16-12-2010 LM Tech Spec For s22 Consultation

Class 350
Class 323
Class 321
London Midland
On Train Metering Technical Overview
Class 321, 323, 350
- 1 LM OTM Overview Page 1 16/12/2010

Table of Contents
Document Control and Administration...................................................... 3
Document History ..................................................................................................................3
Reviewers .................................................................................................................................3
Document Approval ...............................................................................................................3
Abbreviations................................................................................................... 3
1. Introduction.................................................................................................. 3
2. Rationale ....................................................................................................... 3
3. Procurement Approach............................................................................. 3
4. Class 321 Technical Description ......................................................... 3

4.1 Class 321 Traction Equipment Overview ..................................................................3
5. Class 323 Technical Description ......................................................... 3

5.2 Class 323 Traction Equipment Schematic ................................................................3
5.3 Class 323 Traction Supply Circuit Diagram..............................................................3
6. Class 321 and 323 Metering Solution and Deployment .................... 3

6.1 LM Cl.321 & Cl.323 Energy metering on-train system architecture ...................3
6.2 Class 321, 323 Energy Measuring Function Accuracy ..........................................3
6.3 Class 321 and 323 System Overview..........................................................................3
6.4 Class 321 and 323 Energy Meter Overview...............................................................3
6.5 Class 321 and 323 Train to Ground Communication .............................................3
7. Class 350 Technical Description and Deployment ............................ 3

7.2 Class 350 Proposed Metering Solution......................................................................3
7.3 Implementation on Class 350/2....................................................................................3
7.4 Implementation on Class 350/1....................................................................................3
7.5 Class 350 Train to Ground Communication .............................................................3
7.6 Class 350 Energy Measuring Function Accuracy ...................................................3

8. Off Train Data Handling Process ............................................................ 3
8.1 Data Flow Overview.........................................................................................................3
8.2 Consumer to Data Staging Agent................................................................................3
8.3 Network Rail/Bureau interface .....................................................................................3
9. Conformity Assessment, Testing and Calibration ............................. 3

9.1 Conformity Assesment and Assurance.....................................................................3
9.2 System Testing.................................................................................................................3
9.3 Meter and System Calibration ......................................................................................3
10. Assessment and Review ........................................................................ 3

10.1 Post Implementation Review......................................................................................3
10.2 Ongoing Monitoring and Assessment .....................................................................3
11. Appendices and Technical Data Sheets ............................................. 3

Appendix A GM/RT2132 Compliance ................................................................................3
Appendix B - Technical Data Sheets for Classes 321, 323 and 350 Solutions ......3
Document Control and Administration

Document History
Version Date Name / Role Description of Changes
0.1 30/10/2010 Mike Haigh Initial Draft
0.2 11/11/2010 Mike Haigh Clause by clause GM/RT2132 added
0.3 22/11/2010 Mike Haigh Updated with comments from NR, LM, Siemens,
Interfleet
0.4 15/12/2010 Mike Haigh Final revision following comments from NR
Reviewers
Version Date Name / Role Comment
0.1
Document Approval
Version Date Name / Role Qualifications to Approval

Abbreviations
AC Alternating Current
ADC Analogue Digital Converter
ASDO Automatic Selective Door Opening
ATO Automatic Train Operation
CCU Central Control Unit
CT Current Transducer
DC Direct Current
DCS Data Collection System
EMU Electrical Multiple Unit
FTP File Transfer Protocol
4QC Four Quadrant Converter
GSM Global System for Mobile Communications
GPS Global Positioning System
GPRS General Packet Radio Service
IGBT Insulated-Gate Bipolar Transistor
LED Light Emitting Diode
MCB Miniature Circuit Breaker
MVB Multifunction Vehicle Bus
PIS Passenger Information System
PT Voltage (Potential) Transducer
PWMI Pulse Width Modulation Inverter
RDA-RT Remote Data Access Router Train
RGS Railway Group Standard
SIM Subscriber Identity Module
TABS Track Access Billing System
TCS Train Control System
TCU Traction Control Unit
VCB Vacuum Circuit Breaker
WCTL West Coast Trains Limited

1. Introduction
This paper provides a detailed technical description of the proposed fitment of on-train
meters to London Midlands Class 321, Class 323 and Class 350 fleets in order to
facilitate the change from modelled to metered billing of traction electricity charges. The
proposal is to fit GM/RT2132 and EN50463 compliant meters and associated systems to
7 Class 321, 26 Class 323, 30 Class 350/1 and 37 Class 350/2 trains which together
comprise 100% of London Midlands Electrical Multiple Unit fleet. The paper also seeks
to demonstrate that the meters, storage, gps positioning and data distribution systems
and processes are fully compliant with all applicable standards.
2. Rationale
The impetus for this proposal following the Regulators CP4 change to model clauses
relating to metering is three fold:
The decision by WCTL to pursue metered billing for its Class 390 fleet has provided
other operators with a template for progressing both the technological solution and the
regulatory and commercial framework. We are indebted to WCTL for the significant work
they have done thus far and the assistance openly provided to us.
London Midland has had one Class 323 and 4 Class 350/2 units fitted with metering
equipment since mid 2009 and has therefore built a significant databank of actual
consumption data enabling meaningful comparisons with modelled billing to be made.
The results are that London Midland expects to receive a marginal benefit in traction
electricity charges from changing from modelled to metered billing based on the current
assumption of a 5% distribution loss mark-up. Perhaps more importantly, the change to
metered billing provides greater certainty in financial planning than reliance on the year-
end wash-up process particularly given the recent volatility in wash-up settlements on
West Coast for 2008/09 and 2009/10.
Most importantly London Midland recognises the significant financial and environmental
benefits of reducing electricity consumption per train kilometre through traction, stabling
and hotel load efficiency savings. Although there are a range of technologies which
enable these efficiency savings to be made the benefits to an operator can be lost in the
wash-up process unless metered billing is implemented. Our view based on exerience
both in the UK and particularly Europe is that savings of between 10% and 15% can be
made although these savings may take a number of years to deliver and require further
investment in infrastructure and support tools.
However, London Midland is committed to achieving significant reductions in carbon

emissions which is line with a Go-Ahead group wide commitment to achieving a 20%
reduction in energy usage per passenger journey by 2015.
3. Procurement Approach
Following the business case evaluation London Midland instigated the procurement
process in late May 2010 with a notice in the European Journal. A total of 17 expressions
of interest were received from UK and European concerns and these were shortlisted to
9 for the issue of the full Invitation to tender on 30th July 2010.
Both the OJEU notice and the ITT sought energy metering and energy management
solutions which were totally compliant with the then draft requirements of EN50463 and
GM/RT 2132. Tenderers were advised that the extent to which the solution offered by

them was able to demonstrate compliance with these standards was one of the critical
criteria for the tender evaluation process.
The ITT also made it clear that for the Class 350 fleet, which is the only London Midland
fleet which is fitted with a Train Control System, (TCS), we would be seeking a compliant
metered based solution as oposed to a TCS based solution. The logic for this was that
adapting the Class 350 TCS to provide compliant energy data would have required a
firmware change in order to generate a re-active power calculation as required by the
standard. As this affected the safety case this would have been prohibitively expensive
and also compromised the timescales for achieving a 1st April 2011 transition to metered
billing.
But for the issues of cost and timescales we would have pursued the TCS option as we
believe that TCS systems in general are capable of meeting the required standards and
are a cost effective solution on modern rolling stock.
From the 9 concerns shortlisted for the ITT 4 tenders were received by the 10th
September 2010 deadline. A full tender evaluation process then took place including
clarification questions and interviews of all 4 tenderers on 29th September 2010. Best
and final offers were submitted on 1st October 2010 and an internal decision and
investment approval given on 5th October 2010. Following the 10 day standstill period
required under European procurement rules the winning tenderer was announced on 18th
October 2010.
Our conclusions from the procurement process are as follows:
The current supply market for energy measurement and energy management
systems is still developing and comprises a mix of metering suppliers, energy
management solution suppliers and a small number of suppliers who offer an end to
end solution by partnering between supplier and technical consultancy.
The range of providers and the differing technical solutions offered make for a highly
complex tender evaluation process.
The existence of the GM/RT2132 standard and the draft EN50463 is critical in
establishing a baseline from which to compare competing offers.
We believe the minimum timescales from start to finish of a procurement of this sort
is 4 to 5 months although this could be reduced if using either call-off or framework
agreements.

