CLC/TS 50591:2013

Specification and verification of energy consumption for railway rolling stock

This document is applicable to the specification and verification of energy consumption of railway rolling stock. It establishes a criterion for the energy consumption of rolling stock to calculate the total net energy consumed, either at pantograph or from the fuel tank, over a predefined service profile, in order to assure results directly comparable or representative for the real operation of the train. For this purpose this document takes into account the energy consumed and regenerated by the rolling stock. This Technical Specification provides the framework which guides to generate comparable energy performance values for trains and locomotives on a common basis and thereby supports benchmarking and improvement of the energy efficiency of rail vehicles. This document does not cover specification for comparison of energy consumption with other modes of transportation, or even for comparison between diesel and electric traction, dealing only with the energy consumption of the Railway rolling stock itself. Consequently this document is not applicable to the evaluation of the carbon foot print of the railways transportation system.

Spezifikation und Überprüfung des Energieverbrauchs von Schienenfahrzeugen

Spécification et vérification de la consommation d’énergie pour le matériel roulant ferroviaire

Specifikacija in preverjanje porabe energije železniških vozil

Ta tehnična specifikacija se uporablja za specifikacijo in preverjanje porabe energije tirnih vozil. Določa merilo za porabo energije tirnih vozil za izračun celotne neto porabe energije, bodisi pri odjemniku toka ali na rezervoarju za gorivo, prek vnaprej določenega profila, da se zagotovi, da so rezultati neposredno primerljivi ali predstavljajo dejansko delovanje vlaka. Za ta namen se v tem dokumentu upošteva energija, ki jo porabijo in regenerirajo tirna vozila. Ta tehnična specifikacija zagotavlja okvir, ki vsebuje smernice za pripravo primerljivih vrednosti energetske učinkovitosti za vlake in lokomotive na skupni podlagi, in s tem spodbuja primerjanje in izboljšanje energetske učinkovitosti tirnih vozil. Ta tehnična specifikacija ne zajema specifikacij za primerjavo porabe energije z drugimi prevoznimi sredstvi, niti ne zajema primerjave med dizelsko in električno vleko, in obravnava samo porabo energije samih tirnih vozil. Zato se ta dokument ne uporablja za ocenjevanje ogljikovega odtisa železniškega transportnega sistema.

General Information

• Status: Withdrawn
• Publication Date: 07-Nov-2013
• ICS: 45.060.10 - Tractive stock
• Technical Committee: CLC/TC 9X - Electrical and electronic applications for railways
• Drafting Committee: CLC/TC 9X - Electrical and electronic applications for railways
• Current Stage: 9960 - Withdrawal effective - Withdrawal
• Start Date: 02-Aug-2022
• Completion Date: 02-Aug-2022
• Ref Project: SIST-TS CLC/TS 50591:2014 - Specification and verification of energy consumption for railway rolling stock

Relations

• Replaced By: EN 50591:2019 - Railway Applications - Rolling Stock - Specification and verification of energy consumption
• Effective Date: 23-Jan-2023

Standards Content (Sample)

SLOVENSKI STANDARD
01-januar-2014
Specifikacija in preverjanje porabe energije železniških vozil
Specification and verification of energy consumption for railway rolling stock
Spécification et vérification de la consommation d’énergie pour le matériel roulant
ferroviaire
Ta slovenski standard je istoveten z: CLC/TS 50591:2013
ICS:
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

TECHNICAL SPECIFICATION
CLC/TS 50591
SPÉCIFICATION TECHNIQUE
November 2013
TECHNISCHE SPEZIFIKATION
ICS 45.060.10
English version
Specification and verification of energy consumption for railway rolling
stock
Spécification et vérification de la Spezifikation und Überprüfung des
consommation d’énergie pour le matériel Energieverbrauchs von
roulant ferroviaire Schienenfahrzeugen

This Technical Specification was approved by CENELEC on 2013-11-05.

CENELEC members are required to announce the existence of this TS in the same way as for an EN and to
make the TS available promptly at national level in an appropriate form. It is permissible to keep conflicting
national standards in force.
CENELEC members are the national electrotechnical committees of Austria, Belgium, Bulgaria, Croatia, Cyprus,
the Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany,
Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, the Netherlands, Norway, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom.

