oSIST prEN 50641:2014

Railway applications - Fixed installations - Requirements for the validation of simulation tools used for the design of traction power supply systems

This European Standard specifies requirements for the acceptance of simulation tools used for the assessment of design of traction power supply systems.
The simulation results allow the calculation of quality index(es) requested by EN 50388.
This standard is applicable to the simulation of a.c. and d.c. traction power supply systems, including conventional and high speed lines defined in the TSIs.
This standard does not deal with validation of simulation tools by measurement.
NOTE: The minimum required functionalities are described in this standard.(clauses 5, 6, 7 and 8) The previous statement is valid regardless how many additional functions the simulation tool has, e.g. energy efficiency, advanced regenerative braking, calculation of load angles, ...
It can also be applied to subway, tram and trolley bus systems.
Additionally, the application of the standard ensures that the output data among different simulation tools are consistent when they are using the same set of input data.
This standard only applies to traction power supply systems at their nominal frequency for a.c. or d.c. systems. It does not apply to harmonic, electrical safety or EMC studies over a wide spectrum.
This standard does not mandate the use of a simulation tool in order to validate the design of a traction supply system.

Bahnanwendungen - Ortsfeste Anlagen - Anforderungen für die Validierung von Simulationsprogrammen für die Auslegung von Bahnenergieversorgungssystemen

Applications ferroviaires - Installations fixes - Exigences relatives à la validation des outils de simulation utilisés pour la conception des systèmes d’alimentation de la traction

Železniške naprave - Stabilne naprave električne vleke - Zahteve za ocenjevanje simulacijskih orodij za snovanje elektroenergetskih napajalnih sistemov električne vleke

General Information

• Status: Not Published
• Public Enquiry End Date: 31-Oct-2014
• ICS: 29.280 - Electric traction equipment
• Technical Committee: ŽEN - Electrical applications for railways
• Current Stage: 98 - Abandoned project (Adopted Project)
• Start Date: 08-Jul-2022
• Due Date: 13-Jul-2022
• Completion Date: 08-Jul-2022
• Directive: Not Harmonized2008/57/EC - DIRECTIVE 2008/57/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 17 June 2008 on the interoperability of the rail system within the Community (Recast)
• Mandate: M/483 - Mandate for programming and standardisation addressed to the European standardisation bodies under directive 2008/57/EC in the field of the interoperability of the rail system within the European Union
• Mandate: M/490 - Standardisation mandate to the European Standardisation Organisations (ESOs) to support European Smart Grid deployment
• Ref Project: prEN 50641:2014 - Railway applications - Fixed installations - Requirements for the validation of simulation tools used for the design of traction power supply systems

Overview

prEN 50641:2014 - Railway applications - Fixed installations - Requirements for the validation of simulation tools used for the design of traction power supply systems (CLC) specifies how to accept and validate software tools that simulate traction power supply systems. The standard covers both a.c. and d.c. systems (including conventional and high‑speed lines defined in TSIs) and can also be applied to subway, tram and trolley‑bus systems. It focuses on simulation validation at nominal frequency and on ensuring consistent outputs across different simulation tools using the same inputs. It does not cover validation by measurement, wide‑spectrum harmonic/EMC studies, electrical safety testing, or mandate use of simulation tools.

Key topics and technical requirements

• Scope and applicability: Validation requirements for simulation tools used to calculate quality indices required by EN 50388 for traction power systems.
• Minimum functionalities: Clauses 5–8 define core functions that must be implemented (e.g., solving differential equations for train movement and calculating network load‑flow with moving loads).
• Benchmark test cases: Defined test models (track layout, train sets, timetable) for d.c. and a.c. systems to allow reproducible comparison between tools.
• Models and parameters: Requirements for train set models (HS, SUB, FR), track layout, electrical infrastructure, substations, transformers and traffic models.
• Validation process: Initial validation and re‑validation after software changes; use of benchmark cases and comparison with expected outputs (Annexes A–D provide validation boundary values).
• Assessment and cross‑acceptance: Steps to record deviations, identify causes and present results to an assessor/Notified Body; cross‑acceptance rules for different electrical systems.
• Software quality management: Prerequisite for applying the standard; changes to core functions require full re‑validation.

Practical applications and users

This standard is intended for:

• Simulation tool developers and vendors (software validation and marketing).
• Railway infrastructure designers and electrical engineering teams (traction power system design and coordination).
• Rolling stock engineers coordinating power supply compatibility.
• Independent assessors, certification bodies and Notified Bodies (NoBos) assessing tool conformity.
• Consultants and project managers requiring consistent simulation outputs for design verification.

