Preliminary design of neutral

Preliminary design of neutral section The New Line Copenhagen Ringsted Alignment and Railway Technology 29. November 2012 Alignment and Railway Technology (ART-contract) Page 1 of 19

Preliminary design of neutral sections The New Line Copenhagen Ringsted Alignment and Railway Technology Copenhagen Ringsted Team Arne Jacobsens Allé 17 2300 København S Version history of the document 1 First version 29.11.2012 CWH JBL VPE Ver. no. Description of revision or change Date Prepared Checked Approved Alignment and Railway Technology (ART-contract) Page 2 of 19

Content: 1 Introduction... 4 1.1 Definition and scope... 4 1.2 Resume... 4 1.3 Issue... 5 1.4 Purpose of the project and it's challenge... 5 2 ERTMS and location of neutral sections... 7 3 Existing type of neutral section... 7 3.1 Norms and standards... 8 3.1.1 TSI Energy high speed (14.4.2008)... 8 3.1.2 TSI Rolling stock High Speed (26.3.2008)... 8 3.1.3 EN 50367:2006... 9 3.1.4 EN 50367:2012 (is not according to the "TSI Energy HS:2008")... 11 3.1.5 EN 50388:2005, 5.1... 13 4 Possible types of neutral sections... 14 5 Advantages and disadvantages... 16 6 Conclusion... 17 7 Appendix 1... 18 Alignment and Railway Technology (ART-contract) Page 3 of 19

1 Introduction The purpose of this note is to describe and recommend one or several types of neutral sections that meet current requirements for a TEN-line and for interoperability according to the TSI's. The Copenhagen-Ringsted line will be the first line in Denmark built for high-speed trains with speeds up to 250km/h. This requires changes in relation to the previously used neutral section in Denmark that can not be used for speeds above 200km/h. 1.1 Definition and scope 1.2 Resume The definition of a neutral section is : a section of a contact line provided with a sectioning point at each end to prevent successive electrical sections, differing in voltage, phase or frequency being connected together by the passage of current collectors. A neutral section can be made with section insulators or overlapping sections, in a long or short type. The different types are described in EN 50367. The new line Copenhagen-Ringsted is a line, that must be build as a line for high speed trains with speed under or equal to 250km/h and with a catenary system in category I. High speed lines for high speed OCS in category 1, must first of all fulfil requirements in the TSI's and then the European standards. The new line Copenhagen-Ringsted must be build for trains with speed up to 250km/h. This report describes the different types of possible neutral sections, which are according to the TSI's and the European standards, that have to be fulfilled when operating with high speed trains in a TEN-line. When the speed exceeds 200km/h the existing type of neutral section in Denmark used for speeds up to 180km/h, does not fulfil the requirements in the TSI's. Different types of neutral sections are discussed and the Norms and standards analyzed. This report ends up with a conclusion where a type of neutral section for speed up to 200km/h and a type for speed above 200km/h are recommended. Speed up to 200km/h The existing type of neutral section in Denmark < 8m with section insulators, will be recommended for speeds up to 200km/h, which does not give any problems for the operators at the moment. This type will be possible to use on the first part of the line Copenhagen-Ringsted, where the speed not will exceed 200km/h. Speed above 200km/h As a respond to the horizontal curves and vertical inclinations in the railway track, the relative short distance between possible stop points, and the long freight trains that cannot be without traction power on a long section, it would be a good idea to choose a short version of a neutral section under 142m (Split neutral section) with overlapping sections described in EN 50367 (Annex A.1.5) and drawn in the appendix in two types "TARTC_6_XXXXXX_001" and "TARTC_6_XXXXXX_002". Alignment and Railway Technology (ART-contract) Page 4 of 19