CENELEC
European Committee for Electrotechnical Standardization
Comité Européen de Normalisation Electrotechnique
Europäisches Komitee für Elektrotechnische Normung

CEN-CENELEC Management Centre: Avenue Marnix 17, B - 1000 Brussels

© 2013 CENELEC - All rights of exploitation in any form and by any means reserved worldwide for CENELEC members.
Ref. No. CLC/TS 50591:2013 E
Contents Page
Foreword . 4
1 Scope . 5
2 Normative references . 5
3 Terms, definitions and abbreviations . 5
3.1 Terms and definitions . 5
3.2 Abbreviations . 7
4 General . 7
5 Infrastructure description . 8
5.1 General . 8
5.2 Longitudinal profile . 8
5.3 Speed profile . 9
5.4 Curves. 9
5.5 Tunnels . 9
5.6 Electric traction system . 9
5.7 Diesel fuel oil specifications .10
6 Operational requirements .10
6.1 General .10
6.2 In-service operation mode .10
6.3 Out of service mode .12
6.4 Environmental conditions .13
7 Simulation requirements .13
7.1 General .13
7.2 In-service operation mode .14
7.3 Out of service mode .14
7.4 Environmental conditions .15
7.5 Documentation .15
8 Verification .15
8.1 General .15
8.2 Infrastructure conditions .15
8.3 Timetable verification .16
8.4 Environmental conditions .16
8.5 Measurement equipment .16
8.6 Test rules .16
8.7 Documentation .17
9 Post processing .17
9.1 General .17
9.2 Train data.17
9.3 Time and driving style .17
9.4 Environmental conditions .18
9.5 Electric network characteristics .18
Annex A (normative) Definition of standard parameters .19
A.1 General .19
A.2 Infrastructure characteristics .19
A.3 Electric supply system characteristics .19
A.4 In service operation mode .20
A.5 Parked train service mode .21
A.6 Ambient conditions with seasonal changes.21
Annex B (normative) Definition of standard values for service profiles .22
B.1 General remarks .22
B.2 Suburban passenger traffic .22
B.3 Regional passenger traffic .23
B.4 Intercity passenger traffic.24

- 3 - CLC/TS 50591:2013
B.5 High-speed passenger traffic .25
B.6 Freight mainline .26
Bibliography .30

Figures
Figure B.1  Standard profile SUBURBAN .22
Figure B.2  Standard profile REGIONAL .23
Figure B.3  Standard profile INTERCITY .24
Figure B.4  Standard profile HIGHSPEED .26
Figure B.5  Standard profile FREIGHT mainline .27

Tables
Table A.1  Infrastructure characteristics .19
Table A.2  Electric supply system characteristics .20
Table A.3  In service operation mode .20
Table A.4  Parked train service mode .21
Table A.5  Ambient conditions with seasonal change .21
Table B.1  Data of the SUBURBAN profile.23
Table B.2  Data of the REGIONAL profile .24
Table B.3  Data of the INTERCITY profile .25
Table B.4  Data of the HIGHSPEED profile .26
Table B.5  Data of the FREIGHT mainline profile .28
Table B.6  Train data of the HIGHSPEED profile .29

Foreword
This document (CLC/TS 50591:2013) has been prepared by CLC/TC 9X/WG 11, "Energy
Measurement on-board trains", of CLC/TC 9X "Electrical and electronic applications for railways".
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CENELEC [and/or CEN] shall not be held responsible for identifying any or all such
patent rights.
- 5 - CLC/TS 50591:2013
1 Scope
This Technical Specification is applicable to the specification and verification of energy consumption of
railway rolling stock.
It establishes a criterion for the energy consumption of rolling stock to calculate the total net energy
consumed, either at pantograph or from the fuel tank, over a predefined service profile, in order to
assure that the results are directly comparable or representative of the real operation of the train. For
this purpose this document takes into account the energy consumed and regenerated by the rolling
stock.
This Technical Specification provides the framework which gives guidance on the generation
comparable energy performance values for trains and locomotives on a common basis and thereby
supports benchmarking and improvement of the energy efficiency of rail vehicles.
This Technical Specification does not cover specification for comparison of energy consumption with
other modes of transportation, or even for comparison between diesel and electric traction, dealing
only with the energy consumption of the Railway rolling stock itself. Consequently, this document is
not applicable to the evaluation of the carbon foot print of the railway transportation system.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
EN 590, Automotive fuels  Diesel  Requirements and test methods
EN 13129-2, Railway applications  Air conditioning for main line rolling stock  Part 2 : Type tests
EN 15663:2009, Railway applications  Definition of vehicle reference masses
EN 50163, Railway applications  Supply voltages of traction systems
EN 50463 (all parts), Railway applications  Energy measurement on board trains