Benefits include improved confidence in simulation results, reduced need for live testing, and consistent quality indices across projects.

Related standards

• EN 50388:2012 - Power supply and rolling stock coordination (quality indices)
• EN 50163:2004 - Supply voltage of traction systems
• EN 50122‑1 - Electrical safety, earthing and return circuit

Keywords: prEN 50641:2014, validation of simulation tools, traction power supply systems, railway simulation validation, a.c./d.c. traction, EN 50388, benchmark test cases, Notified Body.

Standards Content (Sample)

SLOVENSKI STANDARD
01-oktober-2014
äHOH]QLãNHQDSUDYH6WDELOQHQDSUDYH=DKWHYH]DRFHQMHYDQMHVLPXODFLMVNLK
RURGLM]DVQRYDQMHHOHNWURHQHUJHWVNLKQDSDMDOQLKVLVWHPRYHOHNWULþQHYOHNH
Railway applications - Fixed installations - Requirements for the validation of simulation
tools used for the design of traction power supply systems
Bahnanwendungen - Ortsfeste Anlagen - Anforderungen für die Validierung von
Simulationsprogrammen für die Auslegung von Bahnenergieversorgungssystemen
Applications ferroviaires - Installations fixes - Exigences relatives à la validation des
outils de simulation utilisés pour la conception des systèmes d’alimentation de la traction
Ta slovenski standard je istoveten z: prEN 50641:2014
ICS:
29.280 (OHNWULþQDYOHþQDRSUHPD Electric traction equipment
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EUROPEAN STANDARD DRAFT
prEN 50641
NORME EUROPÉENNE
EUROPÄISCHE NORM
August 2014
ICS 29.280
English Version
Railway applications - Fixed installations - Requirements for the
validation of simulation tools used for the design of traction
power supply systems
Applications ferroviaires - Installations fixes - Exigences Bahnanwendungen - Ortsfeste Anlagen - Anforderungen für
relatives à la validation des outils de simulation utilisés pour die Validierung von Simulationsprogrammen für die
la conception des systèmes d'alimentation de la traction Auslegung von Bahnenergieversorgungssystemen
This draft European Standard is submitted to CENELEC members for enquiry.
Deadline for CENELEC: 2015-01-30.

It has been drawn up by CLC/SC 9XC.

If this draft becomes a European Standard, CENELEC members are bound to comply with the CEN/CENELEC Internal Regulations which
stipulate the conditions for giving this European Standard the status of a national standard without any alteration.

This draft European Standard was established by CENELEC in three official versions (English, French, German).
A version in any other language made by translation under the responsibility of a CENELEC member into its own language and notified to
the CEN-CENELEC Management Centre has the same status as the official versions.

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.

Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to
provide supporting documentation.

Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and
shall not be referred to as a European Standard.

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
© 2014 CENELEC All rights of exploitation in any form and by any means reserved worldwide for CENELEC Members.
Project: 23052 Ref. No. prEN 50641:2014 E