4. Class 321 Technical Description
4.1 Class 321 Traction Equipment Overview
The Class 321 trains are formed as 4 car units. The entire current collection,
transformation supply and control system, including 4 DC traction motors is located on
an intermediate vehicle as shown below. The outer ends have driving cabs and all
vehicles have lighting and heating.
DTSO TSO MSO DTSO
Driving controls Trailer car Pantograph Driving controls

Transformer
Traction Motors
The pantograph feeds the transformer via a VCB. The transformer feeds two thyristor
traction control packages via independent line switches. These in turn each feed a pair
of DC traction motors. There are auxiliary feeds from the transformer for battery
charging and train heating. There are currently no line monitoring, transformer or current
transducers fitted to these trains. The trains do not have any regenerative or rheostatic
braking function.
5. Class 323 Technical Description

DMSO PTSO DMSO
The class 323 train formation consists of two cab vehicles (DMSO) and a trailer vehicle
(PTSO) with pantograph, VCB, transformer and two line switches. Each line switch is
connected between a secondary of the transformer and the input to a traction converter
mounted on each power car. Each traction converter consists of a Four Quadrant
Converter (4QC), DC link and Inverter.
In traction the 4QC converts the single phase AC input to a nominal 2500V DC across
the DC link, which is converted to 3 phase ac to power 4 AC traction motors. In
regenerative braking the 4QC feeds power back to the overhead line. A braking chopper
is used to dissipate the energy from the dc link via the diverting resistor in order to
stabilize the dc link voltage.
A line voltage transformer is used to monitor overhead line voltage, providing an output
of 110V. This can be used to provide an external feed to monitoring equipment if
required to measure overhead line voltage. Current transducers are fitted on the HT
cable to provide overload protection and on the input to each traction converter.

The Class 323 unit has only basic traction diagnostic information and this is not suitable
for measurement of voltage and current.
5.2 Class 323 Traction Equipment Schematic
5.3 Class 323 Traction Supply Circuit Diagram

6. Class 321 and 323 Metering Solution and Deployment
6.1 LM Cl.321 & Cl.323 Energy metering on-train system architecture
The figure below shows the system architecture proposed for the Class 321 & 323 units:
Energy metering system architecture

This proposal is based on the installation of a system provided by FAR Systems
comprising a transducer, meter and antenna. The system specification ensures that the
total system accuracy is as required by GM/RT2132 Issue 1. Technical data sheets are
included at Appendix B.
6.2 Class 321, 323 Energy Measuring Function Accuracy
Data Accuracy Calculation (GM/RT 2132 Cl. 2.2.5, 2.2.6)
GM/RT 2132 mandates the following standards of accuracy:
Class 321, 323 solution AC Measurement Accuracy Active Energy (PF=0.85)
VMF = 0.50 % CMF = 0.50 % ECF = 0.50 % EMF = 0.87% (Limit 1.5%)

6.3 Class 321 and 323 System Overview
Class 321 and 323 Block Circuit Diagram
Roof Mounted AC
Transducer
V I On-train Off-train
REM101 Data
Energy GPS/GSM Collection
Meter Antenna System
Energy data
The energy metering system will be installed on the PTSO (323) and MSO (321)
vehicles. The 25kV AC combined roof mounted voltage and current transducer will be
mounted between pantograph and the vacuum circuit breaker.
The GPS/ GSM antenna will be mounted on the high section of the roof, between the
end of the flat roof section and the first ventilation unit.
Illustration showing proposed installation of the 25KV transducer and GSM/GPS

antenna on Class 323 set.
The energy metering unit will be mounted in a bodyend cupboard. The power supply will
be picked-up locally and the antenna and transducer interface cables will be routed
through the bodyside lighting ducts to the roof.

6.4 Class 321 and 323 Energy Meter Overview
The REM101 device performs the reading of analogue voltage / current information
coming from voltage / current line transducers and real-time calculation of energy during
a programmable period of time according to EN50463 (EMF and DHS).
REM101 is a multi-system capability meter able to measure 25kV-50 Hz, 15kV-16.7 Hz

and DC lines energy consumption and recovery with accuracy Class 0.5R. REM101
measures the active and reactive energy on AC systems. The system is capable of DC
measurement also but this is not required for the 321 and 323 application.
Energy data is stored inside the on-board memory and the load profile recorded can be
selectable for 0.5, 1, 5, 10 and 15 minutes. This time period is defined as Reference
Period. Time records are based on UTC clock time.
The energy meter has built-in memory with at least 60 days of data storage capacity at 5
minutes sampling rate. FAR has also confirmed a 60 days capacity at 1 minute sampling
rate which London Midland intends to use for its own management information purposes.
Our data staging agent will aggregate 1 minute samples to 5 minute samples for billing.
The REM101 general overview is shown below
Rail Energy Meter Overview
REM101
Power
supply
AUX
digital
inputs
M1
POWER
MVB M2
GPS GPS ext.

module
INPUT A1 GPS ext.
GSM
INPUT A2 module
Analog
inputs
INPUT B1
INPUT B2 ETHERNET
Figure 1. Illustration showing proposed installation of the 25KV transducer and GSM/GPS antenna.
SERIAL

A single sensor (transducer) shall be used to undertake the voltage and current
measurement functions. This item will mounted in the low roof area close to the main
circuit breaker. The sensor will be connected into the high voltage circuit and monitor the
total current drawn through the pantograph and directly measure the overhead line
voltage. The sensor provides a fully isolated output which is directly connected to the
energy meter.
The transducer is a new device which has been developed specifically in line with the
requirements of standards EN50463 / GM/RT2132. The accuracy of the sensor is Class
0.5. The transducer uses proven principles of voltage and current measurement in an
assembly designed to withstand the rigors of a railway environment.
The device uses non-contact measurement of ac line current via a torodial transformer
mounted in the top part of the transducer. The line current passes through the centre of
the transformer via a solid busbar to which the high voltage connections are attached. In
this way the integrity of the high voltage circuit is maintained and reliability of the vehicle
is unaffected.
The AC line voltage is measured using a potential divider network within the transducer
assembly. The ac line current and voltage measurements are converted into digital
values and transmitted via fibre optic link to the low voltage side of the transducer and on
to the energy meter.
REM 101 Meter Roof Mounted AC Transducer
Front panel operator display with mode select 25KV roof mounted V&I measurement
Voltage and current signal input sockets Maximum voltage 36KV
GMS/GPRS and GPS input sockets Maximum current 1200A
Ethernet and Serial output interfaces Accuracy within 0.5%
110v power supply socket
Technical Data sheets are provided at Appendix B

6.5 Class 321 and 323 Train to Ground Communication
The energy meter real time clock is supported by an internal battery. If the power supply
is switched-off the meter will stop measuring the energy consumption. The internal
timekeeper within the energy meter will continue to maintain the time stamp references.
When the meter is powered-up again, the time references are retained. The meter
timekeeping functionality is guaranteed as correct for 10 years from the production date
declared on the meter label.
The energy meter communicates to the ground based DCS server via a low profile roof
mounted antenna. The standard communication protocols adopted are GSM/GPRS with
other protocols, (Wifi, UMTS etc.) available as options.
The device periodically sends the recorded data to a DCS server (Data Collection
System) where the data is aggregated for transmission to the Network Rail bureau and is
also stored for later analysis. The time interval between downloads is configurable with
FAR SYSTEMS software (REM configurator). A summary of the data which is recorded
and transmitted is shown below: Items in red refer to DC measurements for dual voltage
systems.
REM101 device has a FTP client and it use the FTP protocol in order to send the files to
a FTP server. The files are compressed using a GZip algorithm which also provides an
integrity check to ensure the file has arrived at the server intact. Normal meter
retry/recovery procedure is also applied to guarantee the file is successfully transferred.
The XML file format sent from REM101 to DCS is as follows:

-<dataroot SN="123456789" Serial Number of REM101 device and traction unit number
LOCO="E123456789">
- <record>
<Indice>7168</Indice> Record identification number
<Data>04/05/2009</Data> Date of the record
<Ora>13:25:46</Ora> Time of the record, Hours, minutes, seconds
<EAP-A>0,00</EAP-A> Ch. A Consumed active energy on the reference period (Delta)
<EAT-A>0</EAT-A> Ch. A Total consumed active energy (Index)
<ENP-A>0</ENP-A> Ch. A Regenerated active energy on the reference period
<ENT-A>0</ENT-A> Ch. A Total Regenerate active energy
<ERP-A>0</ERP-A> Ch. A Consumed reactive energy on the reference period
<ERT-A>0</ERT-A> Ch. A Total consumed reactive energy
<ERNP-A>0</ERNP-A> Ch. A Regenerated reactive energy on the reference period
<ERNT-A>0</ERNT-A> Ch. A Total Regenerated reactive energy
<VRMS-A>0</VRMS-A> Ch. A Average voltage on power line on reference period
<TPMIN-A>29</TPMIN-A> Ch. A Time Offset of voltage minimum peak
<VPMIN-A>0</VPMIN-A> Ch. A Voltage of minimum peak
<IPMIN-A>0</IPMIN-A> Ch. A Current at minimum voltage peak
<EAP-B>0,00</EAP-B> Ch. B Consumed active energy on the reference period (Delta)
<EAT-B>0</EAT-B> Ch. B Total consumed active energy (Index)
<ENP-B>0</ENP-B> Ch. B Regenerated active energy on the reference period
<ENT-B>0</ENT-B> Ch. B Total Regenerate active energy
<ERP-B>0</ERP-B> Ch. B Consumed reactive energy on the reference period
<ERT-B>0</ERT-B> Ch. B Total consumed reactive energy
<ERNP-B>0</ERNP-B> Ch. B Regenerated reactive energy on the reference period
<ERNT-B>0</ERNT-B> Ch. B Total Regenerated reactive energy
<VRMS-B>0</VRMS-B> Ch. B Average voltage on power line on reference period
<TPMIN-B>0</TPMIN-B> Ch. B Time Offset of voltage minimum peak
<VPMIN-B>0</VPMIN-B> Ch. B Voltage of minimum peak
<IPMIN-B>0</IPMIN-B> Ch. B Current at minimum voltage peak
<Lat>0.000000</Lat> Latitude GPS coordinate of the record
<Lon>0.000000</Lon> Longitude GPS coord. of the record
<VLat-A>0.000000</VLat-A> Latitude GPS coord. of the voltage minimum peak on Ch.A
<VLon-A>0.000000</VLon-A> Longitude GPS coord. of the voltage minimum peak on Ch.A
<VLat-B>0.000000</VLat-B> Latitude GPS coord. of the voltage minimum peak on Ch.B
<VLon-B>0.000000</VLon-B> Longitude GPS coord. of the voltage minimum peak on Ch.B
<Flags>100</Flags> Flags for: measure quality, GPS Data quality flag, Digital inputs state
and other information

7. Class 350 Technical Description and Deployment
On the roof of the TCO vehicle adjacent to the pantograph assembly is the vacuum
circuit breaker (VCB). This is the switch which separates the overhead line supply from
the rest of the unit. A roof mounted line voltage transformer is used to monitor overhead
line voltage.
The main transformer transforms the 25kV high voltage at the input primary winding to
the lower voltage levels at the seven secondary windings;-
4 x 460V windings for the traction converter units;

2 x 480V windings for the auxiliary converter unit;
1 x 757V for the heating.
One traction converter is fitted on each of the DMSO vehicles. In each traction converter
a pre-charging contactor and line contactor when closed connect 2 x 460V transformer
secondary windings to a 4QC (Four Quadrant Converter). Primary voltage and current
are monitored as well as the output current. If the OHL voltage on the primary side
exceeds specified limits the traction converter is locked-out and the VCB is opened.
The 4QC using insulated-gate bipolar transistor (IGBT) technology converts the 2 x 460V
into 750V dc to charge the DC link. The 4QC's within each traction converter are clocked
interlaced to reduce the harmonic content of the input current and to wipe out the double
switching frequency in the spectra. Additionally the switching frequencies of both traction
converters are clocked interlaced by a hardwired traction converter control unit link, to
eliminate the fourth of the switching frequency in the spectra to avoid resonances in the
overhead line system, as far as possible.
A pulse width modulation inverter (PWMI) converts the 750V dc into variable voltage and
variable frequency to supply four three-phase traction motors when traction power is
demanded. During braking the energy flow is reversed. i.e., the traction converter unit
feeds regenerated braking energy back into the catenary.
Each traction converter is equipped with current transformers (CT's) and voltage
(potential) transducers (PT's) that monitor, control and protect the traction system. The
three-phase drive technology incorporating switch-mode four-quadrant input choppers
(4QCs) enables a power factor close to unity. This enables energy efficient regenerative
braking and minimises the harmonic content in the overhead line current.
7.2 Class 350 Proposed Metering Solution
The proposed solution is an adaptation of the energy metering system which is installed
on the new Class 380 trains. Testing of the energy metering system on these trains has
been successfully completed recently. The solution considers the central aspects of
energy metering for billing function, interoperability and energy efficiency:

- Train location;
- Measurement interval;
- Measurement accuracy; and
- Train to shore communication protocols.
The proposed solution consists of the following main functions:
- Energy metering;
- Data processing; and
- Data transmission.
Energy is metered using the proven EM4T meter from LEM, using the signals of the
existing current and voltage transducers. The EM4T is a single phase energy meter with
PTB certification for billing including load profiles for active and re-active power.
The load profiles are recorded in 1 to 5 minute intervals (configurable by the supplier)
and saved in data records including date, time, events and absolute energy values for
consumption and regenerated energy. The EM4T is designed for measuring both AC
and DC signals. For the LM 350 fleets, the AC metering will be used because the dual
voltage facility on 350/1 is disabled.
The measuring circuit of the EM4T consists of one sigma-delta ADC per measuring
channel. The measuring principle suppresses high frequency disturbances and the
sampling rate is 4 kHz. The internal battery ensures the safe data storage if the power
supply fails. The battery must be replaced approximately every 8 years. However the
need for battery replacement is indicated on the display of the EM4T. The battery
replacement is undertaken by the supplier.
The calculated energy data is transferred via isolated serial interfaces or a separate
optical interface. For the Class 350 solution, the RS422 interface will be used.
The diagram below shows the principle of the energy metering system.
Block Circuit Diagram

AC Transducers
U I On-train Off-train
GPS signal
EM4T Data
Energy RDA-RT GPS/GSM Collection
Box Antenna
Meter System
Energy data
MVB
Existing transducers located adjacent to the VCB detect current flow

New LEM EM4T meter located in cabinet +357 PTOSL vehicle measures energy usage
New RDA-RT box located in DMOS receives the energy data from the energy meter
RDA-RT adds relevant TCS data to energy data (e.g. unit and vehicle
numbers and GPS coordinates)
RDA-RT box transmits processed energy data via existing roof mounted GSM antenna

LEM EM4T meter (Technical Data sheet provided at Appendix B)
LEM EM4T meter

Installed in UK on 4 x Class 350/2 and 5 x Class 360/2.
Mainland Europe installations include Velaro E, Velaro Russia, DoSto Zurich
PTB certification for billing including load profiles for active and re-active power
One sigma-delta ADC per measuring channel.
High frequency disturbance suppression
4 kHz sampling rate
Internal battery ensures the safe data storage during power supply interruption
RS422 interface
110V dc supply monitored by TCS
RDA-RT box
Proven standard device of the SIBAS Siemens train control system

MVB interface; thus direct interface with Desiro Train Control System (TCS)
All interface terminals are plug-in connectors
LED status indications

The RDA-RT box is the intelligent core of the energy metering system being flexible and
through implementation of relevant software modifications, open-ended for future
applications, e.g. solutions for increasing the energy and maintenance efficiency of the
units.
The RDA-RT box receives the energy data from the energy meter via its standard
RS422 interface. The RDA-RT box is connected to the MVB and thus has access to all
relevant data of the Train Control System (TCS), e.g. unit and vehicle numbers.
The data processing in the RDA-RT box, including the preparation of the data packages
for the transfer to shore, is software controlled and thus flexible, configurable and
upgradeable for further applications via a normal software modification.
The RDA-RT box sends the processed energy data via a roof mounted GSM antenna
periodically, (period configurable), to a ground based Data Collection System (DCS),
using FTP format.
A basic target during the design of the solution for the Desiro UK Class 350/1 and
Class 350/2 units was to develop a solution which can be implemented on both
Classes and to use existing components wherever possible in order to minimise
material costs and installation and wiring works.
7.3 Implementation on Class 350/2
The solution for Class 350/2 takes into account the EM4T energy meters currently
installed on 4 units of Class 350/2 in cabinet 357 of the pantograph car. In order
to achieve the required accuracy of 1.5% for the entire energy measurement system,
the existing meters which have an accuracy of 1.5% will be replaced by 0.5% accuracy
LEM EM4T meters.
The picture below shows the location of the current EM4T in cabinet 357 on Class 350/2.