3 Terms, definitions and abbreviations
3.1 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
NOTE When possible, the following definitions have been taken from the relevant chapters of the International
Electrotechnical Vocabulary (IEV), IEC 60050. In such cases, the appropriate IEV reference is given. Certain new definitions or
modifications of IEV definitions have been added in this specification in order to facilitate understanding. Expression of the
performance of electrical and electronic measuring equipment has been taken from EN 60359.
3.1.1
auxiliaries
equipment needed to operate the traction equipment, but not producing tractive or dynamic braking
efforts themselves (e.g. cooling fans, oil and water pumps, and compressor)
Note 1 to entry: In the context of this Technical Specification, heating and/or air conditioning of the leading driver’s cab is
included in the auxiliaries.
3.1.2
comfort systems
all equipment consuming energy, belonging neither to the traction equipment nor to its auxiliaries,
mainly in passenger cars (e.g. lighting, heating, air conditioning, toilets, information and entertainment
systems, laptop supplies)
3.1.3
consist
group of vehicles which are not separated during normal operation or a single vehicle
3.1.4
contact line
CL
conductor system for supplying electric energy to a traction unit through current-collecting equipment
[SOURCE: IEC 60050-811:1991, 811-33-01, modified]
3.1.5
diesel multiple unit:
DMU
train having a fixed composition powered by one or several diesel engines having a fixed composition
3.1.6
electric traction system
railway electrical distribution network used to provide energy for rolling stock
Note 1 to entry: The system may comprise:
– contact line systems,
– return circuit of electric traction systems,
– running rails of non-electric traction systems, which are in the vicinity of, and conductively connected to the running rails of an
electric traction system,
– electrical installations, which are supplied from contact lines either directly or via a transformer,
– electrical installations in power plants and substations, which are utilized solely for generation and distribution of power
directly to the contact line,
– electrical installations of switching stations.
3.1.7
electric multiple unit
EMU
train having a fixed composition and getting its traction power from an external Electric traction system
3.1.8
heating, ventilation and air conditioning
HVAC
system to help maintain good indoor air quality through adequate ventilation with filtration and provide
thermal comfort
3.1.9
infrastructure
fixed installations of the railway system (e.g. tracks, power supply, signalling, communication)
3.1.10
net energy
difference between the energy taken (consumed) from the Contact Line by the traction unit and the
energy fed back (regenerated) into the Contact Line by the traction unit
3.1.11
rolling stock
general term covering all railway vehicles or consist of vehicles
Note 1 to entry: Rolling stock may be fitted with traction equipment.
3.1.12
service profile
outline of the expected range and variation in the mission with respect to parameters such as time,
loading, speed, distance, stops, tunnels, etc., in the exploitation of the train
3.1.13
single-train simulation
simulation of the run of one train over a part of infrastructure, without inclusion of effects of other trains

