Академический Документы
Профессиональный Документы
Культура Документы
I ti ii
Planning
Design
Implementation
\
Foreword
In 1866, the German engineer and entrepreneur Werner von Siemens discovered the
dynamoelectric principle, which opened the possibility for generation and application
of electrical energy to the extent we know today. Using this principle, he also built the
first electric locomotive for railways. This locomotive, with three coaches, was oper-
ated for the first time at the Berlin Trade Fair on May 31, 1879. As is well known,
the storage of the necessary quantities of electrical energy for other than low powered
engines, with onboard batteries, on vehicles is not feasible. Therefore, to use electric-
ity requires a continuous connection between the power station and the locomotive.
The first electric train required a power of 2,2 kW and was supplied by DC 150 V
through the two rails of the track. Siemens also employed this technique in 1881 for
the world's first electric tram in Berlin - Spandau, using a DC 180 V supply instead of
DC 150 V. Unfortunately, this power supply system lead to accidents with horses being
electrocuted when simultaneously touching the two rails whilst crossing the tracks.
This method of transferring electricity was technically unsuitable for extended railway
installations. Furthermore it was dangerous, especially at higher powers, as the horse
example above shows. For continuing the tram service in Spandau, two contact wires
above the rails were introduced in 1882. A double contact trolley busway was suspended
from the wires above the track and towed along by a flexible cable, attached to the
tram. The trolley was often derailed and the system proved to be too unreliable for
commercial operation. However, in 1889 the German engineer Reichel from Siemens
first suggested the use of a bow current collector instead. This collector enabled the
current to flow from a single wire above the tracks to supply the tractive units and
return through the rails. This was the major breakthrough in the development of
overhead contact lines to be suited for the transmission of power to running trains in
long-term operation.
The first electrically operated railways used DC power supply systems and series mo-
tors, which were well suited to railway operation. However, these systems had the
disadvantage of vehicles having to be supplied with the low operating voltage of the
motors, resulting in limited performance and large conductor cross-sections. Conse-
quently, there were early efforts to use AC systems for railway power supplies, either
three phase AC or single phase AC. In addition, research was being carried out to find
ways of making the transmission voltage independent of the motor voltage, by allowing
the currellt to be transformed on board the vehicles. Eventually, AC voltage networks
for raihvays could be implemented by using a frequency lower than that used for public
electricity distribution. The use of reduced-frequency AC networks enabled to produce
simple and reliable train motors. The 16, 7 Hz frequ<'ncy was used for the Murnau-
Oberamrrn~rgau and Bitterfeld-Dessau lines in Germany. Subsequently, in accordance
with the 1912/1913 agreement between the Prussian-Hessian, the Bavarian and the
Baclian Stat<~ Railways, this frequency was adopted throughout Germany. It was also
agreed to 11S<' a. supply nllt.a.ge of E> kV. an ov<~rhea.d rnntact wire h<~ight of 6,0 m and
10 Preface to first German edition
The publisher was very generous to the authors regarding the size and design of this
book. The authors dedicate this book to the Transportation Systems Group of Siemens
AG, on the occasion of the 150 th anniversary of Siemens AG, the Siemens company,
whose founder and employees made fundamental and essential contributions to this
particular subject.
3 Traction contact line systems and overhead contact line designs 109
3.1 Terminology . . . . . . . . . 109
3.2 Overhead contact line types . . . . 111
3.2.1 Basic characteristics . . . . . . 111
3.2.2 Wires and stranded conductors 112
3.2.2.1 Types of wires and stranded conductors 112
3.2.2.2 Contace wires . . . . 112
3.2.2.3 Steel wires . . . . . 114
3.2.2.4 Stranded conductors 114
3.2.2.5 Synthetic ropes . . . 11.5
3.2.3 Trolley-type contact lines 115
3. 2. 3 .1 Definition and application 115
3.2.3.2 Single-point suspension with fixed anchored contact wire 115
3.2.3.3 Pendant-type suspension with and without automatic tensioning 116
3.2.3.4 Bridle-type suspension . . . . . . . . . . . . 116
3.2.3.5 Elastic supports . . . . . . . . . . . . . . . . 117
3.2.4 Trolley-type contact line with stitch suspension . 117
3.2.5 Overhead contact lines with catenary suspension 118
3.2.5.1 Basic design . . . . . . . . . . . . . . . . . 118
3.2.5.2 Contact lines with droppers at the supports 118
3.2.5.3 Contact line with offset support droppers 119
3.2.5.4 Contact line with stitch suspension . . . . 119
3.2.5.5 Contact line with inclined suspension .. . 121
3.2.5.6 Contact line with elastic dropper elements 122
3.2.5.7 Contact line with auxiliary catenary wire, compound contact line 122
3.2.6 Horizontal catenary overhead contact lines 123
3.3 Conductor rails . . . . . . . 124
3.3.1 Third rail installations . . . . . . . . . . . 124
3.3.2 Types of conductor rail 126
3 3.3 Construction and operation of conductor rail installations 127
3.4 Overlwa,d conductor rail installations 129
3.5 Rdeu~t1ces .. 132
16 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - ----- -- .