1 Contents
2 Page
3 Foreword . 3
4 Scope . 4
5 2 Normative references . 4
6 Terms and definitions . 4
7 4 Symbols and abbreviated terms . 5
8 General . 6
9 6 Test and models description . 9
10 General . 9
6.1
11 6.2 Common parameters . 9
12 6.3 Train set descriptions . 10
13 6.3.1 Type of train set and mechanical characteristics . 10
14 6.3.2 Traction and braking effort characteristics . 11
15 6.3.3 Current limitation in traction . 12
16 Current limitation in regenerative braking . 13
6.3.4
17 6.3.5 Additional information for the train set models . 13
18 6.3.6 Maximum allowed speed . 14
19 6.4 D.C. parameters . 14
20 6.4.1 Track layout model . 14
21 6.4.2 Train traffic model . 15
22 Electrical infrastructure model . 15
6.4.3
23 6.5 A.C. parameters . 17
24 6.5.1 Track layout model . 17
25 6.5.2 Train traffic model . 18
26 6.5.3 Electrical infrastructure model . 19
27 6.5.4 Transformer model . 20
28 A.C. electrical infrastructure complement and multi-conductor model . 20
6.5.5
29 7 Expected output . 22
30 7.1 General . 22
31 7.2 Train results . 22
32 Substation results . 24
7.3
33 8 Validation with simulated values . 24
34 9 Assessment . 26
35 Annex A (normative) Nominal infrastructure, Train output results : validation boundary
36 value . 27
37 Annex B (normative) Nominal Infrastructure, Substation output results : validation
boundary values . 28
39 Annex C (normative) Substation outage, Train output results : validation boundary value . 29
40 Annex D (normative) Substation outage, Substation output results : validation boundary
41 values . 30
42 Annex ZZ (informative) Coverage of Essential Requirements of EU Directives . 31
– 3 – prEN 50641:2014
44 Foreword
45 This document [prEN 50641:2014] has been prepared by CLC/SC 9XC “Electric supply and earthing
46 systems for public transport equipment and ancillary apparatus (Fixed installations)”, of Technical Committee
47 CLC/TC 9X “Electrical and electronic applications for railways”.
48 This document is currently submitted to the Enquiry.
49 This document has been prepared under a mandate given to CENELEC by the European Commission
50 and the European Free Trade Association, and supports essential requirements of EU Directive(s).
51 For the relationship with EU Directive(s) see informative Annex ZZ, which is an integral part of this
52 document.
53 1 Scope
54 This European Standard specifies requirements for the acceptance of simulation tools used for the
55 assessment of design of traction power supply systems.
56 The simulation results allow the calculation of quality index(es) requested by EN 50388.
57 This European Standard is applicable to the simulation of a.c. and d.c. traction power supply systems,
58 including conventional and high speed lines defined in the TSIs.
59 This European Standard does not deal with validation of simulation tools by measurement.
60 NOTE The minimum required functionalities are described in this European Standard (Clauses 5, 6, 7 and 8). The previous
61 statement is valid regardless how many additional functions the simulation tool has, e.g. energy efficiency, advanced regenerative
62 braking, calculation of load angles, …
63 It can also be applied to subway, tram and trolley bus systems.
64 Additionally, the application of the standard ensures that the output data among different simulation tools
65 are consistent when they are using the same set of input data.
66 This European Standard only applies to traction power supply systems at their nominal frequency for a.c.
67 or d.c. systems. It does not apply to harmonic, electrical safety or EMC studies over a wide spectrum.
68 This European Standard does not mandate the use of a simulation tool in order to validate the design of a
69 traction supply system.
70 2 Normative references
71 The following documents, in whole or in part, are normatively referenced in this document and are
72 indispensable for its application. For dated references, only the edition cited applies. For undated
73 references, the latest edition of the referenced document (including any amendments) applies.
74 EN 50163:2004, Railway applications – Supply voltage of traction systems
75 EN 50388:2012, Railway applications – Power supply and rolling stock – Technical criteria for the
76 coordination between power supply (substation) and rolling stock to achieve interoperability
77 EN 50122-1, Railway applications – Fixed installations – Electrical safety, earthing and the return circuit –
78 Part 1: Protective provisions against electric shock
79 3 Terms and definitions
80 For the purposes of this document, the terms and definitions given in EN 50163:2004 and EN 50388:2012
81 and the following apply:
82 3.1
83 assessor
84 independent third party which undertakes conformity assessment
85 Note 1 to entry: In the TSI context, it is named a Notified Body (NoBo).

– 5 – prEN 50641:2014
86 3.2
87 simulation accuracy
88 indicators dedicated to the characterization of the accuracy of the simulation output regarding a reference
89 (measure or theoretical model) for a given case
90 3.3
91 simulation method
92 construction and solution of a numerical time-step or space-step model of train movement and traction
93 power supply performance
94 3.4
95 simulation tool
96 software implementing a simulation method(s)
97 3.5
98 traction power supply system
99 railway electrical distribution network used to provide energy for rolling stock
100 3.6
101 train set
102 combination of vehicles
103 3.7
104 train set model
105 model describing the electrical and mechanical characteristics of the train set
106 3.8
107 train traffic model
108 model of the train mission and the timetable over a given time period
109 3.9
110 track layout model
111 model describing the physical characteristics of the track such as curves, tunnels and gradient description
112 3.10
113 validation
114 confirmation by examination and provision of objective evidence that the product, system or process is
115 suitable for a specific intended use
116 Note 1 to entry: Whilst the general term in standard is conformity assessment, validation is commonly understood in the
117 assessment of models and data analysis and its use is more specific than the general term conformity.
118 3.11
119 verification
120 confirmation by examination and provision of objective evidence that the specified requirements have
121 been fulfilled
122 4 Symbols and abbreviated terms
123 For the purposes of this document, the following symbols and abbreviated terms apply:
124 AT Autotransformer
125 BT Booster-transformer
126 CLS Contact Line System (overhead contact line or third rail)

