaching the bogies to the vehicle body).
It shall also be possible to lift or jack any end of the vehicle (including its running gear) with the other end resting on the remaining running gear(s). (3) Fixed devices including those inside the passenger areas, shall be attached to the car body structure in a way that prevents these fixed devices becoming loose and presenting a risk of passenger injuries or lead to a derailment. To this aim, attachments of these devices shall be designed according to the specification referenced in Appendix J-1, index 12, considering category L for locomotives and category P-I or P-II for passenger rolling stock.Alternative normative documents may be used under the same conditions as defined in clause 4.2.2.4 above.4.2.2.8. Staff and freight Access doors. (2) The hypothesis taken for arriving at the load conditions above shall be justified and documented in the general documentation described in clause 4.2.12.2 of this TSI.These hypothesis shall be based on a rolling stock categorisation (high speed and long distance train, other) and on a payload description (passengers, payload per m 2 in standing and service areas) consistent with the specification referenced in Appendix J-1, index 13; values for the different parameters may deviate from this standard provided that they are justified.
(3) The compliance of a unit with this intended reference profile shall be established by one of the methods set out in the specification referenced in Appendix J-1, index 14.During a transitional period ending 3 years after the date of application of this TSI, for technical compatibility with the existing national network it is permissible for the reference profile of the unit to alternatively be established in accordance with the national technical rules notified for this purpose.This shall not prevent the access of TSI compliant rolling stock to the national network. (4) In case the unit is declared as compliant with one or several of the reference contours G1, GA, GB, GC or DE3, including those related to the lower part GI1, GI2 or GI3, as set out in the specification referenced in Appendix J-1, index 14, compliance shall be established by the kinematic method as set out in the specification referenced in Appendix J-1, index 14.The compliance to those reference contour(s) shall be recorded in the technical documentation defined in clause 4.2.12 of this TSI. (3) Use of this information at operational level for compatibility check between rolling stock and infrastructure (outside the scope of this TSI):The axle load of each individual axle of the unit to be used as interface parameter to the infrastructure has to be defined by the railway undertaking as required in clause 4.2.2.5 of the TSI OPE, considering the expected load for the intended service (not defined when the unit is assessed). The axle load in load condition ‘design mass under exceptional payload’ represents the maximum possible value of the axle load mentioned above. The maximum load considered for the design of the brake system defined in clause 4.2.4.5.2 has also to be considered.4.2.3.2.2. (2) The conformity assessment procedure is described in clause 6.2.3.3 of this TSI.This conformity assessment procedure is applicable for axle loads in the range of those mentioned in the clause 4.2.1 of the TSI INF and in the specification referenced in Annex J-1, index 16.It is not applicable to vehicle designed for higher axle load, such cases may be covered by national rules or by the procedure for innovative solution described in article 10 and Chapter 6 of this TSI.4.2.3.4.2.
Running dynamic behaviour. Failure in the active system leading to a vehicle outside of the kinematic reference contour of the carbody and pantograph, due to tilting angle (sway) leading to non-compliance with the values assumed as set out in clause 4.2.3.1.Considering this severity of the failure consequence it shall be demonstrated that the risk is controlled to an acceptable level.The demonstration of compliance (conformity assessment procedure) is described in clause 6.2.3.5 of this TSI.(c) Additional requirements when an instability detection system is installed (option). Table 1In-service limits of the geometric dimensions of wheelsetsDesignationWheel diam.
D (mm)Minimum value (mm)Maximum value (mm)1 435 mmFront-to-front dimension (S R)S R = A R + S d,left + S d, right330 ≤ D ≤ 7601 4151 426760 8401 410Back to back distance (A R)330 ≤ D ≤ 7601 3591 363760 8401 3571 524 mmFront-to-front dimension (S R)S R = A R + S d,left + S d, right400 ≤ D. (5) The minimum train braking performance required to operate a train on a line at an intended speed is dependent on the line characteristics (signalling system, maximum speed, gradients, line safety margin) and is a characteristic of the infrastructure.The train or vehicle main data characterising the braking performance is defined in the clause 4.2.4.5 of this TSI.4.2.4.2. Main functional and safety requirements4.2.4.2.1. Functional requirementsThe following requirements apply to all units.Units shall be equipped with. (13) The unit braking control system shall have three control modes:—emergency braking: application of a predefined brake force in a predefined maximum response time in order to stop the train with a defined level of brake performance.—service braking: application of an adjustable brake force in order to control the speed of the train, including stop and temporary immobilisation.—parking braking: application of a brake force to maintain the train (or the vehicle) in permanent immobilisation in a stationary position, without any available energy on board. Table 3Braking system — safety requirementsSafety requirement to be metFunctional failure with its hazardous scenarioAssociated severity/Consequence to be preventedMinimum allowable number of combinations of failuresNo 1Applies to units fitted with a cab (brake command)After activation of an emergency brake command no deceleration of the train due to failure in the brake system (complete and permanent loss of the brake force).Note: activation by the driver or by the CCS system to be considered. (1) Units designed and assessed to be operated in general operation (various formations of vehicles from different origins; train formation not defined at design stage) on other track gauge systems than the 1 520 mm system shall be fitted with a brake system with a brake pipe compatible with the UIC brake system.