The meter is supplied from the 110v DC battery line via a separate mcb (miniature circuit
breaker) which is monitored from the TCS. A trip of the mcb triggers a message on the
TCS display.
The EM4T input terminals for AC voltage and current are connected to the voltage and
current transducer signals which are available in cabinet 357.
The RDA-RT box will be installed in cabinet 214 of the DMOS2 car. The RDA-RT box will
be fed from the 110v DC battery line via a separate mcb which will also be monitored
from the TCS. The energy data will be transferred from the energy meter to the RDA-RT
box via an existing spare cable.
The following additional components will be installed for the implementation of the
energy metering system on Class 350/2.
- EM4T energy meter (replacement on 4 units, new installation on 33 units);

- mcb for power supply of energy meters (new installation on 33 units);
- RDA-RT box;
- mcb for power supply of the RDA-RT box;
- GPS splitter;
7.4 Implementation on Class 350/1
Due to the similarity of both Classes, the solution for Class 350/1 is identical to that of
Class 350/2. The same components will be used and they will be installed in the same
locations.
- EM4T energy meter;

- mcb for power supply of energy meters;
- RDA-RT box;
- mcb for power supply of RDA-RT box;
- GPS splitter; and
- GSM/GSM combiner.
Although the Class 350/1 is equipped for dual voltage operation London Midland does
not operate these trains on DC routes and has no plans to do so. The DC capability of
these units is therefore currently disabled.
Although the EM4T can measure both AC and DC energy values, the system
configuration for DC energy measurement is very different. DC energy measurement
requires 2 EM4Ts and 2 RDA-RT boxes. To measure both AC and DC energy would,
therefore, require a total of 3 EM4Ts and 3 RDA-RT boxes

The diagram below shows the energy measurement system for a Class 350/1 and 350/2.
The additional components are shown in yellow.
7.5 Class 350 Train to Ground Communication
A combined GPS/GSM antenna is already mounted on the roof of DMOS2. The GPS
coordinates are currently used for the PIS. Via an additionally installed GPS splitter, the
GPS antenna will be connected to RDA-RT box.
The transfer of energy data packages to shore will be done via GSM. For this purpose,
the RDA-RT box contains a SIM card. The connection of the RDA-RT box to the GSM
antenna will be realised via an additional GSM/GSM combiner.
The data record transmission format will be in accordance with the requirements of
Section 2 and Appendix A of GM/RT 2132 except that the Channel B data intended for
DC measurement data will not be required.

7.6 Class 350 Energy Measuring Function Accuracy
Data Accuracy Calculation (GM/RT2132 Cl. 2.2.5, 2.2.6)

GM/RT 2132 mandates the following standards of accuracy:
The existing current transducer has an accuracy of 1%, voltage transducer 0.5% and the
energy meter 0.5%. This produces the following result:
1 +0.5 + 0.5 = 1 + 0.25 + 0.25 = 1.50 = 1.2247

8. Off Train Data Handling Process
8.1 Data Flow Overview
The roles and responsibilities of the various parties are defined in UIC leaflet 930. Whilst
this is primarily a document setting out the arrangements for international cross-border
billing the principles apply equally to internal domestic billing. The diagram below
illustrates the current position in respect of the allocation of responsibilties:
LM
I/Fleet
NRBureauLogica
TABS
NR
Euronorm EN50463 which is still in draft form sets out the data requirements and
processes required to ensure consistency from the data collector to the billing agent but
does not set out the relationship between a bureau service and the billing agent. Railway
Group Standard GM/RT2132 is derived from the latest draft of EN50463 and its scope is
limited to the process from the consumer to the point at which data would be transmitted
from the data collection service to the bureau service.
8.2 Consumer to Data Staging Agent

The data transmitted from train to ground will meet the requirements of Part 2 of GM/RT
2132 and in the transmission format as required by Appendix A of the standard. Files
are to be transmitted using File Transfer Protocol in unencrypted. compressed, XML
format to Interfleets clyx.net SQL server database. The Interfleet system for collating,
managing and distributing the data is called Energyx.
London Midland proposes to measure energy data at 1 minute intervals to facilitate

energy management workstreams. For the purposes of billing this data willl be
aggregated to 5 minute intervals before transmission to Network Rail. Energy data for
billing purposes will be stored securely and not capable of amendment. Data for energy

management puposes will be copied to a data warehouse where it will be enriched and
used for analysis.
The process is identical for all three of London Midland EMU types. A diagram of the
process is attached below:
8.3 Network Rail/Bureau interface

Network Rail has recently announced that it has appointed Logica as its partner in
developing and managing bureau services to enable metered billing from 1st April 2011. It
should be noted, however, that Logica is a supplier to Network Rail and not to TOCs/FOCs
who may choose to opt in to metered billing. In this regard it is Network Rail who will fulfill
the roles of Metered Data Distributor, (MDD), Metered Data Responsible (MDR) and Billing
Agent as defined in UIC 930 and the diagram in section 8.1 of this paper.
Details of the interface arrangements between Interfleet, (Metered Data Collector) and the
Bureau are well advanced but not yet finalised. It is recognised and acknowledged, however,
that a single interface specification is needed between the data collector or data staging
agent and the bureau and that current industry discussions will set the template for
successive operators seeking to opt-in. This process is being currently managed through the
ATOC Metering Steering Group and the subsidiary Bureau Working Group both of which are
cross-industry groups.

The diagram below illustrates the data flow relationship.
9. Conformity Assessment, Testing and Calibration

9.1 Conformity Assesment and Assurance
Interfleet (for 321 and 323) and Siemens (for 350) are responsible for assessment and
certification of designs to Railway Group Standards and are using Interfleet and SERCO
Vehicle Acceptance Bodies respectively to undertake this work. Each VAB will
independently assess the compliance of the energy metering design against the
requirements of the Railway Group Standards in force at the time. When the necessary
evidence of compliance has been provided the VAB will issue the design scrutiny and
maintenance certificates together with a copy of the VAB technical documentation.
This information will be provided for the London Midland Engineering Change process
and self-certification under ROGS. The process fully meets the conformity assessment
requirements of Part 3 of the Railway Group Standard GM/RT2132. Further detail is
provided in the table below:
GM/RT 2132 Clause London Midland Proposal

Clause 3.1.1.- An energy measuring system The conformity assessment will be completed prior to the
installed to meet the requirements of this document first measuriing system being placed into use for each of
shall be assessed using the following procedures. Classes 321, 323 and 350.
The conformity assessment, which demonstrates
compliance with this document, shall be completed
prior to the first on-board energy measuring system
of a given design being placed into use on a traction
unit of a given design.
Clause 3.1.2 - Conformity assessment of each The design review and type test required in respect of the
design of an on-board energy measuring system conformance assessment will be carried out by Interfleet
and its application to a traction unit of a given design and Siemens. Both parties will also provide evidence of
shall be assessed by a design review (including metrological control of each new element of the system
examination of design methods, design tools and the underpinning the accuracy assumptions outlined at
design results) and type test of the energy clauses 6.2 and 7.6 of this document. It should be noted,
measuring system elements, including evidence of however, that the pre-existing transducers on the Class
metrological control of the elements used to 350 units were not subject to metrological control at build

implement the on-board energy measuring function. but Siemens has confirmed that the Current Transducer
The configuration of the on-board energy measuring is a Class 1 device and the Voltage transducer is a Class
system shall be documented as part of the 0.5 device. Technical Data sheets are provided at
conformity assessment. Appendix B.
Clause 3.1.3 - The declared maximum error The formulas are provided in Clauses 6.2 and 7.6 of this
limit for each element of the on-board energy document. Individual components are provided with a
measuring function, verified in accordance with certificate of calibration from the manufacturer and data
2.2.8 a), shall be inserted in the formula set out sheets are provided in the appendices where appropriate
in 2.2.6 to check that the total accuracy is
to demonstrate that they meet the necessary reference
within the stated limit.
conditions in clause 2.2.7 of the standard.
Clause 3.1.4 - If the compiled data in the on- The equipment on the 321 and 323 sets is not used for
board data handling system is accessed / any other purpose. On the Class 350 the existing
interrogated for other purposes, see 2.3.7, it transducers are to be used which have data feed to the
shall be demonstrated that the integrity of the TMS. Also on the 350 it is proposed that the GPS data is
recorded and transmitted compiled data set out
shared with the Passenger Information System. However,
2.3.9 is not compromised.
the data compiled in the Class 350 RDA/RT box in
respect of metered billing is not accessed or interrogated
for any other purposes.
Clause 3.1.5 - The conformity assessment This will be verified on each unit type at first installation.
shall verify that a representative sample of
compiled data can be transferred to ground
and stored by the on-ground data collection
service without corruption, and that the data
transferred to the on-ground based system is
identical to the corresponding compiled data
stored in the data handling system of the on-
board energy measuring system. It shall also
verify that the same sample of compiled data
can be recovered without corruption using local
interrogation (see 2.3.6) and is identical to the
corresponding compiled data stored in the on-
board data handling system.
9.2 System Testing
Each train type will have a first of class installation to prove the design and functionality.
Thereafter each individual train system will be tested to ensure it meets the design
specification and a formal acceptance process is in place for functional testing,
commissioning and handback.
9.3 Meter and System Calibration
GM/RT 2132 is largely silent on the need for meter and system calibration although this
is referenced in draft EN50463-5. Each meter and transducer provided by FAR systems
for the Class 321 and 323 fleets and by LEM for the Class 350 meter is supplied with a
calibration certificate and subject to PTB approval.
Although EN50463 Issue 2 Part 5 is still under development the frequency of re-
calibration of the energy metering system is proposed at 8 year intervals. We will comply
with the requirements of the standard when issued.