- 7 - CLC/TS 50591:2013
3.1.14
railway system simulation
simulation of several trains over one or several parts of infrastructure (railway network), including
effects of train performance, power supply characteristics, operational constraints (time table, conflicts
between trains)
3.1.15
traction equipment
equipment directly needed to produce tractive or dynamic braking effort (e.g. transformer, converters,
motors, gearboxes)
3.1.16
traction unit
railway vehicle or a fixed composition of vehicles with traction ability (e.g. locomotive, multiple traction
unit)
3.1.17
train
consist ready for use, capable either of in-service operational mode or of out of service mode (pre-
heating and pre-cooling, cleaning and parking)
3.1.18
vehicle
smallest part in a train, intended as a single vehicle (e.g. freight wagons, passenger coaches,
locomotives)
3.2 Abbreviations
For the purposes of this document, the following abbreviations apply.
All the abbreviations are listed in alphabetical order:
a.c. Alternating Current
d.c. Direct Current
DMU Diesel Multiple Unit
EMU Electric Multiple Unit
HVAC Heating, Ventilation and Air Conditioning
LCC Life Cycle Cost
4 General
Energy is an integral quantity. This means that the cumulated energy is the decisive factor. Realistic
train operation always has to take place under the constraints of infrastructure and operational
requirements. The defined timetable for the operation over a specified line plays an important role.
This Technical Specification incorporates these conditions into a so-called “service profile” for the
train.
This Technical Specification is therefore not a direct specification of detailed operational profiles and
driving styles. Instead it provides a framework which allows freedom for the user to propose sound
solutions integrating a given mix of energy efficient technologies and driving styles.
The energy consumption over such a service profile can be used as an input when assessing LCC. It
can also serve as key documentation for the environmental performance of the train. This requires a
well defined and harmonised methodology for specification and verification of the energy consumption.
The selected approach has two steps:
1) simulation of the energy consumption of the train, over one or more simulation train runs;
2) verification of the simulation by undertaking test train runs.

Two different sorts of service profiles may be chosen:
a) user define service profiles based on data from a real railway line, normally one or several
lines out of the railway network where the train will be operated;
b) standardised, service profiles, for the following categories for passenger service:
• suburban;
• regional;
• intercity (inter-regional);
• high speed;
and for the following types of freight service:
• mainline;
• shunting.
Definitions of relevant values for the typical service profiles and their parameters are given in annex B
of this Technical Specification. The standard service profiles are characterised by definitions of
standard values for the identified service types being typical (i.e. representative) – yet not real – of the
type of railway service.
This means that it may not be possible to validate these on a real world track unless some
adjustments of the verification results is undertaken to take account of the differences between the
simulation and verification. However, these standardised service profiles are intended to be a common
basis against which various trains can be simulated and simulation results compared.
In order to keep different characteristics, requirement and procedures manageable, the energy
consumption of the whole train is subdivided into different aspects and handled separately:
• Traction equipment and auxiliaries necessary for traction without comfort systems;
• Only comfort systems (for all operating modes).
The following clauses show how to define the infrastructure (clause 5) and the operational and
environmental conditions (Clause 6) for both simulations and verification tests. The simulations are
specified in Clause 7 and verification tests in Clause 8. Finally post processing of test results is
described in Clause 9.
5 Infrastructure description
5.1 General
The infrastructure shall be defined by the characteristics as specified in the following clauses. All
values shall be given as a function of the distance (running path of the train).
The recommended resolution of position for track parameter changes (gradient, speed limit, curve
radius, tunnel cross section) in longitudinal direction is one meter.
5.2 Longitudinal profile
The longitudinal profile shall be defined by the following required parameters:
• total distance of selected route or reference track from selected origin station to selected
destination station [km] (ID I01, this identification number refers to the infrastructure parameter
01 in Annex A),
• height [m], as an absolute (above sea level) or relative value e.g. versus height of the start
station (ID I02),
- 9 - CLC/TS 50591:2013
• gradient [–], as difference in height divided by difference of distance in longitudinal direction
(ID I03).
ID I02 and ID I03 are correlated. Gradients may be omitted. If listed, it shall be checked that the
integral of gradients along the track result in the correct difference of height between start and terminal
station
5.3 Speed profile
The speed profile in [km/h] is defined by the required parameter: maximum speed profile at every
location along the selected route or reference track (ID I04). The speed profile shall include the
following criteria:
• Maximum speed for which the line, relevant to the profile, is planned.
• Permanent speed reductions due to curves, according to the required capabilities of the
specified train. Example: tilting trains may have a higher permitted speed in some sections
along the route than other trains.
• Non-permanent speed reductions due to signalling, according to conditions during verification
runs or service operation of the train. Example: speed restrictions imposed by the changeover
between two tracks shall be either specially marked, or already be included in the speed
profile.
• Rules for safe operation. Example: if the operation rules require the target speed to be
reached 100 m before a permanent speed restriction, this shall be included in the profile.
5.4 Curves
The following parameters shall be specified for curves: location and radius of each curve along the
selected route or reference track [m] (ID I05).
Curves with a radius of more than 1 000 m are negligible.
5.5 Tunnels
The following parameters shall be specified for tunnels:
• Location and length [m] of each tunnel along the selected route or reference track (ID I06).
• Location and cross section area [m ] of each tunnel along the selected route or reference
track (ID I07). Very short tunnels with a length of less than 20 m and road bridges over the
railway are negligible. Road bridges over the railway are considered as short tunnels with a
length of less than 20 m.
5.6 Electric traction system
In case of electric trains, the following characteristics of the Electric traction system shall be defined by
the required following parameters:
• nominal voltage (ID E01) and nominal frequency in case of a.c. (ID E02), according to
EN 50163;
• mean voltage at the contact line (e.g pantograph) during operation of the train (ID E03),
according to experience (measurements) in existing infrastructures, or as a result of total
system simulations (for new infrastructure);
NOTE The mean voltage at pantograph is normally not identical to the nominal voltage.
• position and length of neutral sections or phase separation sections (if applicable) along the
selected route or reference track, which require the traction power to be cut (ID E04).
The parameters used to characterise the Electric traction system are defined in Table A.2.