127 EMU Electrical Multiple Unit
128 FR Freight Train set
129 F Running resistance
res
130 HS High speed Train set
131 I Current
132 I Current for train auxiliary (air conditioning for example)
aux
133 NoBo Notified Body
134 PP Paralleling post
135 SS Substation
136 SUB Suburban Train set
137 U No load voltage at a substation for a given electrical supply system
138 U Mean useful voltage
mean useful
139 U Nominal voltage for a given electrical supply system
n
140 U Current collector Voltage
p
141 v Speed in km/h
142 v Max allowed speed along the line in km/h
max
143 Z Transformer impedance
TR
144 η Mechanical or Electrical efficiency
145 5 General
146 The theoretical study of the interactions between the operation of rolling stock and the power supply
147 system by means of computer simulation is generally used to obtain detailed information about the
148 system, to minimise the costs of live tests, and as a consequence to optimize the investment to be made
149 for a given performance of the electrical railway system.
150 Depending on the type of the supply system (for example: a.c. or d.c. system), the simulation tools
151 require different data and different system description. Therefore, the scope of the simulation should be
152 defined in advance, taking account of possible supply systems (see Figure 1).
153 The application of software quality management is the precondition for the application of this European
154 Standard.
155 The validation process laid out in this European Standard is based on a verification using a defined
156 benchmark example of a traction power supply system, and employing a common set of input data
157 incorporating the infrastructure (including station locations, gradient, speed limit), types of train sets and
158 timetable.
– 7 – prEN 50641:2014
159 In order to obtain an acceptable validation of a simulation tool, the results of the simulation tool shall be
160 compared with the output results presented in this European Standard according to the criterion
161 described in Annexes A to D.
162 In order to use a simulation tool with confidence, it shall be validated initially and after each revision of the
163 software that has an impact on the simulation results. If the modification affects a core function, then a
164 new validation is necessary. The validation shall be done with steps shown in Figure 1.
165 Core functions are to
166 – solve the differential equations of train sets movement resulting in power demand at current
167 collector(s),
168 – calculate the load flow (current-voltage) of electrical network with changing configurations caused by
169 moving loads.
Validation start
Choice of an electrical
system among the ones
described in clause 6
Y
Simulation tool
already validated ?
N
Software
N
modified ?
Y
Benchmark with nominal electrical
Has the change any impact on the
supply infrastructure described in
output data ?
§6.4 and §6.5 in clause 6
Y
Benchmark with substation outage
supply infrastructure described in N
§6.4 and §6.5 in clause 6
Identify the origin
of the deviation
Output data as
Record the
specified in
change
clause 7
N
Are the output data within the validation bound
described in clause 8 ?
Y
Simulation tool validated for the
chosen electrical system
Cross acceptance of the software for
electrical systems as described in clause 9
Choice of additional electrical supply system not covered by the
Y
cross acceptance table
N
Presentation to the
Assessor
End of validation
171 Figure 1 – Steps of validation

– 9 – prEN 50641:2014
172 6 Test and models description
173 6.1 General
174 Common parameters for both a.c. and d.c. systems are given in 6.2 end 6.3. Parameters specific to d.c.
175 and a.c. systems are given respectively in 6.4 and 6.5.
176 The test case configurations and data are used for the purpose of the standard only. They do not
177 represent typical applications for system design.
178 6.2 Common parameters
179 The test case describes a simple traffic along a given open air double track straight line. Although there
180 are some differences due to the different supply systems, some parameters remain identical among the
181 test cases:
182 – line gradient;
183 – traffic timetable;
184 – train set.
185 The general description of the case is described in Figure 2. Distances are indicated in Tables 2 and 6.
Station Station
Station Station Station
Station
Track 2
Track 1
A B C D E F
Train set
Station
Train station position
187 Figure 2 – Test case general description
188 3 different kinds of train sets are defined throughout the test case:
189 a) High Speed Train set (HS);
190 b) Suburban Train set (SUB);
191 c) Freight Train set (FR).