Contents
~-- ---
I
18 Contents
'\
I
li"i
..
1-r
20 .. -- ------------------- -------------~C..c.con.tents
l
9.3.4.3 Contact force calculation . . . . . . . . 463
9.3.4.4 Examples for contact force calculations . 465
9.4 Measurements an<l tests . . . . 466
9.4.1 Introduction . . . . . . . . 466
9.4.2 Contact force measurements 468
9.4.2.1 Basic principles . . . . 468
9.4.2.2 Measuring technology . 468
9.4.2.3 Measured quantities .. 472
9.4.2.4 Correction of the aerodynamic collector strip uplift 475
9.4.2.5 Evaluation and assessment of the measurement results 476
9.4.3 Measurement of the overhead contact line position and the thickness of
the contact wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 479
9.4.4 Assessment of dynamic characteristics of pantographs . . . . . . . . . . 482
9.4.5 Measurement of contact wire uplift and dynamic contact line elasticity 484
9.4.5.1 Stationary measurement of contact wire uplift . . . . . . . . . . . . 484
9.4.5.2 Mobile measurement of the contact wire uplift . . . . . . . . . . . . 486
9.4.5.3 Measurement of the dynamic elasticity of the overhead contact line 486
9.5 Effect of the design parameters . . . . . . . . . . . . . . 487
9.5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . 487
9.5.2 Criteria for overhead contact line installation designs 487
9.5.2.1 Elasticity and uplift . . . . . . . . . 487
9.5.2.2 Dynamic criteria . . . . . . . . . . . . 490
9.5.3 Overhead contact line design parameters . 492
9.5.3.1 Cross-sectional areas and tensile stress 492
9.5.3.2 Span lengths and system height . 494
9.5.3.3 Pre-sag and stitch wires . . . 496
9.5.3.4 Effect of adjustment accuracy 498
9.5.4 Pantograph design parameters .. 499
9.5.4.1 Introduction . . . . . . . . . 499
9.5.4.2 Features of pantograph designs 499
9.5.4.3 Trains running with multiple pantographs 502
9.5.4.4 Collector strip and contact wire materials 504
9.6 Conclusions . . . . . . . . . . . . . . . . . . . . 507
9.6.1 Limits on the transmission of energy via overhead contact lines and
pantographs . . . . . . . . . . . . . . 507
9.6.2 Overhead contact line requirements . . . . . . . . . . . . . . 509
9.6.3 Pantograph requiremc~nts . . . . . . . . . . . . . . . . . . . 509
9.6.4 Requirements concerning tlw interaction of overhead contact lines and
pantographs . 511
9.7 References . . . . . . . . . . . 512
Index 795
1 Traction power supply systems
- DC3000V
DC 1500 V or less
~ AC50Hz
~ AC16,7Hz
fed through the contact line to electric traction vehicles, the electrical power has a
greater significance.
To distinguish between the various types of electrical energy supply for electric trac-
tion, it is usual to specify the type of current. Originally, direct current was used for
electric rail transport. The reason for this was the extremely favourable, hyperbolic
traction/speed curve of the series commutator motors used as drives in railway appli-
cations.
On a global scale, over half of all electric traction systems still use direct current. The
low voltage used is a disadvantage of existing direct current traction systems as it I
I
necessitates high currents to transmit the necessary traction power.
At the beginning of the twentieth century, efforts were made to combine the traction
advantages of the series motor with the transforming capability of alternating current.
At that time, the objective was a single-phase AC series motor as a drive, which was
to be fed with single-phase AC at the frequency of the public grids, in Germany and
Central Europe that was 50 Hz.