All of the elements of the energy measurement system on-train are subject to some form
of metrological control (except for the Class 350 transducers which were fitted at build). It
is still, important, however, for all parties to have confidence that the system produces
consumption data which is no worse than the required accuracy in GM/RT2132.
We will achieve this by the following means:
We will provide evidence in this Technical Overview document, where appropriate, of

conformity through technical data sheets, including details of the Class 350 transducers
which were fitted at build. (Included at Appendix B).
We will run comparative testing of results against our currently meter fitted trial sets to
compare consumption values and also against the modelled values.
In the period of circa 2 months following trial fitment in mid January 2011 we will analyse
the data from the growing fleet of trains in service as part of overall system testing to
highlight any potential accuracy issues.
Functional testing will be undertaken on each unit pre handover to ensure the system
works as designed.
We are investigating the implications both operational and financial of using the FAR
systems calibration test equipment on each Class when fitted on the basis that this
would be voluntary and not a mandatory requirement under the standards.
10. Assessment and Review

10.1 Post Implementation Review
The project is managed internally by a Metering Implementation Group comprising
London Midland cross functional representatives and the energy measurement and
energy management system suppliers.
After project implementation a full review will be undertaken to establish lessons learnt
and further project requirements.
10.2 Ongoing Monitoring and Assessment

The change from modelled to metered billing of traction energy requires significant
changes to internal processes in the following areas:
Process to ensure all meters and associated equipment is functioning properly.
Process to receive, validate and resolve issues from data quality flags from the
data staging agent/bureau.
Process to advise the bureau of trains which are not consuming energy due to
extended maintenance, repair or other reason plus any changes to the allocation
of meters to trains.
Process to advise or isolate any meters on trains which are to be sub-leased or

spot hired to other TOCs.
Process to audit consumption/billing data provided by Network Rail including the

data compiled for infill purposes.

Contract management of data collection/back office management information
suppliers.
Process to reconcile any differences between recorded train mileages in Genius

and systems supplying the Network Rail TABs billing system (Paladin).
Process to ensure that all consist data is accurate and minimal reliance on default
consist data.
In addition we will also be using the data and management information derived from on-
train meters to drive down traction, standing and hotel load consumption. The majority of
the potential savings are generated by changes to driving technique through training and
support tools. Interfleet are developing software tools utilising the energy data from the
secure data warehouse that will provide the management information to enable this. This
workstream requires more widespread changes to processes within London Midland in
order to capture what are anticipated to be significant benefits.
11. Appendices and Technical Data Sheets

Appendix A GM/RT2132 Compliance
Interfleet/FAR systems Class 321 and Class 323 and Siemens Class 350
Clause by Clause declaration of compliance with GM/RT 2132
Railway Group Standard LEGEND:
GM/RT2132 Comply The scope of supply is compliant with the requirement

Issue One Draft 2i Noted Interfleet/FAR Systems/Siemens has noted the statement
To Be Confirmed. The requirement can be achieved after a
Date July 2010 TBC
development/design phase that may imply the identification of a NRE cost.
N.A. The requirement is not applicable to the scope of supply
Do not comply The scope of supply is not compliant with the requirement.
Interfleet/FAR systems
Siemens Response
Response
Response Response
Noted Noted
Ref Title Text Comply Comment Comply Comment
Do not Do not
comply comply
Purpose and
Part 1 Noted Noted
Introduction
1.1 Purpose Noted Noted
This document sets out the energy metering and data handling
1.1.1 requirements for electric traction units when fitted with an energy Noted Noted
measuring system.

The on-board energy measuring system will provide (via an on-
ground data collection service) data to be used by the
1.1.2 Comply Comply
infrastructure manager to produce a bill which is invoiced to the
railway undertakings.
1.2.1 Background Noted Noted
Track access contracts will be amended to allow for billing on the
basis of metered readings. In support of this, the Office of Rail
Regulation (ORR) determined that metered billing for traction
energy electricity must be facilitated by Network Rail. Whilst
other specifications / standards are being developed (the
1.2.1.1 Noted Noted
Conventional Rolling Stock Locomotive and Passenger TSI (CR
LOC & PAS TSI) [draft version 4.0] and revised version of BS EN
50463:2007) they are not anticipated to be available until circa
2011/2 and are primarily focussed on new rolling stock entering
service.
This document facilitates early adoption of the on-board energy The supplier of the
measuring system which provides data suitable for subsequent meter as well as SAG
use in the billing system prior to the publication of the CR LOC & (Dr. Pintscher, I MO RS
FAR Systems has an
PAS TSI and ongoing work to produce a revised issue of BS EN LC EN AL2) are
active role in the
50463:2007. In addition, this document will also be needed once members of the team
development of the
the TSI is in force, to address: responsible for the
revision of EN50463.
1.2.1.2 a) Those vehicles not covered by the TSI. Noted Noted development of
REM101 is constantly
b) Associated aspects falling outside the TSIs scope such as the EN50463. The EM4T
updated to meet the
transfer of data from on-board systems to on-ground systems. energy meter is
new requirement
permanently updated to
when necessary.
meet the new
requirements when
necessary.
An on-board energy measuring system fitted to a traction unit
measures the energy taken from / returned (during regenerative
1.2.1.3 Noted Noted
braking) to the contact line. It is specifically used to acquire
energy data suitable for billing purposes.
1.2.2 Principles
The requirements set out in this document are based on the CR
1.2.2.1 LOC & PAS TSI [draft version 4.0] and ongoing work to produce Noted Noted
a revised issue of BS EN 50463:2007.

This document sets out those requirements that involve
cooperation between railway undertakings and infrastructure
1.2.2.2 managers in order to enable data from an on-board energy Noted Noted
measuring system to be used when participating in the billing
system.
Approval and
1.3 Authorisation of this
Document
The content of this document was approved by Rolling Stock
1.3.1 Noted Noted
Standards Committee on 30 June 2010.
1.3.2 This document will be authorised by RSSB on 20 July 2011. Noted Noted
Requirements for
an On-board
Part 2
Energy Measuring
System
On-board energy
2.1
measuring system
The energy measuring system shall consist of:
a) An energy measurement function that includes:
i) Voltage and current measurement.
ii) Calculation of energy consumed (and where applicable
regenerated).
b) A data handling system that compiles data from the energy
measuring function with time data and geographical position,
2.1.1 Comply Comply
producing and storing the complete series of data with true
energy values (in kWh / kvarh) ready to be sent by a
communication service.
c) An on-board location function, that gives geographical position
of the traction unit.
d) An on-board to ground communications service that supports
the transfer of compiled data suitable for billing purposes.
It is permissible for the functions set out in 2.1.1 to be performed

FAR Systems provide
by individual devices or combined into one or more integrated The existing voltage and
a monolithic device
2.1.2 assemblies. Devices provided for other purposes may be used Noted Noted current transducers will
(REM101) and a
(within the energy measuring system), provided that compliance be used
dedicated transducer.
with the requirements of this standard are achieved.
The on-board energy measuring system and associated on-

2.1.3 Noted Noted
ground aspects are shown in Appendix D.

The requirements for recording the fitment of an energy
2.1.4 measuring system to a traction unit in the rolling stock register Noted Noted
are set out in GM/RT2453 issue two, currently in draft.
Energy Measuring
2.2
Function
The energy measuring function (EMF) shall measure all the
energy consumed from the contact line and, where applicable,
2.2.1 the energy returned to the contact line during regeneration, when Comply Comply
using any electric traction power supply system (overhead, third
and fourth rail) for which the traction unit is designed.
The energy measuring function shall be connected in such a way

that all energy (traction and auxiliary) supplied to the traction unit
from the contact line and all energy returned to the contact line
2.2.2 Comply Comply
during regeneration is recorded. For a.c. on-board energy
measuring systems the energy measuring function shall also
have the capability of recording the reactive energy component.
The C350/1 and C350/2

existing voltage and
The energy measuring function shall measure the energy if the current transducers are
primary current is equal to or greater than 0.4% of the rated produced and tested
primary current and the primary voltage is at the lowest non- according to EN 60044-
permanent voltage (Umin2 as set out in BS EN 50163:2004 1 (Current transducer)
2.2.3 clause 4.1, Table 1, including special national conditions where Comply Comply and EN 60044-2
applicable) or above. It is permissible for the on-board energy (Voltage transducer)
measurement measuring system to record a zero value when the The required accuracy
primary current is below the minimum value and the energy of the energy metering
measuring function ceases to measure. system will be met. See
2.2.6
Guidance on the selection of suitable measuring points for

2.2.4 traction units designed to operate using the 750 V dc traction Noted Noted
power supply system is set out in Appendix C.
The energy measuring function shall have a total accuracy of at

least:
2.2.5 Comply Comply
a) 1.5% for a.c. for active energy.
b) 2.0% for d.c.