5.7 Diesel fuel oil specifications
In case of diesel trains, the characteristics of the diesel fuel oil shall be defined according to EN 590.
6 Operational requirements
6.1 General
Two main phases during operation of a train are considered here:
• In service operation mode from origin to destination station including stand stills on the way and,
if applicable, including HVAC. See 6.2.
• Out of service mode (e.g. pre-heating/pre-cooling, cleaning and parking/hibernate). See 6.3.
6.2 In-service operation mode
6.2.1 Train and propulsion system
A single-train run shall be specified. The specification shall include the train and its mechanical losses,
the propulsion chain (electric, diesel-electric or diesel-mechanic) and all auxiliaries which are essential
to operate the propulsion chain including control circuits for traction and signalling. Heating and/or air
conditioning of the leading driver’s cab is considered as part of the traction auxiliaries (to simplify the
process for locomotives and during testing).
6.2.2 Timetable
The sensitivity of energy consumption versus travelling time is high. Therefore, the requirements on
precision of the timetable are high as well.
The following required parameters shall be specified for the in-service operation mode:
• Stops/stations. The number and exact location of stations with planned stops (except
departure and arrival station) (ID S01).
• Standstill time on the route. This is the total time elapsed for stopping times [s] at stations
(wheels not in motion), during the run over the specified profile (ID S02). The train is fully
operational, but e.g. with reduced auxiliary consumption (ventilation) and/or losses (traction
converters blocked).
• Journey duration as total time elapsed (from wheels rolling at departure station to wheels
stopped at arrival station) e.g. from time table (ID S03). The specification shall include the
required time [s] between each start and stop, for a train run over the profile defined in
Clause 5. During both simulation and verification, these times have to be held with high
precision (see 7.2.2).
Journey durations and standstill times shall be specified as an integer number (whole number) of
seconds.
6.2.3 Payload
EN 15663:2009 shall be used for reading and understanding of this clause.
The gross mass, and therefore the load, of a train have a significant influence on its energy
consumption. The mass of the train shall be specified as follows:
a) Multiple units and passenger coaches, for the selected configuration: design mass [kg] in
working order (i.e. dead mass, plus consumables, plus staff) plus normal operational payload
or specified load conditions (see below).
b) Locomotives: design mass in working order.
c) A trailer consist as a load shall be homogeneous, i.e. shall consist of only one wagon or coach
type with identical load in each . Preferred trailer vehicle types are single-deck or double-deck