To this end, the specification referenced in Appendix J-1, index 22. ‘Requirements for the brake system of trains hauled by a locomotive’ specifies the principles to be applied.This requirement is set to ensure technical compatibility of the brake function between vehicles of various origins in a train. (3) Where on locomotives the dynamic brake is used independently from other brake systems, it shall be possible to limit the maximum value and rate of variation of the dynamic brake effort to predefined values.Note: this limitation relates to the forces transmitted to the track when locomotive(s) is (are) integrated in a train. It may be applied at operating level by setting the values necessary for compatibility with a particular line (e.g. Line with high gradient and low curve radius).4.2.4.4.5 Parking braking command. (4) For units assessed in fixed or predefined formations, and for locomotives assessed for general operation, the parking brake command shall be activated automatically when the unit is switched off.
For other units, the parking brake command shall be either activated manually, or activated automatically when the unit is switched off.Note: the application of the parking brake force may depend on the status of the main brake function; it shall be effective when the energy on board to apply the main brake function is lost or is going to increase or decrease (after having switched on or off the unit).4.2.4.5. Braking performance4.2.4.5.1 General requirements.
— Degraded mode: corresponding to the failures considered in clause 4.2.4.2.2, hazard no. 3, and nominal value of the friction coefficients used by friction brake equipment. Degraded mode shall consider possible single failures; to that end, the emergency braking performance shall be determined for the case of single point(s) failure(s) leading to the longest stopping distance, and the associated single failure shall be clearly identified (component involved and failure mode, failure rate if available). (3) The brake energy capacity shall be verified by calculation showing that the braking system in normal mode is designed to withstand the dissipation of the braking energy. — for units assessed in fixed or predefined formation(s) having 20 axles or more the calculated wheel/rail adhesion for the load case ‘minimum load’ is permitted to be higher than 0,15, but shall not be higher than 0,17.Note: for the load case ‘normal load’, there is no exception; the limit value of 0,15 applies.This minimum number of axles may be reduced to 16 axles if the test required in Section 4.2.4.6.2 related to the efficiency of the WSP system is performed for the load case ‘minimum load’, and provides positive result.In the speed range 250 km/h. (8) Wheel rotation monitoring system (WRM):Units of design maximum speed higher or equal to 250 km/h shall be equipped with a wheel rotation monitoring system to advise the driver that an axle has seized; the wheel rotation monitoring system shall be designed according to the specification referenced in Appendix J-1, index 30, clause 4.2.4.3.4.2.4.7.
Dynamic brake — Braking system linked to traction systemWhere the braking performance of the dynamic brake or of braking system linked to the traction system is included in the performance of the emergency braking in normal mode defined in clause 4.2.4.5.2, the dynamic brake or the braking system linked to traction. (1) Information available to train staff shall allow the identification of degraded conditions concerning the rolling stock (brake performance lower than the performance required), for which specific operating rules apply. To that end, it shall be possible at certain phases during operation for the train staff to identify the status (applied or released or isolated) of the main (emergency and service) and parking brake systems, and the status of each part (including one or several actuators) of these systems that can be controlled and/or isolated independently. (6) The function providing the information described above to the train staff is a function essential to safety, as it is used for the train staff to evaluate the braking performance of the train.Where local information is provided by indicators, the use of harmonised indicators ensures the required safety level.Where a centralised control system allowing the train staff to perform all checks from one location (i.e. Inside the drivers cab) is provided, it shall be subject to a reliability study, considering the failure mode of components, redundancies, periodic checks and other provisions; based on this study, operating conditions of the centralised control system shall be defined and provided in the operating documentation described in clause 4.2.12.4. (7) Applicability to units intended for general operation:Only functionalities that are relevant to the design characteristics of the unit (e.g.
Presence of a cab,) shall be considered.The signals transmission required (if any) between the unit and the other coupled unit(s) in a train for the information regarding the brake system to be available at train level shall be documented, taking into account functional aspects.This TSI does not impose any technical solution regarding physical interfaces between units.4.2.4.10. Brake requirements for rescue purposes. (6) Applicability to units intended for general operation:Only functionalities that are relevant to the design characteristics of the unit (e.g.
Presence of a cab, of a crew interface system,) shall be considered.The signals transmission required between the unit and the other coupled unit(s) in a train for the communication system to be available at train level shall be implemented and documented, taking into account functional aspects.This TSI does not impose any technical solution regarding physical interfaces between units.4.2.5.3. Passenger alarm4.2.5.3.1 General. (5) On the driver's initiative, the system shall allow a communication link to be established between the driver's cab and the place where the alarm(s) was/were triggered for units designed for operation without staff on-board (other than driver).For units designed for operation with staff on-board (other than driver), it is permitted to have this communication link established between the driver's cab and the staff on-board.The system shall allow the driver to cancel this communication link on his initiative. (6) Applicability to units intended for general operation:Only functionalities that are relevant to the design characteristics of the unit (e.g. Presence of a cab, of a crew interface system, etc.) shall be considered.The signals transmission required between the unit and the other coupled unit(s) in a train for the communication system to be available at train level shall be implemented and documented, taking into account functional aspects.This TSI does not impose any technical solution regarding physical interfaces between units.4.2.5.5. Exterior doors: passenger access to and egress from Rolling Stock4.2.5.5.1.