Because of the state of technical development at that time several problems arose
including:
the heavy commutator wear of the 50 Hz single-phase series motor by a frequency-
proportional induced voltage in the single brush winding,
the high and frequency-proportional, inducti,-e interference in cables running in
parallel to the electric traction system,
the unacceptably high values of voltage ctsnrnnetry in the 50 Hz three-phase
ud,,vork supply caused by the traction pom~r single-phase supply_
1.2 Traction power supply networks _________________ 33
i1
34 1 Traction power supply systems
~d~-L.._~
(------,-----t-- AC 3-50 Hz, 380/220 kV gric1
Traction power
./ _ _ _ _ _ _ _ _ . L . . . . - ~ t - - - - , - ~ ~ ~ generation
~
( 10, 20, or 30 kV grid .
~ I
I
I
I
I
I
Public p wer supply I
I
I
I
I
Traction power sup~ly I
I I
I~ I
1.?:- I
f~
I CO -I
I
I
I
I E
I Q) I
Traction power I
:! 110 kV grid 1-16,7 Hz I
I
I transmission I
r-----J I
I
I --- ----- ---- ------, I
Figure 1.2 depicts the common types of traction energy generation and the connection
to the public grid. with DC and AC 50 Hz single-phase traction systems, the traction
energy is drmvn from the public grid. The AC 15 kV 16,7 Hz systems are supplied from
either the AC 16,7 Hz single phase transmission systems or decentralised converter
stations are supplied from the public grid, e.g. in Sweden.
As illustrated i11 Figure 1.2, the DC tractions systems are supplied from the three-
phase network with nominal voltages between (6 kV) 10 kV and :30 kV. Single-phase
AC traction systems are usually connected to a 110 kV power grid. The well over
one hundred AC 110 kV subnetworks of public power supply in Germany are not
interconnected at the llO kV leveL This limits the short-cirrnit currents a11cl simplifies
protc!ction of the networks i-\ll 110 kV ])O\H!r twtworks are supplied fr(Jlll a11cl connected
1.2 Traction power supply networks __
Energy from the Energy from the Energy from the Energy frorn the Energy from
public grid or from public grid public grid public grid other
traction power trans- substations
mission network
Supply of the contact line network through bus bars and circuit breakers
via the high-level interconnected grid with nominal voltages of 220 kV and 380 kV.
As a result of this supply from the interconnected grid, all 110 kV power networks in
Germany are synchronised. This fact is an essential condition for the implemented par-
allel operation of the decentralised traction power supply in parts of German Railway's
(DB) supply system.
The functions of traction power distribution are to convert electrical energy supplied
to substations into voltages and frequencies conforming with the nominal values used
for traction power and the supply of this power to consumers.
Substations (SS) of various types are used to supply traction power directly into the
contact line installations. As indicated in Figure 1.3, there are:
power transformer stations, commonly referred to as substations (SS), which con-
vert the voltage from the transmission network , at nominal frequency, into the
nominal voltage of the contact line network as single-phase AC and supply the
network with traction power.
traction power rect~fi,er stations (DRSS), which convert the applied AC three-
phase electricity from the public grid into the required nominal voltage of the
contact line network for direct current railways and supply this to the contact
line installation,
decentralised rotating converter :;.'.ations (DRCS) in which the three-phase energy
of the AC 50 Hz public grid is converted with the aid of rotating machines into
AC 16,7 Hz single-phase energy for the traction network and supplied to the
contact line network after conversion to the corresponding nominal values,
decentralised static converter stations (DSCS), which have the same function
as the DRCS but by means of electronic power components instar.cl of rotating
machines,
switching posts (SP), also switching centres and coupling posts (CP) have the
task of receiving the electrical energy from other substations ,vith characteristics
according to the supply systcttt and feeding the contact line network or intercoll-
36 - - - - - - - - 1 Traction power supply _systems
SS"B"
Coupling post Coupling post
Feeding sections
Feeding sections
necting different sections of contact lines and switching these sections on or off.
Figure 1.4 shows an example of power distribution by a substation in a mainline trac-
tion. Their function is to secure the supply of electrical energy to all trains passing
through the substation supply section. The substation supply section, also known as
the feeding section, designates the total of all contact line sections supplied by a sub-
station in regular operation mode.
A neutral section is a section of contact line which isolates adjacent feeding sections in
such a way that they cannot be bridged by the pantographs of electric traction units.
Some traction operators, create neutral section units with a coupling post (CP). CP
use circuit breakers to facilitate longitudinal and cross-coupling of contact line sections
to reduce voltage drops and losses in the contact line network. In overhead contact
line networks, CP and switching posts (SP) connect substation supply sections during
normal operations. This facilitates a secured return of the generated braking energy in
systems designed for this operational mode.