- 11 - CLC/TS 50591:2013
passenger coaches (for passenger trains), or unloaded or loaded freight wagons. Preferred
types of freight wagons are Eanos (open high-board wagons), Sgnss (container wagons),
Shimmns (coil wagons) or Zans (tank wagons). The following values shall be specified for the
trailer vehicles as a load:
1) mass [kg];
2) factor for rotating masses [-] or dynamic mass [kg];
3) running resistance [kN] versus speed [km/h] over the whole speed range used for the
simulation and / or test;
d) Passenger load conditions: the total mass of passengers [kg] shall be specified according to
the expected operation of the rolling stock (either as an average value or during specific peak /
off-peak periods; parameter ID S05). For specific projects, it may be lower than the normal
operational payload.
6.2.4 Driving style
The driving style of the train driver is not specified by this Technical Specification, even though it may
have significant effect on the energy consumption and saving. The driving style (i.e. acceleration or
deceleration at each point of the trip) should be chosen as a way to minimise the energy consumption
of the operating train while respecting the following conditions:
• Safe operation of the train, under the rules applicable for the foreseen operation of the train. If
any such rules exist, they have to be specified together with the infrastructure and timetable
information.
• The specified timetable (ID S01 to ID S03) has to be held. Normal (or extra) reserves in the
timetable, with respect to the performance of the train operation should be used for energy
efficient driving.
6.2.5 Regenerative braking
For electric trains, if the regenerative brake is available, it shall be used as preferred braking system
within the constraints of capability of the brake, timetable and applicable rules for safe operation of the
train.
The calculation of the energy consumption shall be done as follows in cases where the electric traction
equipment allows for regenerative braking:
a) For a.c. electrified railway systems: net energy at pantograph, i.e. fed back energy counted as
negative without any other reduction factor than the one possibly imposed by the electric
traction system itself (for example a part of the braking energy may be systematically
consumed in dissipating loads even in regenerative mode);
b) For d.c. electrified railway systems, two calculations shall be made:
1) The first one in the same conditions as for a.c. railway systems.
2) The second one with the total braking energy consumed in the vehicle without any
consideration of fed back energy. These two extremes correspond to fully
regenerative and fully dissipative braking respectively.
The consumed and fed back energy at pantograph shall be identified separately for both a.c. and d.c.
railway systems. It may depend on the individual project or economic rules in different countries how
consumed and fed back energy is taken into account for life cycle cost (LCC) considerations.
The calculation of the energy consumption shall take into account the effect of any on-board energy
recovery systems, e.g. the amount of braking energy stored in batteries or other devices for later use
by traction or auxiliary systems or the possible use of the diesel engine losses for train heating.

6.2.6 In-service comfort functions
The performance of comfort functions during in-service operation is specified in the following two
required parameters:
• comfort function duration in-service operation is defined as the duration for the total package
of comfort functions in service operation: heating, ventilation, air-condition, lighting,
entertainment and info panels (during summer and winter) per 24 h (ID S07) and measured in
[hh:mm:ss], use total journey time/day unless specified otherwise;
• the load of the comfort function profile for in service operation is defined as the load profile for
the total package of comfort functions in service operation: heating, ventilation, air-condition,
lighting, entertainment and info panels (during summer and winter) per 24 h (ID S08) and
measured in % of nominal effect of comfort functions. 80 % shall be used unless otherwise
specified.
6.3 Out of service mode
6.3.1 General
The out of service mode are periods [h/day] where the train is stationary in depot areas, without staff
or passengers being on board. Power supply to the parked train is either via normal circuits from the
contact line, via shore supply or via diesel engines running in the train. The duration of these periods
are important data for the design of the train and for determination of life cycle costs (LCC), but it is
not necessary to fully respect them for the purpose of verification when applying the present Technical
Specification.
For the definition of environmental conditions the following references to EN 13129-2 shall be used:
a) a: Heating mode: see Table 1, Zone II, 0 °C;
b) b: Cooling mode: see Table 2, Zone II, 28 °C.
The out of service mode covers essentially three levels of parked trains:
6.3.2 Pre-heating and pre-cooling
Pre-heating and pre-cooling for preparation of trains before in-service operation is defined by the
following two required indicators:
• total average duration of the pre-heating or pre-cooling period (covering heating, ventilation,
air-condition, lighting and other necessary auxiliaries) per 24 h during summer and winter (ID
P01) and measured in [hh:mm:ss], use 30 min/d unless specified otherwise,
• load profile for the pre-heating or pre-cooling period (covering heating, ventilation, air-
condition, lighting and other necessary auxiliaries) during summer and winter (ID P02) and
measured in % of nominal effect of comfort functions. 80 % shall be used unless otherwise
specified.
6.3.3 Cleaning of trains
Cleaning of trains before or after in-service operation is defined by the following two required
indicators:
• Total average duration of the cleaning period (covering heating, ventilation, air-condition,
lighting and other necessary auxiliaries) per 24 h during summer and winter (ID P03) and
measured in [hh:mm:ss], use 1 h/d unless specified otherwise,
• Load profile for the cleaning period (covering heating, ventilation, air-condition, lighting and
other necessary auxiliaries) during summer and winter (ID P04) and measured in % of
nominal effect of comfort functions. 30 % shall be used unless otherwise specified.