(5) External passenger access doors shall incorporate devices that detect if they close on an obstacle (e.g. A passenger). Where an obstacle is detected the doors shall automatically stop, and remain free for a limited period of time or reopen. The sensitivity of the system shall be such as to detect an obstacle according to the specification referenced in Appendix J-1, index 32, clause 5.2.1.4.1, with a maximum force on the obstacle according to the specification referenced in Appendix J-1, index 32, clause 5.2.1.4.2.1.4.2.5.5.4 Locking a door out of service. (4) For the scenario ‘failure in the internal emergency opening system of two adjacent doors along a through route (as defined in clause 4.2.10.5 of this TSI), the emergency opening system of other doors remaining available’, it shall be demonstrated that the risk is controlled to an acceptable level, considering that the functional failure has typical credible potential to lead directly to ‘single fatality and/or severe injury’.The demonstration of compliance (conformity assessment procedure) is described in clause 6.2.3.5 of this TSI.External emergency opening. — Obstacle deflector as defined in this TSI clause 4.2.2.5: additionally, capability to remove snow in front of the train.— Snow shall be considered as an obstacle to be removed by the obstacle defector; the following requirements are defined in clause 4.2.2.5 (by reference to the specification referenced in Appendix J-1, index 36):— ‘The obstacle deflector needs to be of sufficient size to sweep obstacles clear of the path of the bogie.
It shall be a continuous structure and shall be designed so as not to deflect objects upwards or downwards. Under normal operating conditions, the lower edge of the obstacle deflector shall be as close to the track as the vehicle movements and gauge line will permit. In plan view the deflector should approximate to a ‘V’ profile with an included angle of not more than 160°. It can be designed with a compatible geometry to function also as a snow plough’— The forces specified in clause 4.2.2.5 of this TSI are deemed to be sufficient in order to remove the snow. Table 4Limit criteriaTrack gauge(mm)Maximum design speed v tr,max (km/h)Measurement pointTrackside maximum permissible air speed, (limit values for u 95%,max (m/s))Reference speed v tr,ref (km/h)Measurement performed at height above the top of railMeasurement performed at a distance from the track centre1 524160. (1) The passing of two trains generates an aerodynamic load on each of the two trains. The requirement on head pressure pulse in open air allows a limit aerodynamic load induced by the rolling stock in open air to be defined assuming a distance between track centres for the track where the train is intended to be operated.The distance between track centres depends on the speed and the gauge of the line.
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Minimum values of a distance between track centres depending on speed and gauge are defined in the INF TSI. Table 4aLimit criteriaTrack gaugeMaximum design speed v tr,max (km/h)Measurement pointPermissible pressure change, (Δp 95%,max)Reference speed v tr,ref (km/h)Measurement performed at height above the top of railMeasurement performed at a distance from the track centre1 524 mm160. (3) The notes of the audible warning horns are intended to be recognisable as being from a train and not be similar to warning devices used in road transport or as factory or other common warning device. The operation of the warning horns shall emit at least one of the following separate warning sounds below:—Sounding 1: the fundamental frequency of the separately sounded note shall be 660 Hz ± 30 Hz (high note).—Sounding 2: the fundamental frequency of the separately sounded note shall be 370 Hz ± 20 Hz (low note). (5) 3 920 mm and 5 700 mm above rail level for electric units designed to be operated on the 1 500 V DC system in accordance with the IRL gauge (track gauge system 1 600 mm).Note: current collection is verified according to clauses 6.1.3.7 and 6.2.3.21 of this TSI, specifying heights of contact wire for tests; however, current collection at low speed is assumed to be possible from a contact wire at any of the heights specified above.4.2.8.2.9.1.2 Working range in height of pantograph (IC level). (6) According to the TSI Energy, the range of mean contact force Fm is not harmonised for overhead contact lines designed for speed higher than 320 km/h.Therefore electric units can only be assessed against this TSI regarding the dynamic behaviour of the pantograph up to the speed of 320 km/h.For the speed range above 320 km/h up to the maximum speed (if higher than 320 km/h), the procedure for innovative solutions described in article 10 and Chapter 6 of this TSI shall apply.4.2.8.2.9.7 Arrangement of pantographs (RST level). (3) Where the spacing of 2 consecutive pantographs in fixed or predefined formations of the assessed unit is less than the spacing shown in clause 4.2.13 of the TSI Energy for the selected OCL design distance type, or where more than 2 pantographs are simultaneously in contact with the overhead contact line equipment, it shall be demonstrated by testing that the current collection quality as defined in clause 4.2.8.2.9.6 above is met for the poorest performing pantograph (identified by simulations to be performed prior to that test).
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