Energy
During 2024, the Energy Standards Committee (ENE SC) has continued to engage with projects which are enhancing or expanding the electrified parts of the GB mainline network. This has included the Transport for Wales project which is transforming the Core Valley Lines (CVL) in the Cardiff area. The project is using smart discontinuous 25,000 volt AC electrification. This is being deployed in conjunction with new multi-mode vehicle fleets.
In addition, the committee has also gained valuable insights from the industry on the Energy National Technical Specification Notice (ENE NTSN). This was primarily a result of the consultation on a revision of this NTSN, done in late 2023. This feedback has helped the committee gain a much better appreciation of the challenges projects are facing when implementing the UK’s interoperability regime on GB mainline.
The committee when acting as the UK's NTSN Mirror Group for Energy has also been very active throughout 2024. It has devoted considerable time to discussing the outcome of the NTSN consultation and the issues raised.
GLRT1212 issue one DC Conductor Rail Energy Subsystem and Interfaces to Rolling Stock Subsystem is being revised. Published in 2015, this document contains National Technical Rules (NTRs for the GB mainline 750 volt DC third-rail energy subsystem. This is the first revision of this standard and its associated guidance. This work is being done using a whole-system approach. Therefore, the energy standard revision is being progressed along with an update of the complementary standard, GMRT2113 issue one Rolling Stock Subsystem and Interfaces to DC Conductor Rail Energy Subsystem.
This standards project is a substantial undertaking which comprises two revised Railway Group Standards, two new Rail Industry Standards and the withdrawal of two guidance notes. This revision also takes account of the post-EU-exit legislative landscape. This work includes removal of any duplication with the ENE NTSN and takes account of industry experience and feedback over the preceding years. Findings from research projects will also be integrated where relevant. During 2024 there has been significant engagement with a dedicated stakeholder group. The standards drafting phase for all documents covered by this project was substantially completed at the end of 2024.
Towards the end of 2024, the committee endorsed a new standards project to provide updated guidance to support more effective and efficient implementation of the ENE NTSN. We know from industry feedback that problems are being experienced when implementing the requirements within the ENE NTSN. This guidance will draw on GB experience and insights and take account of the post-EU-exit legislative landscape. This work will provide key stakeholders such as project entities and Approved Bodies with a source of authoritative information and guidance. This will help industry reduce project costs and deliver projects on time.
Via BSI and its committees, ENE SC continues to monitor and inform the UK’s input to the drafting of European standards related to electrification undertaken by CENELEC. However, there have been lower levels of activity more recently because several standards have already been updated to support the recent revision of the EU’s Energy Technical Specification for Interoperability (TSI). These standards also form an important part of the European standardisation regime, and in GB, they support the Railway Interoperability Regulations via direct references within the ENE NTSN and associated NTRs.
The committee also continued to monitor the activities of the European Union Agency for Railways (ERA) for the future revisions of the Energy TSI expected around 2028 and beyond, and associated guidance published by ERA.
For most of the year the committee has generally been operating with good representation for each member category. However, as a part of the 2024 annual member refresh process, a vacancy has arisen for the supplier (rolling stock manufacturer) category. To date, efforts to fill this position have been unsuccessful. However, we have continued to benefit from the current incumbents continued support during the recruitment process.
While there will eventually be some changes because of the annual members refresh and due to personnel changes at ORR, a substantial body of experience and expertise has continued to be available within the committee.
The revision and application of the ENE NTSN has been a constant theme throughout much of 2024. During the first quarter, the committee were focused on considering the consultation responses to the proposed revision and developing an updated version of the ENE NTSN. This version, if approved, would have formed the basis of an industry recommendation to Department for Transport. However, despite best efforts, it was not possible to reach agreement on the revised version of the ENE NTSN due to a sustained objection from Network Rail.
In view of this outcome and the substantial work which had been undertaken with industry stakeholders to that point, RSSB decided to provide its own recommendation for the revised ENE NTSN to the Department for Transport. This was in addition to industry recommendations for all the other NTSN revisions. There is no certainty when a revised Energy NTSN might be published, and what changes it might contain. It has been challenging for the committee to ensure that its related standards work is coordinated appropriately. It also means the industry has not yet benefitted from any changes in the ENE NTSN.
The committee’s workload on deviations continues to be much reduced compared with recent years. This reduction is mainly a result of the work to revise the committee’s AC electrification standards. However, one deviation of note concerned the non-fitment of Automatic Power Control magnets at neutral section locations on the Welsh Core Valley Lines. In this instance, the project had determined that because of the complexity of the automatic power changeover needed for discontinuous electrification, the use of radio-frequency identification technology was the best solution for the management of power changeover throughout the scheme. Due to the use of this alternative technology for power control, these routes will only be compatible with a limited range of vehicles. However, the benefits of smart discontinuous electrification were judged to outweigh the potential disbenefits of limited compatibility in this case.
Mike TattonChair of the Energy Standards Committee
Learn more about ENE SC and their work on our website.
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