The accuracies of the energy measuring function set out in 2.2.5 shall be
calculated in accordance with the following formula:
2.2.6 Comply Comply
Where:EMF = Total accuracy of energy measuring function

VMF =The maximum percentage error of the voltage measurementfunction
CMF =The maximum percentage error of the current measurementfunction
ECF =The maximum percentage error of the energy calculation function
The maximum percentage errors of the individual functions set
out in 2.2.6 shall
be fulfilled under the following reference conditions:
a) Any voltage in between lowest permanent voltage Umin1 and a: comply d: The transducers are
highest b: comply tested and measured
non-permanent voltage Umax2, (with Umin1 and Umax2 as c: comply with power factor 0.8. If
defined in Even better in term of
2.2.7 Comply d: do not required, additional
BS EN 50163:2004 clause 4.1, Table 1). temperature range
comply measurements are
b) Any current between 10% and 120% of the rated primary
e: comply possible as an
current of the
enhanced type test.
energy measuring function.
c) Frequency 50 Hz 0.3% (for a.c. measurement only).
d) Power factor between 0.85 and 1 (for a.c. measurement only).
e) Ambient temperature of 23C 2C.
Those devices containing individual functions for voltage
measurement, current
measurement and energy calculation used to implement the
energy measuring
The EM4T meter is
function shall be subject to metrological control. This shall be
subject to metrological
executed in
control. The existing
accordance with the following:
transducers which are
a) The accuracy of each element shall be tested under the
Do not used for the energy
2.2.8 reference conditions Comply
comply metering were not
set out in 2.2.7, to verify that they are within their declared
subject to metrological
maximum error.
control. However, a type
b) Each element which complies with a) shall be marked, to
test protocol is available
indicate
for the transducers.
metrological control and the declared maximum error limit.
c) The configuration of each element shall be documented as a
part of the
metrological control.

Recommendations on the additional error resulting from
2.2.9 influence quantities and temperature variation are set out in Noted Noted
Appendix B.
The energy measuring system rated current and voltage shall be
matched to the traction units rated voltage and current. However,
2.2.10 on d.c. electric traction units, if multiple measuring points are Comply Comply
used (see Appendix C), the rated current of each measuring
point shall be matched to its associated load.
The energy measuring function shall have a time reference
period of 5 minutes defined by the UTC clock time at the end of the reference period The reference period
each reference period. One of the time reference periods shall can be set as per can be set as per
2.2.11 Comply Comply
end each day at midnight (00:00:00). It is permitted to use a EN50463 from 1 EN50463 from 1 minute
shorter time reference if the data can be aggregated into 5 minute to 15 minutes to 15 minutes
minute reference periods.
The LEM meter is
The access to the security sealed and is
meter is allowed only installed inside a cabinet
The energy measuring function shall be protected from non- to authorized that can be accessed by
authorised access to the system and data for example by accounts. Also authorised maintenance
physical means or by software, such that the integrity of the data physical anti- personnel only. Access
produced is not compromised. tampering device do to parameters
not permit the access associated with metering
to the meter. are protected by SW-
password.
Data Handling
2.3
System
The data handling system shall compile the measured energy
2.3.1 data with the other data necessary to produce the compiled data Comply Comply
without any data corruption.
The data handling system shall have the capability to respond to
2.3.2 requests for compiled data from the on-ground data collection Comply Comply
service.
Data from the trains will
be transmitted to a
The data handling system shall have the capability to transmit Data are send every ground based server
the compiled data to the data collection service within 24 hours, 128 samples as they every hour and can be
2.3.3 Comply Comply
provided that the energy measuring system is energised from its are available or when sent to the Customer in
power supply and the communications system is operational. requested by DCS adjustable time intervals,
e.g. 24 h, 12h, 6h, or
every hour

The meter clock
synchronised by the
ECF & DHS are on clock of the data
The data handling system shall use, as a time reference, the the same device and handling system. The
2.3.4 Comply Comply
same source of clock as the energy measuring function. use the same clock clock of the data
source. handling system is
synchronised by the
GPS clock.
as per EN50463 the
The data handling system shall incorporate data storage with a
data can be stored for
memory capacity capable of storing the compiled data for at
60 days even at 1
least 60 days (irrespective of the time reference period used) of The compiled data are
minute interval
2.3.5 continuous operation (work) and consisting of Comply Comply stored in the RDA-RT
reference periods.
consumed/regenerated active and reactive (where appropriate) box on an SD card.
Data is stored in non
energy, together with the associated time reference and location
volatile FLASH
data.
memory
The data handling system shall have the capability to be
The data handling
interrogated locally by authorised personnel on board the traction
The access to the system is implemented
unit using the appropriate equipment for example a laptop
meter is available by in the RDA-box which
2.3.6 computer in order to provide: Comply Comply
means of the ethernet can be accessed by
a) An opportunity for audit.
port. means of an ethernet
b) An alternative method of extracting and recovering data.
port.
c) A facility to enable maintenance and fault finding.
It is permissible to access / interrogate the data in the data The data handling
2.3.7 handling system for other purposes, for example feedback to the Comply Comply system is connected to
driver in connection with the efficient operation of the train. the MVB of the TCS.
Access/interrogation of the data handling system shall not alter /
2.3.8 Comply Comply
corrupt any of the compiled data.
The compiled data suitable for billing purposes shall be stored

ready to be transferred (to the on-ground data collection service)
2.3.9 Comply Comply
in chronological order according to the end times of each 5
minute time reference period as set out in 2.2.11.

The compiled data shall consist of the following:
a) Unique 13 digit identification number which allows the traction
unit and each associated on-board energy measuring system to
be unambiguously identified. The format shall be 13 digits, where
practicable comprising the 12 digit European Vehicle Number
(EVN) (see GM/RT2453 issue two, currently in draft), plus one
additional digit to identify each on-board energy measuring
2.3.10 system used on the traction unit. Comply Comply
b) The end time of each elapsed time reference period for
energy measurement, defined as year, month, day, hour, minute
and second.
c) The on-board location data as set out in 2.4.2 at the end of
each time reference period.
d) The consumed / regenerated active and reactive (where
appropriate) energy in each time reference period.
The format of the compiled data and the associated quality flags
shall be in accordance with Appendix A.
The compiled data set out in 2.3.9 shall be retained even when
the energy measuring system is isolated from its power supply.
On-Board Location
2.4
Function
The data from the on-board location function shall be
synchronized in accordance with UTC clock time and time
2.4.1 Comply Comply
reference period with the on-board energy measuring function
(see 2.2.11).
The on-board location function shall provide the position
2.4.2 expressed in latitude and longitude based on the World Geodetic Comply Comply
System and given in decimal degrees.
In open air and where the on-board location function can receive
2.4.3 Comply Comply
a signal, it shall have an accuracy of 250 m or better.
Data Transfer - On-
2.5
Board to Ground
The compiled data set out in 2.3.9 shall be transmitted from the
2.5.1 on-board data handling system to the on-ground based data Comply Comply
collection service.
The compiled data record transmission format shall be in
2.5.2 Comply Comply
accordance with Appendix A.

It is permitted for other types of data to be transmitted from on-
board to ground (for example this could be for energy
2.5.3 Comply Comply
management purposes). The transmission of other types of data
shall not interfere with the transmission of the compiled data.
2.5.4 The compiled data shall be packed ready for transmission. Comply Comply
All information necessary for the data collection service to
unpack the compiled data without corruption and to store an
2.5.5 authentic copy of the compiled data shall be made available to Comply Comply
the data collection service administrator by the railway
undertaking.
Information necessary to allow the data collection service to
request compiled data from the data handling system shall be
made available to the data collection service administrator by the
2.5.6 railway undertaking. For example where the data collection Comply Comply
service has missing or uncertain compiled data, the data
collection service administrator needs to request this data from
an on-board data handling system.
Communication
2.6 Service - On-Board to
Ground
Transmission of the compiled data from the data handling
system to the data collection service shall be via a wireless
communications network available in the intended geographical
area of operation for the traction unit. The communication
networks used shall enable the transfer of the compiled data
(initiated by either the on-board data handling system or the on-
ground based data collection service) when the energy GSM, GSM-R,
measurement system is in operational mode. The on-board GPRS, EDGE are
communication service shall ensure that a secure channel is available since GPRS is available and
established which enables data exchange between the data integrated on the preferred solution. GSM,
2.6.1 handling system and its data collection service, and ensures the Comply meter. All the other Comply IEEE802-11 and UMTS
integrity of the transferred data is maintained. The following technologies are is possible with
wireless bearers for example may be used: available using an hardware modifications.
a) IEEE802-11 a/b/g/n. external unit provided
b) GSM, GSM-R (data)*. by FAR Systems.
c) GPRS.
d) EDGE.
e) UMTS.
*This bearer may be subject to constraints, therefore its
suitability for a specific application should be considered before