- 13 - CLC/TS 50591:2013
6.3.4 Parking of trains
Parking of trains (hibernating) before or after in-service operation is defined by the following two
required indicators:
• total average duration of the parking/hibernating period (covering heating, ventilation, air-
condition, lighting and other necessary auxiliaries) per 24 h (during summer and winter) (ID
P05) and measured in [hh:mm:ss], use remaining time [24 h – operational hours - h
preparation – 1 h cleaning] unless specified otherwise,
• load profile for the parking/hibernating period (covering heating, ventilation, air-condition,
lighting and other necessary auxiliaries) (ID P06) and measured in % of nominal effect of
comfort functions. 10 % shall be used unless otherwise specified.
6.4 Environmental conditions
The environmental conditions, applicable to simulation and verification (see also Table A.5), are the
following:
• Ambient temperature for energy consumption simulation without the comfort functions [deg C];
15 °C unless specified otherwise to consider specific geographical locations (ID A01). For
comfort functions only (6.2.6 and 6.3.2 to 6.3.4) use 0 °C, +15 °C and +30 °C, unless specified
otherwise,
• Humidity [Relative humidity %]; 50 % all year round average humidity (ID A02),
2 2
• Intensity of sunlight [W/m ]: 0 W/m , unless specified otherwise (ID A03),
• Average head wind: Simulation: 0 m/s (ID A04). Verification: actual wind speed lower than
5 m/s.
Other optional conditions:
• Ambient air pressure (ID A05), measured in hPa: Simulation (if relevant): international
standard atmosphere 1013 hPa, unless otherwise specified (e.g. for mountain railways).
Verification: uncontrolled. Special post processing/assessment if deviations between
simulation and verification are claimed to originate from deviations in ambient air pressure,
• Minimum temperature, winter conditions (ID A06), measured in degrees Celsius,
• Humidity at winter conditions (ID A07), measured in relative humidity %,
• Maximum temperature summer conditions (ID A08), measured in degrees Celsius,
• Humidity at summer conditions (ID A09), measured in relative humidity %,
• Weather conditions: dry rails with good adhesion conditions.
It is recommended to ensure that the train is in a thermally stable condition already when starting the
simulation or verification runs, as starting with a too cold or too hot train would significantly affect the
results (traction chain losses, auxiliary power).
7 Simulation requirements
7.1 General
The simulation shall be based on the information provided in Clauses 5 and 6. The simulation shall
cover the in service mode and the out of service mode: In service operation mode (train operation with
passengers: from origin to destination station including stand stills on the way) and out of service
mode (train operation without passengers: pre-heating/pre-cooling, cleaning and parking/hibernate).