1.3 Issue Alternative types of neutral sections for speeds above 200km/h Alternative types of neutral sections are also discussed. The alternatives are these types : D > 402m long type D < 79m (Not according to the current TSI Energy HS) D < L (Not according to the current TSI Energy HS) The interaction between the pantograph and the overhead contact line is a very important aspect at high speeds lines. A section insulator, that can be seen in a neutral section for lower speeds (<200km/h), is for the pantograph a hard point along the contact wire and is therefore undesirable at high speed. A hard point can, when the pantograph passes the section insulator with high speed, result in arcs and very high wear on the section insulator, contact wire and the pantographs, and in worst case damaging the pantographs and OCS with risks of break downs. Therefore neutral sections with overlapping sections are assigned, as it provide the necessary and better interaction between the pantograph and the contact wire. The existing type of neutral section in Denmark consists of section insulators. The problem with this type of neutral section is that it can only be used at speeds under 200km/h, and it is not according to the TSI's for high speed. The TSI Energy high speed (HS) and EN 50367 describes different types of neutral sections, which meet the requirements of the neutral sections at high speeds and OCS in category 1, to ensure interoperability on the line and to ensure the interaction between pantographs and neutral sections. The TSI's and EN's also describe the pantographs and requirements to the spacing between several pantographs on a train. According to the TSI Energy HS, the minimum distance between operating pantographs is 200 m(4.2.19,tsi Energy HS:2008), which affects the choice of type of neutral section. 1.4 Purpose of the project and it's challenge The purpose of this document is to describe different possible types of neutral sections. The neutral sections should meet several requirements for the passage of both freight and passenger trains. The chosen type of neutral section can have operational consequences. Heavy freight trains should not be without traction over longer distances, while passenger trains better can slide through a long type of neutral section. By choosing the shortest type of neutral section as possible, requirements for both passenger trains and heavy freight trains would be complied. However this will affect the distance and location of the pantographs on the trains, and thereby how the rolling stock and operating locomotives can be connected. It is possible, that the current Danish operators connect the rolling stock in a way that the distance between the operating pantographs on trains are shorter than TSI-energy and TSI Rolling stock for high speed specify, and therefore can be incompatible with the TSI's. Alignment and Railway Technology (ART-contract) Page 5 of 19

TSI-energy high speed is generally specifying a minimum distance between the pantographs on a train, at 200m and TSI Rolling stock for high speed is specifying that there must be at least 143m. On the new line Copenhagen-Ringsted which is a TEN-line and should be interoperable, such connections of rolling stock, which today is in service in Denmark, will not be considered, when the neutral sections are designed, as it is expected that the connections are not allowed on TEN-lines for high speed. Even though the ongoing connection of rolling stock in Denmark, must be complied in the best way, when recommending a new type of neutral section. Beside the many different ways of connecting ER and ET-trains, many freight train for instance have two operating locomotives in front. This means that, even though freight trains, ER- and ET-trains are not high speed trains, it would be desirable, if they could operate on the same line as the high speed trains if it is desired. First of all, when finding a new type of neutral section in Denmark, it is necessary to fulfil the requirements in the TSI s and the related standards. At this stage there is no approved OCS in Denmark for high speed trains with speed up to and equal to 250km/h, and the already known Danish type of neutral section ( 8m) with section insulators, is not approved for high speed. At the end, the line Copenhagen-Ringsted, must be a TEN-line for high speed, which requires an approved OCS including approved neutral sections, and be interoperable for both the European pantograph head (1600mm) and the Danish (1950mm). This report will end up with one or more recommended type of neutral sections. Possible types of neutral sections are shown on drawings in the appendix, drawing TARTC_6_XXXXXX_001 005 where how to energize trains stranded in a neutral section are shown. Alignment and Railway Technology (ART-contract) Page 6 of 19

2 ERTMS and location of neutral sections The Danish practice for neutral sections is to place it more than 400meters from the nearest signal. And in relation to the geometry of the track, the neutral section must be placed on a straight line and where the vertical inclination in less than 5. This practice is expected to be complied with the placement of neutral sections in the new line Copenhagen-Ringsted. Beside this there must automatically be sent a signal to the train driver, to tell him that the train is about to run into a neutral section. 3 Existing type of neutral section The existing type of neutral section that has been used in Denmark so far, is only allowed for trains with speed up to 200km/h according to the supplier, and is not according to the TSI Energy HS:2008. The existing type of neutral section in Denmark consists of section insulators, and must exceed a length of 8m. The neutral part in the middle of the neutral section must be electrical connected to the current return path. On the first part of the line Copenhagen-Ringsted, where the speed is under 200km/h, it should be permitted, to build a short type of neutral section of maximum 8m. Fig. 1: Existing type of neutral section in Denmark for speeds below 200km/h (is not according to TSI Energy HS:2008). Alignment and Railway Technology (ART-contract) Page 7 of 19