192 6.3 Train set descriptions
193 6.3.1 Type of train set and mechanical characteristics
194 The mechanical characteristics for the 3 different kinds of train set of this test case are provided hereafter:
195 a) High Speed train set (HS): locomotive and coaches;
196 b) Suburban train set (SUB): EMU;
197 c) Freight train set (FR): locomotive and wagons.
198 The parameters are defined in Table 1.
199 Table 1 – Train set mechanical and traction characteristics
SUB
Type HS FR
(2 units)
Speed v , km/h 110 50 80
Speed v , km/h 180 140 140
Speed v (max speed) , km/h 220 160 160
Maximum Tractive effort Fm , kN 250 320 250
Tractive effort Fm at v , kN 152,8 114,3 143
Tractive effort Fm at v , kN 102 87,5 109,4
Total mass, t 580 400 1 580
Rotating mass, t +10 % +10 % +10 %
Adhesion mass, t 80 400 80
Efficiency (η) 85 % 85 % 85 %
a
Power factor (cos φ) at the pantograph
0,96 0,96 0,96
(traction and auxiliaries)
Auxiliary power Paux (at power factor
0,5 0,4 0
0,96) MW
A kN 9,23 3,351 6 24,3
B kN/(km/h) 0,015 8 0,008 208 0,084 7
C kN/(km/h) 0,001 23 0,000 66 0,004 03
Locomotive(s) 1 2 (EMU) 1
Coaches/wagon 10 - 25
Max permissible deceleration m/s 0,8 1 0,5
Length m 265 150 315
a
Applicable only to the a.c. cases; for d.c. cases, the power factor is 1.
201 For the locomotives for the HS and FR train sets, the individual parameters are:
202 – mass : 80 t;
203 – max. tractive effort : 250 kN;
204 – length : 15 m.
205 The running resistance is defined using a formula: F = A + B∙v + C∙v² with v the speed in km/h. The A, B
res
206 and C coefficients apply to the whole train set.

– 11 – prEN 50641:2014
207 As additional elements, it shall be understood that:
208 – the tractive effort for the SUB train set is provided for the whole train set, thus the whole 2 units have
209 a total tractive effort of 320 kN;
210 – the adhesion factor is not provided as the tractive effort is assumed to be transferred to the track
211 under all circumstances;
212 – for braking, it is assumed that it is possible to brake with the desired deceleration under all
213 circumstances;
214 – the length of the SUB train set is provided for 2 units, thus the length of a single unit is 75 m;
215 – the efficiency (η) refers to the whole traction chain from current collector to the wheels not taking into
216 account the auxiliary power;
217 – the efficiency (η) and the power factor are both applicable to the whole train set speed range;
218 – the tractive effort is dependent upon the line voltage as defined in 6.3.3.
219 6.3.2 Traction and braking effort characteristics
220 The tractive effort of the used train set is described according to a standardized tractive effort (F) versus
221 speed (v) which will be defined according to different parameters. The model and the parameters are
222 described hereafter in Figure 3.
223 The base mechanical curve for regenerative braking effort is the same as the traction effort versus speed
224 curve.
236 Figure 3 – Tractive effort diagram example for a train set at nominal voltage

237 The maximum tractive effort behaviour is then according to Figure 3:
238 – Zone 1: F = F from v = 0 km/h to v = v ;
m 1
239 – Zone 2: F = F(v ) × v / v from v = v to v = v ;
1 1 1 2
240 – Zone 3: F = F(v ) × v ² / v²;
2 2
241 – when v > v , F = 0.
242 The v , v , v characteristics are provided in 6.3.1.
1 2 3
243 6.3.3 Current limitation in traction
244 The current limitation regarding to the voltage level shall be taken into account according to
245 EN 50388:2012, 7.2, for the traction mode only (not for regenerative braking). Figure 4 is representative
246 of the limiting current:
I (Train set current)
I
max
I
aux
U
p
(Voltage at the
U
min2
a × U U
n max2
current collector)
249 Figure 4 – Traction mode diagram description
250 The value a is specified according to EN 50388:2012, 7.2, and U , U , U are given in the EN 50163.
n min2 max2
251 The current limitation applies to the current at the current collector and the parameters I and I are
aux max
252 defined here as:
253 – I = P /(U ∙cos φ) ;
aux aux min2
254 – I = (P / (η∙cos φ) + P / cos φ)/U , with P the maximum mechanical power at U ;
max max aux n max n
255 – cos φ : Power Factor for the traction power; equal to 1 for the d.c. case.
256 NOTE According to EN 50388:2012, I is the maximum current consumed by the train set at U .
max n
– 13 – prEN 50641:2014
257 6.3.4 Current limitation in regenerative braking
258 The current limitation due to the regenerative braking shall be taken into account.
Available current
Available electrical
current from the
braking at U :
max1
I
braking Zone 1
Zone 2
U
p
(Voltage at the
U
max1 U
max2
259 pantograp h)
261 Figure 5 – Regenerative braking, Current limitation vs Current collector Voltage
262 I is defined as:
braking
263 I = (η∙P / cos φ)/U
braking max max1
264 where
265 – η shall be taken as equal to 85 %, similarly to the value provided in 6.3.1;
266 – P is the maximum available mechanical power when in braking phase;
max
267 – I is the current at the current collector;
braking
268 – In zone 1, there is no limitation of the regenerated current;
269 – In zone 2, between U and U the decrease of available regenerated current is strictly linear.
max1 max2
270 6.3.5 Additional information for the train set models
271 The following indicators have very limited influence and shall only be indicated as general information:
272 – the current collector position at which the train set voltage is calculated,
273 – train set mass model : concentrated or distributed,
274 – train set reference position at which the train stops in station.