7.2 In-service operation mode
7.2.1 Train and propulsion system
The simulation shall calculate the energy consumed and regenerated in case of electric traction or the
fuel consumption in case of diesel traction, when operating the train over the defined route under
defined operation conditions in accordance with Clauses 5 and 6.
7.2.2 Timetable
The following precision is required for simulation of the journey duration: +0/-N s for each section
between two specified stops.
NOTE N is every number of seconds or percent, i.e. travel times are always allowed to be shorter, both in simulation and
during verification.
The following precision is required as reference for simulation of the journey duration: ± 0 s (can be
reached without extra effort).
7.2.3 Payload
Simulation shall be done according to specification in 6.2.3.
The simulation for passenger trains shall be done:
• for "individual profiles, i.e. profiles for a specific railway, with the specified load mass for
passengers and input parameters specified in Annex A;
• for standardised profiles, i.e. synthetic profiles for the comparison of trains specified in
Annex B, having the normal operational payload as defined in EN 15663:2009."
7.2.4 Driving style
Simulation shall be done based on conditions specified in 6.2.4.
7.2.5 Regenerative braking
The simulation shall be done based on conditions specified in 6.2.5.
7.2.6 Comfort functions (in-service)
Comfort systems shall be disregarded in the simulations of the train run.
This shall be done for the specified ambient temperature (6.4), and two different train speeds:
standstill, and maximum speed of the train.
The number of passengers shall be specified in accordance with the normal operating conditions of
EN 15663.
7.3 Out of service mode
The energy consumption per unit of time (i.e. power consumption) for a parked train shall be simulated
for the three ambient temperatures specified in 6.4. The parameters used to calculate energy
consumptions for parked trains are given in Table A.4.
7.3.1 Pre-heating and pre-cooling.
The simulation shall be done based on conditions specified in 6.3.2. For a standard simulation
(Annex B) over 24 h a value of 30 min shall be applied for all train types except suburban trains which
shall use 1 h (2 x 30 min) due to the two periods of peak/rush hours.
7.3.2 Cleaning of trains.
The simulation shall be done based on conditions specified in 6.3.3. For a standard simulation
(Annex B) over 24 h a value of 60 min shall be applied for all train types.

- 15 - CLC/TS 50591:2013
7.3.3 Parking of trains (hibernating).
The simulation shall be done based on conditions specified in 6.3.4. For a standard simulation
(Annex B) over 24 h a value of 4 h and 30 min shall be applied for all train types except suburban
trains which shall use 4 h straight.
7.4 Environmental conditions
Simulation and calculation shall be done according to requirements specified in 6.4.
7.5 Documentation
The results of the calculations and simulations shall be documented in a report. The minimum
requirements for the contents of the report are:
a) Information about infrastructure and operational input data according to Tables A.1 to A.5,
b) Key data of the train: length, mass, number of driven and not driven axles, tractive effort
versus speed diagram, maximum mechanical braking effort,
c) Energy consumption [kWh or kg of fuel oil] of the traction equipment and auxiliaries, for the
specified runs, separated into consumption during running and at standstill. Note that for d.c.
railways, two values for the running phase shall be given (fully receptive and non-receptive
power supply network during braking, see also 6.2.5).
d) Information about the use of on-board energy storage systems, energy management or other
energy efficiency technologies,
e) Power needs [kW or kg of fuel oil/ h] of the parked train defined in 6.3.2 to 6.3.4,
f) For preparation of the tests: profile of speed versus distance, and tractive/braking effort versus
distance for the simulated driving style,
g) In order to reach plausible results:
1) the cumulated energy shall be separated into parts for potential energy (height
difference), running resistance, mechanical brakes, traction chain losses plus
auxiliaries, and braking resistor;
2) any onboard energy storage device shall have the same energy content before and
after the test.
8 Verification
8.1 General
The following clauses only contain specific conditions which shall be considered during preparation
and performance of the tests. All conditions already specified in the clauses above apply as well, and
are not repeated hereafter.
8.2 Infrastructure conditions
If the train run is specified for a real, existing railway line, this line shall be taken for the test.
Infrastructure conditions shall be identical to the specification (Clause 5).
If the infrastructure has been changed between the simulation and the tests (e.g. between the bid
phase and commissioning phase), and if this results in more restrictive conditions for the train run
(e.g. lower permitted speed), the simulations shall be repeated prior to the tests, in order not to punish
the t
...