The on-board communication service shall provide a connection
to support the transfer of compiled data from the on-board data
2.6.2 Comply Comply
handling system to the on-ground based data collection service
when the traction unit is in operational mode.
The on-board communication service shall:
a) Use and manage internet protocol addressing for example
2.6.3 IPv4, IPv6. Comply Comply
b) Map between physical addressing and logical addressing.
c) Manage addresses and function discovery.
The on-board energy measuring system address shall be unique

and standardised. The following format is recommended:
EMSn. EVN.ns
Where: The on-board energy
EMS = On-board energy measuring system signifying that the measuring system does
function being addressed is the energy measurement system Do not not have a fixed IP
2.6.4 Comply
n = The single digit number used to identify each on-board comply address. The IP address
energy measuring system on a traction unit will be assigned by the
EVN = 12 digit European Vehicle Number (if this is not GPRS provider
practicable, use the unique identification number as set out in
2.3.10)
ns = Member state of the traction
On-Ground Data
2.7
Collection Service
This section specifies basic functional requirements associated
DCS not included in
with the acquisition of compiled data. Other specific data
Siemens scope of
2.7.1 collection service requirements for example physical, software Noted N.A.
supply. Undertaken by
data handling or other aspects are outside the scope of this
Interfleet
document.
The data collection service shall have the capability to receive,
read and store without corruption, the compiled data transmitted
2.7.2 Comply N.A.
from an on-board energy measuring system complying with this
document.
The data collection service shall have the capability to request
compiled data from an on-board data handling system, for
2.7.3 example when the compiled data for a particular time reference Comply N.A.
period stored in the on-board data collection service is
incomplete.

The on-ground data collection service shall be unique and have
a fully qualified domain name (FQDN). The following format is
recommended:
GSF.owner.ns. Where:
GSF = The function identifier comprising three letters (on-ground
2.7.4 data collection service for energy billing applications) Comply N.A.
Owner = Six characters to identify the on-ground data collection
service owner (administrator) of the on-ground server
exchanging data with the on-board energy measuring function
ns = Member state of the on-ground data collection service
owner.
The railway undertaking shall transfer validated data from the
2.7.5 Comply N.A.
data collection service to the infrastructure manager.
Conformity
Assessment of the
Part 3 On-board Energy
Measurement
System
Conformity
Assessment
3.1 Procedure for the
On-Board Energy
Measuring System
An energy measuring system installed to meet the requirements
of this document shall be assessed using the following
procedures. The conformity assessment, which demonstrates
3.1.1 Comply Comply
compliance with this document, shall be completed prior to the
first on-board energy measuring system of a given design being
placed into use on a traction unit of a given design.
Conformity assessment of each design of an on-board energy
measuring system and its application to a traction unit of a given
design shall be assessed by a design review (including
examination of design methods, design tools and the design
3.1.2 results) and type test of the energy measuring system elements, Comply Comply
including evidence of metrological control of the elements used
to implement the on-board energy measuring function. The
configuration of the on-board energy measuring system shall be
documented as part of the conformity assessment.

The declared maximum error limit for each element of the on-
board energy measuring function, verified in accordance with
3.1.3 2.2.8 a), shall be inserted in the formula set out in 2.2.6 to check Comply Comply
that the total accuracy is within the stated limit.
If the compiled data in the on-board data handling system is

accessed / interrogated for other purposes, see 2.3.7, it shall be
3.1.4 Comply Comply
demonstrated that the integrity of the recorded and transmitted
compiled data set out 2.3.9 is not compromised.
The conformity assessment shall verify that a representative
sample of compiled data can be transferred to ground and stored
by the on-ground data collection service without corruption, and
that the data transferred to the on-ground based system is
identical to the corresponding compiled data stored in the data
3.1.5 Comply Comply
handling system of the on-board energy measuring system. It
shall also verify that the same sample of compiled data can be
recovered without corruption using local interrogation (see 2.3.6)
and is identical to the corresponding compiled data stored in the
on-board data handling system.
Application of this
Part 4
Document
Application
4.1
Infrastructure Mgrs
4.1.1 Scope
The requirements of this document, as set out in 2.7.5, apply to
all new and existing arrangements used for the data validation
4.1.1.1 Noted Noted
and transfer of energy metering data intended to be used with
the GB rail billing system.
Exclusions from
4.1.2
Scope
There are no exclusions from the scope specified in 4.1.1 for
4.1.2.1 Noted Noted
infrastructure managers.
Compliance Date
4.1.3 for Infrastructure
Managers
This Railway Group Standard comes into force and is to be
4.1.3.1 complied with from 03 December 2011 [proposed], except as Noted Noted
specified in 4.1.4.

After the compliance dates or the date by which compliance is
achieved if earlier, infrastructure managers are to maintain
compliance with the requirements set out in this Railway Group
4.1.3.2 Standard. Where it is considered not reasonably practicable to Noted Noted
comply with the requirements, authorisation not to comply should
be sought in accordance with the Railway Group Standards
Code.
Exceptions to
There are no exceptions to the general compliance date
4.1.4.1 general compliance Noted Noted
specified in 4.1.3 for infrastructure managers.
date
Application -
4.2 Railway
Undertakings
4.2.1 Scope
The requirements of this document, as set out in 2.1 to 2.7 apply
to all new and existing traction units when they are fitted with an
4.2.1.1 Noted Noted
on-board energy measuring system intended to be used with the
GB rail billing system.
Action to bring existing traction units into compliance with the
requirements of this document is not required unless they are
4.2.1.2 Noted Noted
fitted with an on-board energy measuring system intended to be
used with the GB rail billing system.
Exclusions from
4.2.2
Scope
The requirements in this document are not applicable to traction
4.2.1 Noted Noted
units that are not intended to use the GB rail billing system.
General
compliance date for
4.2.3
Railway
Undertakings
This Railway Group Standard comes into force and is to be
4.2.3.1 complied with from 03 December 2011 [proposed], except as Noted Noted
specified in 4.2.4.

After the compliance dates or the date by which compliance is
achieved if earlier, railway undertakings are to maintain
compliance with the requirements set out in this Railway Group
4.2.3.2 Standard. Where it is considered not reasonably practicable to Noted Noted
comply with the requirements, authorisation not to comply should
be sought in accordance with the Railway Group Standards
Code.
Exceptions to
4.2.4 General
Compliance Date
There are no exceptions to the general compliance date
4.2.4.1 Noted Noted
specified in 4.2.3 for railway undertakings.
Health and Safety
4.3
Responsibilities
Users of documents published by RSSB are reminded of the
need to consider their own responsibilities to ensure health and
safety at work and their own duties under health and safety
4.3.1 legislation. RSSB does not warrant that compliance with all or Noted Noted
any documents published by RSSB is sufficient in itself to ensure
safe systems of work or operation or to satisfy such
responsibilities or duties.
The content of this appendix is mandatory and specifies the
Appendix Record and Data requirements related to the format and transfer of the compiled
Noted Noted
A Formats data from the on-board data handling system to the on-ground
data collection service.
Compiled data
A.1 record transmission
format
The compiled data relevant to each reference period shall be
retrieved from the data handling system memory. The compiled
data is used to prepare the records to be transferred as a
compiled data file of 128 records. Note: a) The choice of a
compiled data file size of 128 records is a trade-off between file
length and transmission duration. This allows data to be
A.1.1 transmitted with each file covering approximately 12 hours of Comply Comply
recorded data; consequently approximately two files are
transferred per day. b) Compiled data is not manipulated, only
casting operations (to organise the stored data payload along
with accompanying information into the record format ready for
transmission to ground) are performed.