3.1 Norms and standards In the following section, the requirements for the current standards of neutral sections are listed. They are based on the point of view, that the Copenhagen-Ringsted must be interoperable and therefore should be at TEN-line for high speed and for a OCS in category 1. The following norms and standards have been analyzed: TSI Energy HS, 2008. TSI Rolling stock HS, 2008. EN 50367, 2006. EN 50367, 2012. EN 50388, 2005. 3.1.1 TSI Energy high speed (14.4.2008) The TSI Energy HS:2008 is the current standard for the energy subsystem for high speed and when lines are to be interoperable. The requirements in this specification must be fulfilled at least, if the OCS should be valid for high speed trains and must be interoperable. TSI Energy HS, 4.2.19. : The catenary-system for category 1 must be designed for operation with two operating pantographs, with a distance of at least 200 meters. TSI Energy HS, 4.2.21 : There must be adequate measures that allow trains that have stopped underneath a neutral section to be restarted. The neutral section shall be connectable to the adjacent sections by remotely controlled switches. TSI Energy HS referring to EN 50367:2006, where the different types of neutral sections and further requirements, is described. There are two possibilities when making a neutral section for line in category 1. 1) Annex A.1.3 in EN 50367:2006 Are describing a long neutral section D>402m. 2) Annex A.1.5 in EN 50367:2006 Are describing a shorter type of neutral section, called "split neutral section" where D<142m. The TSI Energy assumes that the pantographs are not lowered, however the power consumption of the train should be brought to zero when entering the phase separation. 3.1.2 TSI Rolling stock High Speed (26.3.2008) The TSI Rolling stock for high speed is the current standard for the rolling stock at high speed. The requirements in this specification must at least be fulfilled, if the rolling stock should be valid for high speed and must be interoperable. TSI Rolling stock HS:2008, 4.2.8.3.6.2 Arrangement of pantographs The distance between the first and the last pantograph must not exceed 400m, to be able to pass the various types of neutral sections. If more than to pantographs are in contact with the contact wire, then the distance between one of these and the following third pantograph, has to be more than 143m (L 2 ). Alignment and Railway Technology (ART-contract) Page 8 of 19

The distance between any two consecutive pantographs in contact with the contact wire must be above 8m for these specific types of separation sections. If this cannot be fulfilled, there must be an operational rule to lower the pantographs. Beside of this, TSI Rolling stock HS refers to TSI Energy HS, where the requirements for distances between pantographs are described. When a train is running with multiple pantographs lifted, there should not be any electrical connection between the pantographs. According to the TSI Rolling stock HS the distance between the pantographs should be more than 143meter and less than 400meter. Fig. 2: L 1 400m and L 2 >143m. 3.1.3 EN 50367:2006 EN 50367, 2006 describes the technical criteria for the interaction between pantograph and overhead line. The requirements in EN 50367:2006, do not differentiate between lines for conventional and high speed trains. EN 50367:2006 has been released in a new version, EN 50367:2012. But as long as the current version of TSI energy HS refers to the old version of EN 50367 from 2006, it is only the old version which can be taken into account. The new version of EN 50367 describes a little bit different distance for the long neutral section (>400m) instead of >402m and the shorter neutral section split neutral section has a configuration more that besides of the 142m also allows a version <79m. The new version of EN 50367 is expected to be applied in relation to the upcoming new TSI, but at the moment we have to use the old version from 2006, as the TSI Energy HS from 2008 refers to this. Alignment and Railway Technology (ART-contract) Page 9 of 19

5.1 (EN 50367:2006) The functional requirements of neutral sections are defined as follows: Trains shall be able to move from one section to an adjacent one (which is fed from a different phase or system) without bridging the neutral section. The neutral section shall be designed in such a way that trains with several pantographs at an overall distance of maximum 400m can cross with their pantographs up. Power consumption of the train shall be brought to zero when entering the phase separation section. The infrastructure manager shall provide adequate means to allow a train that stops underneath the phase separation section to restart. In the case of trains with several pantographs, the pantographs should be lowered for the entire length of the neutral section if some of the above requirements cannot be met. Technical or operational measures shall be taken to meet safety and availability requirements. Following shows the two possibilities for types of neutral sections, according to TSI Energy HS and EN 50367:2006. A.1.3 (EN 50367:2006) Type of long neutral section with two overlapping sections. Fig. 3: Type of long neutral section with two overlapping sections. Alignment and Railway Technology (ART-contract) Page 10 of 19