275 6.3.6 Maximum allowed speed
276 For every category, the maximum speed v shall not exceed 200 km/h along the line, thus we have
max
277 a) HS/Rolling stock v = 220 km/h; track v = 200 km/h,
max max
278 b) SUB/Rolling stock v = 160 km/h; track v = 200 km/h,
max max
279 c) FR/Rolling stock v = 100 km/h; track v = 200 km/h.
max max
280 6.4 D.C. parameters
281 6.4.1 Track layout model
282 6.4.1.1 Route gradient
283 The route gradient description is presented considering the description made in Figure 2. The route
284 gradient values are provided in Table 2 below:
285 Table 2 – Gradient description along the route
Position
Gradient
km
‰
Start End
0 20,5 0
20,5 29,5 5
29,5 30,5 0
30,5 34,5 10
34,5 35,5 0
35,5 39,5 -10
39,5 40,5 0
40,5 49,5 -5
49,5 52 0
287 For example, the first line of Table 2 means that from position 0 to position 20,5, the gradient is 0 ‰.
288 6.4.1.2 Station locations
289 The station positions are those described in Figure 2, the values are provided in Table 3 below:
290 Table 3 – Station position along the line
Position
Station
km
Station A 0
Station B 10
Station C 20
Station D 30
Station E 40
Station F 50
– 15 – prEN 50641:2014
292 6.4.2 Train traffic model
293 The train traffic model, including the timetable, is described in Table 4.
294 Table 4 – Timetable description
Departure
time
Train Train set Departure End
Additional information
no type position position
hh:mm
101 HS Station A (0 km) 00:00 Station F
Station A (0 km) 00:05
Station B (10 km) 00:12
Stop at every intermediary
201 SUB Station C (20 km) 00:19 Station F station
Minimum dwell time for each
station : 1 min
Station D (30 km) 00:26
Station E (40 km) 00:33
103 HS Station A (0 km) 00:30 Station F
301 FR Station A (0 km) 00:35 Station F
102 HS Station F (50 km) 00:10 Station A
104 HS Station F (50 km) 00:40 Station A
296 The following additional data shall be used:
297 – all trains shall use the shortest running time;
298 – fixed departure time for all stations and minimum fixed dwell time of 1 min in case of delay;
299 – after arrival at last station, the train is removed immediately from the simulation;
300 – no dwell time at the first and last station (except if convenient from the implementation point of view);
301 – every train shall stop at station F and station A;
302 – all trains are starting at a speed of 0 km/h.
303 6.4.3 Electrical infrastructure model
304 Different infrastructure configurations are defined for each type of traction supply system, the following
305 characteristics have been defined.

306 Table 5 – Infrastructure electrical characteristics
Traction
Supply Station A B C D E F
System
Position/km 0,0 7,5 10,0 15,0 20,0 22,5 30,0 32,5 40,0 45,0 50,0
Normal operation SS PP SS SS SS PP SS PP SS SS SS
Outage of substation SS PP SS SS SS PP PP PP SS SS SS
d. c./
CLS 600 mm², copper equivalent at 20°C, 29,5 mΩ/km/track
1,5 kV
Rail 60 kg/m at 20°C
Track resistance: 20 mΩ/km/track,
Track
if no permanent paralleling of the rail/track, rail/track paralleling every 250 m
Specificity No earthing cable, rails not earthed
Position/km 0,0  10,0  20,0   33,0  45,0
Normal operation SS  PP  SS   PP  SS
Outage of substation SS PP PP  PP SS
d. c./ CLS 300 mm², copper equivalent at 20°C, 59 mΩ/km/track
3 kV
Rail 60 kg/m at 20°C
Track resistance: 20 mΩ/km/track,
Track
if no permanent paralleling of
...