After preparing the compiled data file of 128 records in the
transmission buffer (including their application cyclic redundancy
check (CRC) as the last field of each record) and prior to data file
transmission, the compiled data in each record shall be verified
against the corresponding compiled data stored in the data
handling system's memory.
A.1.2 Note: The red text in Table A.1 indicates optional data for those Comply Comply
on-board energy measuring systems on dual voltage traction
units capable of providing energy consumption and regeneration
data separately for each of the traction power supply system. For
example, energy data associated with the 25 kV a.c. system
would be recorded as Channel A and energy data associated
with the 750 V d.c.system would be recorded as Channel B.
The fields in the compiled data record file format detailed in

Table A.1 are ASCII coded. Fields that are not available
A.1.3 Comply Comply
according to the hardware and software configuration are filled
with a string of ones (1111111) to indicate that the field is void.
Data Format and
A.2
Quality Flags

The stored compiled data suitable for energy billing ready to be
transferred shall use the following formats and quality flags:
a) Unique 13 digit identification number comprising of the 12 digit
European Vehicle Number followed by one digit to uniquely
identify each individual energy measuring system installed on the
traction unit. (If this is not practicable, use the unique
identification number as set out in 2.3.10. Any unique number
less than 13 digits is to be prefixed by zeros to create a string of
13 digits).
b) The end time of each elapsed measuring period for energy,
comprising year, month, day, hour, minute and second in the
format:
YYYYMMDDHHMMSS
A.2.1 Comply Comply
c) The on-board location data giving the position, expressed in
latitude and longitude based on the World Geodetic System and
given in decimal degrees in the format:
latitude DD.XXXXX where positive values are North, negative
values are South.
longitude DDD.XXXXX positive values are East, negative
values are West.
d) The consumed / regenerated active energy in kWh and
reactive energy in kvarh (where appropriate) in each time
reference period shall be rounded to one decimal place. In
rounding to one decimal place no energy shall be lost. It is
permissible for energy data associated with rounding to be
transferred into an adjacent time reference period.

The compiled data shall be accompanied by the following data
quality and status flags using, where indicated, the specified
ebIX code:
a) Energy data quality:
i) Measured code 127
ii) Uncertain code 61
iii) Non-existent code 46
b) Location data quality:
i) Measured code 127
ii) Estimated code 56
A.2.2 Comply Comply
iii) Uncertain code 61
iv) Non-existent code 46
c) Time data flag:
i) If any change is made to the on-board time reference clock
which affects the UTC clock time referencing (for example
because of manual adjustment, a discrepancy of more than 2
seconds due to drift, or a corruption of the time data), the time
reference period during which the change is made shall be
flagged to indicate a timekeeping adjustment has occurred.
ii) The time shall be accurate to 2 seconds.
Recommendations
on the Additional
Error Resulting
Appendix The content of this appendix is not mandatory and is provided for
from Influence Noted Noted
B guidance only.
Quantities and
Temperature
Variation
Voltage
Measurement
Function - Limits of
B.1
Additional Error
Due to Influence
Quantities
Both Voltage and Both voltage and current
current measurement measurement are within
Where ambient temperature variations can contribute additional
are within the the accuracy
error, the voltage measurement function should have a
B.1.1 Comply accuracy Comply requirements on the full
temperature coefficient which does not exceed the value set out
requirements on the scale temperature range
in Table B.1.
full scale temperature required. Both
range required. transducers have a

permitted ambient
temperature range of -
20C - +50C
Tests of the temperature coefficient should be carried out only in

B.1.2 Comply Noted
the selected temperature class range.
Current
Measurement
Function - Limits of
B.2
Additional Error
Due to Influence
Quantities
Where ambient temperature variations can contribute additional
error, the current measurement function should have a
B.2.1 Comply see B.1.1 Comply see B.1.1
temperature coefficient which does not exceed the value set out
in Table B.2.
Energy Calculation
B.3 Function - Limits of
Additional Error
Energy Calculation
Function Limits of
Additional Error
B.3.1
Due to Ambient
Temperature
Variation
The mean temperature coefficient for the percentage error of the
B.3.1.1 energy calculation function should not exceed the limits set out in Comply Comply
Table B.3.
Tests of the temperature coefficient should be carried out only in
B.3.1.2 Comply Noted
the selected temperature class range.
Limits of Additional
Error Due to
B.3.2
Influence
Quantities
The limit of variation of error due to the change in an influence
B.3.2.1 quantity with respect to reference conditions should not exceed Comply Comply
the limits set out in Table B.4.

Note 1: In is the rated primary current of the energy measuring
function.
Note 2: This does not apply to energy calculation functions when
measuring d.c.
Note 3: In practice, the variation of frequency is more closely
Influence quantities controlled in Europe than the maximum frequency variations
B.4 for the energy stated in BS EN 50163:2004 clause 4.2. Traction units will Noted Noted
calculation function operate only within the frequency tolerances for 25 kV / 50 Hz
range from 49 Hz to 51 Hz. If the frequency is out of this range,
the traction units performance may be reduced or the traction
unit drives should be disconnected.
Note 4: N is the maximum percentage error of the energy
calculation function as set out in 2.2.6 and 2.2.7.
Arrangement for
Appendix Metering Points on The content of this appendix is not mandatory and is provided for
Noted Noted
C 3rd Rail 750 V d.c. guidance only.
Rail Vehicles
Typical
arrangement for
C.1 metering points on
3rd Rail 750 V d.c.
rail vehicles
It is recommended that traction units designed to operate using
the 750 V d.c. traction system should measure from metering
points that are the main feeds into the traction and auxiliaries on
the train. Figure C.1 shows a typical arrangement showing four
metering points on a train. By measuring at the take off points
C.1.1 from the busline rather than the shoe currents, this excludes the Noted Noted
current that flows through the train from being measured. It
should also be noted that if measurement is to be undertaken at
the shoe gear the presence of any busline current flowing
through the train should not degrade the accuracy of the energy
measurement function.
Appendix Energy Measuring
B System Overview
Note: The TSI scope limit (shown in blue) in Figure D.1 is based
Energy Measuring
D.1 on the expected coverage of the forthcoming CR LOC & PAS Noted Noted
System Overview
TSI [draft version 4.0].

Appendix B - Technical Data Sheets for Classes 321, 323 and 350 Solutions

Siemens Class 350 Voltage Transducer Technical Data Sheet

Siemens Class 350 Current Transducer Technical Data Sheet

16-12-2010 LM Tech Spec For s22 Consultation

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Class 350

On Train Metering Technical Overview

Class 321, 323, 350

- 1 LM OTM Overview Page 1 16/12/2010

4. Class 321 Technical Description ......................................................... 3

5. Class 323 Technical Description ......................................................... 3

6. Class 321 and 323 Metering Solution and Deployment .................... 3

7. Class 350 Technical Description and Deployment ............................ 3

- 2 LM OTM Overview Page 2 16/12/2010

9. Conformity Assessment, Testing and Calibration ............................. 3

10. Assessment and Review ........................................................................ 3

11. Appendices and Technical Data Sheets ............................................. 3

Document Control and Administration

0.2 11/11/2010 Mike Haigh Clause by clause GM/RT2132 added

- 3 LM OTM Overview Page 3 16/12/2010

- 4 LM OTM Overview Page 4 16/12/2010

However, London Midland is committed to achieving significant reductions in carbon

- 5 LM OTM Overview Page 5 16/12/2010

Our conclusions from the procurement process are as follows:

- 6 LM OTM Overview Page 6 16/12/2010

DTSO TSO MSO DTSO

Driving controls Trailer car Pantograph Driving controls

5. Class 323 Technical Description

DMSO PTSO DMSO

- 7 LM OTM Overview Page 7 16/12/2010

5.2 Class 323 Traction Equipment Schematic

5.3 Class 323 Traction Supply Circuit Diagram

- 8 LM OTM Overview Page 8 16/12/2010

Energy metering system architecture

6.2 Class 321, 323 Energy Measuring Function Accuracy

Data Accuracy Calculation (GM/RT 2132 Cl. 2.2.5, 2.2.6)

GM/RT 2132 mandates the following standards of accuracy:

Class 321, 323 solution AC Measurement Accuracy Active Energy (PF=0.85)

- 9 LM OTM Overview Page 9 16/12/2010

Class 321 and 323 Block Circuit Diagram

Illustration showing proposed installation of the 25KV transducer and GSM/GPS

- 10 LM OTM Overview Page 10 16/12/2010

REM101 is a multi-system capability meter able to measure 25kV-50 Hz, 15kV-16.7 Hz

The REM101 general overview is shown below

Rail Energy Meter Overview

GPS GPS ext.

- 11 LM OTM Overview Page 11 16/12/2010

REM 101 Meter Roof Mounted AC Transducer

Voltage and current signal input sockets Maximum voltage 36KV

GMS/GPRS and GPS input sockets Maximum current 1200A

Ethernet and Serial output interfaces Accuracy within 0.5%

110v power supply socket

Technical Data sheets are provided at Appendix B

- 12 LM OTM Overview Page 12 16/12/2010

The XML file format sent from REM101 to DCS is as follows:

- 13 LM OTM Overview Page 13 16/12/2010

4 x 460V windings for the traction converter units;

7.2 Class 350 Proposed Metering Solution

- 14 LM OTM Overview Page 14 16/12/2010

The proposed solution consists of the following main functions:

Block Circuit Diagram

Existing transducers located adjacent to the VCB detect current flow

- 15 LM OTM Overview Page 15 16/12/2010

LEM EM4T meter

Proven standard device of the SIBAS Siemens train control system

- 16 LM OTM Overview Page 16 16/12/2010

7.3 Implementation on Class 350/2

- 17 LM OTM Overview Page 17 16/12/2010