A.1.5 (EN 50367:2006) Split neutral section (Type of short neutral section) with three overlapping sections. Fig. 4 : Split neutral section with three overlapping sections Another type of neutral section, named A.1.2 in EN 50367:2006 (fig. 5), should fulfil the function of a neutral section for high speed, if the line only will be operating with trains for high speed, where the minimum distance between pantograph must be 200m, but this type is not according to the TSI Energy HS. It is a short type of neutral section, where the only requirement is, that the distance between the pantographs should be longer than then length of the neutral section. In this case where the requirement in TSI Energy HS says at least 200m between the pantographs, this type of neutral section could allow a length up to 200m. A.1.2 Type of short neutral section with two overlapping sections (Is not according to the "TSI Energy HS, 2008") Fig. 5 : Type of short neutral section with two overlapping sections The requirements on a line for high speed in category 1, is according to TSI Energy HS, that for the distance between the pantographs at least must be 200m. So why a version where D<200m not should fulfil the function of phase separation without any risk of shortcutting two different phases may be undecided. 3.1.4 EN 50367:2012 (is not according to the "TSI Energy HS:2008") As mentioned earlier, the current version of TSI Energy HS does not refer to the latest version of EN 50367:2012. In spite of this, it is still worth to take a look at, because in Alignment and Railway Technology (ART-contract) Page 11 of 19

near future, a new edition of TSI Energy will be published. This will refer to the latest version of EN 50367 from 2012. If paragraph 4.2.19 in the TSI must be respected (distance of at least 200m between pantographs), is it only the three following principles in EN 50367:2012 that can be used : Figure A.1.1 : L>D (with L 200m) "Short neutral section" Figure A.1.2 : D>400m "Long neutral section" Figure A.1.4 : Configuration 1 D<142m L>142m Configuration 2 D<79m L>79m According to the new EN 50367:2012 the neutral section A.1.1 in Annex A, where L>D, is interoperable with D<200m. Fig. 6: A.1.1 - L>D (not according to TSI Energy HS:2008) This figure is similar to the figure in the previous version of EN 50367 from 2012. The new is, that according to EN 50367:2012 it is allowed to use this type on interoperable lines. Therefore it is expected, that the new upcoming version of the TSI Energy HS will allow this type. The only modification for the long type of neutral section (A.1.2) is that the length of the neutral section has to be longer than 400m instead of 402m. Fig. 7: A.1.2 D>400m (in accordance to TSI Energy must D>402m) The third type of neutral section which should be allowed for interoperability according to EN 50367:2012 is the split neutral section (A.1.4). There are two configurations for this type. D<142m and D<79m. The short type where D<79m, is not seen as a possibility on the line Copenhagen- Ringsted, because it does not seem possible to build three overlapping sections in less than 79m. Alignment and Railway Technology (ART-contract) Page 12 of 19

Fig. 8: A.1.4 D<142m or D<79m (D<79m is not according to TSI Energy HS:2008) One of the supplements that is added to the new version of EN 50367 from 2012, which will affect the design of a neutral section, is a table that shows possible minimum distances of operating pantographs. In Table 8, there are 3 configurations A, B and C for every interval of operating speed. The infrastructure manager shall define the distance and which configuration that should be allowed in this network. According the current TSI Energy HS, the minimum distance between the pantographs is 200m, for high speed in category 1. 3.1.5 EN 50388:2005, 5.1 EN 50388 describes the technical criteria for the coordination between power supply (substation) and rolling stock to achieve interoperability. EN 50388 requires: The train shall be able to move from one section to an adjacent one without bridging the two phases. Power consumption of the train shall be brought to zero when entering the phase separation section, and for high speed TSI lines this shall be done automatically. Lowering of the pantographs is not necessary. The infrastructure manager shall provide adequate means to allow a train that is gapped underneath the phase separation to be restarted. Alignment and Railway Technology (ART-contract) Page 13 of 19

4 Possible types of neutral sections There is a difference in the requirements for the distance between pantographs for high speed trains that will run fast, for reasons of the dynamic between the contact wire and the pantograph, and requirements for distances between pantographs, because it must be possible to run through neutral sections. It could for example be allowed to run slow freight trains on a high speed line with multiple pantographs raised, and with a distance between the raised pantographs in less than 200 m. It just can't be allowed, to run as quickly as 250km/h, which probably not would be relevant anyway, and they must comply with the requirements in the TSI Rolling stock HS, which specifies requirements for the distance between pantographs, possibly together with the requirements of EN 50367: 2012 that also says something about the distance between pantographs at various speeds. It's easy to get confused about the requirements for distances between raised pantographs. The two TSI's "TSI Rolling stock HS" and "TSI Energy HS" provides conflicting requirements: TSI Energy HS, 4.2.19.: The catenary-system for category 1 must be designed for operation with two operating pantographs, with a distance of at least 200 meters. TSI Rolling stock HS, 4.2.8.3.6.2 allows 3 operating pantographs inside of 143m. However it is not seen as a possibility to operate with 3 raised pantograph inside a split neutral section <143m, which is specified as a possibility for neutral sections in line for high speed in category 1 according to TSI Energy HS and EN 50367, due to the risk of bridging the two phases, if the three pantographs is in a overlapping section at the same time. If the split neutral section <143m should be allowed there should also be a requirement for a maximum of two raised pantograph inside the 143m. Beside of this, the TSI Rolling stock HS allows that, if the requirements for distances between pantographs not can be fulfilled, there must be an operational rule to lower the pantographs. The TSI Energy assumes that the pantographs are not lowered, however the power consumption of the train should be brought to zero when entering the phase separation. EN 50367:2012 also describes a type of a "split neutral section" of less than 79m. This is not according to TSI Energy HS:2008, that only refers to EN 50367 from 2006. But it does not seem possible to make 3 overlapping sections in less than 79m, because there is needed a certain length in order to be able to lift up the contact wire without any risk, that the pantograph touch or collide the insulators. A similar OCS in Norway for speeds up to 250km/h (with tensioning 15/15kN) need about 20m to lift up the contact wire 150mm as needed as a minimum to get enough clearance between the insulation in the uplifted wire and the pantograph when it is passing the lowest contact wire. This is provided by the use of a slim type of insulator made of glass fiber. In every overlapping section one contact wire comes down, and another goes up, so in one pole section there must be nearly 50m (2x20m + overlap + space for insulators). Alignment and Railway Technology (ART-contract) Page 14 of 19

A split neutral section in less than 142m is only just possible with 3 pole sections but a split neutral section with 3 overlapping sections in less than 79m will never be possible to built. EN 50367 also describes a "neutral section with section insulators", but as previously mentioned, are section insulators in the contact wire not desired at high speed. There are overall 2 possible lengths (D) of the neutral sections according to the TSI Energy HS:2008. But EN 50367:2006 also describes a version where L>D, which means that D<200m for high speed in category 1. This type is however not mentioned in the TSI Energy HS:2008 and is therefore not an option so far. The type where D < L is nevertheless included here as an option, as there can be seen no obstacle to this, as long as the distance between the working pantograph is greater than 200m. The TSI Rolling stock HS, gives the opportunity to have up to three operating pantographs in the range of 143m>L 400m, which conflicts with the requirements in TSI Energy HS. This can give a problem if a train, with two pantographs raised, slide trough a neutral section where D<200m and 143m>L 200m. Then there is a risk of short-circuiting the two phases, if the pantographs are located in each overlapping section. The "split neutral section" <143m would prevent this. The reason why the length D<200m not should be allowed is hard to see, as long as the minimum distance between raised pantographs is greater than 200m as required in TSI Energy HS. This is the reason why it is also mentioned here, even its not according to TSI Energy HS:2008. This gives 3 different types of neutral sections: 1) Split neutral section : D < 142m 2) Long neutral section : D > 402m(EN 50367:2006), D > 400m(EN 50367:2012) 3) Short neutral section : D < 200m (not according to the current version of the TSI Energy HS, 2008) The different lengths give some different possibilities of how the catenary- and contact wires must be, and where the insulators can be placed. on the appended drawings TARTC_6_XXXXXX_001-5 is shown some possible types of neutral sections, for a interoperable TEN and high speed line. Alignment and Railway Technology (ART-contract) Page 15 of 19

5 Advantages and disadvantages To get an overview the advantages and the disadvantages of the different type of neutral sections are listed below. Type of NS advantages disadvantages D<142m, Annex A.1.5 in EN 50367: 2006 Drawings : TARTC_6_XXXXXX_001 TARTC_6_XXXXXX_002 D>402m, Annex A.1.3 in EN 50367: 2006 Drawings : TARTC_6_XXXXXX_003 D<L(D<200m because of L 200m according to TSI Energy HS), Annex A.1.2 in EN 50367: 2006 Drawings : TARTC_6_XXXXXX_004 TARTC_6_XXXXXX_005 Short type. Trains do not have to be without traction for long time. Three overlapping sections ensure that use of two raised pantographs with a distance between them under 142m(and 200m), can not short circuit the two phases. It is easier to place a short neutral section in spite of curve radius and vertical inclination in the track, and signalling placement. All distances between pantographs is allowed, as long as the distance between the farthest pantographs is under 400m. Short type. Trains do not have to be without traction for long time. Simple (as long as the distance between raised pantographs is more than 200m.) Mast location is more locked than the two other types D>402 and D<200m. With more than two raised pantograph, it has to be secured that three pantographs do not touch the three overlapping section at the same time. Only two raised pantographs should be allowed inside of 142m. Long type. Trains have to be without traction for a longer distance. Not according to the TSI Energy HS:2008 The distance between raised pantographs, have to be greater than 200m. It looks like it probably will be the same costs for the construction of the different type of neutral sections, so there is not a significant economic advantage of choosing one type over another. Alignment and Railway Technology (ART-contract) Page 16 of 19

6 Conclusion Basically it would be desirable to have a short neutral section, which is as short as possible. This is justified by the smallest distance as possible for trains that have to be without traction, and for reasons of the location in relation to signals, curves and vertical inclinations in the railway track. Speed up to 200km/h In Denmark there has so far been used a short type of neutral section < 8m with section insulators, at speeds up to 180km/h, which not gives any problems for the operators at the moment. In the first part of the line between Copenhagen and Ringsted the speed should be under 200km/h and this part of the line, is not expected to be a line for high speed. Therefore neutral sections in this part of the line could, advantageously be constructed as usual, in a short version (< 8m) with section insulators. Speed above 200km/h As a respond to the horizontal curves and vertical inclinations in the railway track, the relative short distance between possible stop points, and that long freight trains cannot be without traction power on a long section, it would be a good idea to choose a short version of a neutral section under 142m (Split neutral section) with overlapping sections described in EN 50367 (Annex A.1.5) and drawn in the appendix in two types "TARTC_6_XXXXXX_001" and "TARTC_6_XXXXXX_002". This type will fulfil the requirements for a TEN- and high speed line in category 1. It will require a number of maximum 2 pantographs inside the 142m. Therefore it will cause some requirements for the operators of how to connect the rolling stock and the pantographs, but the line Copenhagen-Ringsted must be built as a TEN- and a high speed line in category 1. Alternative types of neutral sections for speeds above 200km/h A long type of neutral section >402m has a big advantage, because it is possible to have many different configurations of numbers and distances between raised pantographs, and therefore the operators don t have to think about distances between pantographs under 400m, as long as they not are electrically connected. According to information s (see appendix 1) from the operator DSB, there can be distances between the raised pantographs on the ET- and ER-trains, between 39,23meters and 137,22meters in the range from 8m to 143meters. The positions of the pantographs on the trains ET and ER, does not comply with the requirements specified in the TSI Energy for high speed, but can pass a long neutral section anyway. Another split neutral section where D < 79m, is described in the latest version of EN 50367:2012, but this is not according to the current version of TSI Energy HS, which still refers to the old version of EN 50367:2006. Another problem with a split neutral section where D < 79m is, that it seems impossible to have a 3 overlapping sections in less than 79m, because of the distance that is needed to lift up the contact wire. It is not advisable to recommend a type of neutral section that not is according to the TSI Energy HS. So the type there has been drawn where D < 200m Alignment and Railway Technology (ART-contract) Page 17 of 19

(TARTC_6_XXXXXX_004 and TARTC_6_XXXXXX_005) will not be recommended, as long as it not is according to the TSI Energy. Maybe it will be a possibility in the new upcoming edition of the TSI Energy. 7 Appendixes Appendix 1: "Notat" from DSB, 04-07-2012 see page 19 Appendix 2-6: TARTC_6_XXXXXX_001 TARTC_6_XXXXXX_002 TARTC_6_XXXXXX_003 TARTC_6_XXXXXX_004 TARTC_6_XXXXXX_005 Alignment and Railway Technology (ART-contract) Page 18 of 19

Appendix 1: "Notat" from DSB, 04-07-2012 Alignment and Railway Technology (ART-contract) Page 19 of 19