Switching sections and cirwit groups within the substation supply sections can be
electrically separated by air insulated oYerlaps or section insulators, which are bridged
by disconnectors during normal operation and may be bridged by the pantographs of
the traction vehicles.
Rectifier substation
from
public grid lo contact line
(two feeders)
pp ,JPP
a 50 Hz three-phase generator of the same power. Practical values lie around 4,5. The
largest 16,7 Hz single-phase generator with a nominal power of 187,5 MVA therefore
corresponds in size to an 850 MVA generator of the 50 Hz three-phase public grid.
If 16,7 Hz single-phase generators are driven by motors supplied from the 50 Hz three-
phase network, this type of machine combination is designated in the traction power
supply as a rotating converter. Regarding the frequency ratio of 50 Hz to 16, 7 Hz,
elastic and rigid converter are discerned.
Elastic converters are also designated as asynchronous-synchronous converters.
By using a variable-frequency and, thereby, revolution-variable drive of the single-phase
generator driven by an asychronous motor, it is possible to use elastic converters in
parallel operation with traction pmver plants. Elastic converters are used to cover load
peaks in centrally supplied networks of the DB. The power of elastic converters lies
between 10,7 and 50 MVA.
Rigid converters are synchronous-synchronous converters. In DB's decentralised net-
work section, the single-phase power with a frequency of 16,7 Hz is generated in decen-
tralised rotating converter stations (DRCS) with the aid of synchronous-synchronous
converters, their nominal power being 10 l\lIVA.
Two kinds of lG,7 Hz single-phase power supply have evolved in Europe. The central
traction power supply (s<~e F'igure 1.6) has existed in Germany, Austria, Switzerland
since 1913 and later in Norwav and can he characterised by:
Power genc~ration using IG,7 Hz single-phase generators iw,1allecl in l1ydrodec-tric,
t,IH!rtlli\l il!HI 1111dc,,11 p(Jwer plants n11d drin'n by wa.t.<'r 01 st<',1111 tu1hirws Tliis
1.2 Traction p9_wcr_:9.1_1pply _net.works _______ ------ - ------- ____________________ 39
___::_::__
3-50 Hz 110 kV
Synchronous
generator
Synchronous
motor
(LI)
1.2 Traction powersupply netwmks .. ----- -------- --- 41
L1
L2
L3
[23
a)
r;i SS1 CJ SS2
q SS3
Contact line
Track
L1
L2
L3
t:J 6 [;:d
b)
q SS1
H
qss2
H c~ SS3
Contact line
Track
With short-circuit power varying between 700 MVA and 3000 MVA in the 110 kV three-
phase network and powers of the traction power substations up to 40 MVA, high values
of voltage unballance are to be expected. Voltage unballance leads to a reduction in the
life of three-phase asynchronous motors running on three-phase current. To minimise
the unfavourable effects of voltage unballance, permissible limits of uu are specified.
According to EN 60034-1, three-phase motors may only be operated in a power supply
system where the voltage unballance may not exceed 1 % continuously or 1,5 % for
only a few minutes. To comply with these stringent requirements, it is necessary to
limit or compensate the unballances [1.5].
In practice, the single-phase power is usually connected in a cvdically ehauged manner
with the three-phase net,vork, as can be seen in Figme 1.8 undr.r b). However, this type
of feeding leads to a compromise in the single-phase rwtwork with regard Lo optimum
operation, which would he the case for thr comwction shown in Figtm! 1.8 a). Phase
separations arc necessa.ry which allow fo<~ding, to the~ cont.ad, lines frnm ot1<'. sidr only. At
42 1 Traction power supply systems
Overhead
300A 100A
contact line U = Un 200A - - ':-,. ,..
I I I
100AQl4008 j100A
;JJO
25 kV
Track AT1 AT2 AT3 j TU ,
AT4- 50 kV
!200A l200A 200A 1100A 25 kV
I I 100A I '
Negative feeder U = - Un - - 200A - - 100A
phase separations, the applied voltages have a phase shift of 120. The voltage difference
at the phase separation is v3 25 kV :=:::: 43,3 kV. Higher voltage drops result in the
overhead line network and create unfavourable conditions for electrically regenerating
traction units. Feeding as shown in Figure 1.8 b) is preferred for use by SNCF, who have
approximately 8237 km (1999) of traction line electrified with AC 50 Hz single-phase.
This type of feeding is also used on the high-speed line Madrid-Seville [1.6]. On this
line, the transformers of the individual substations are connected by a 60 connection
in such a way that the voltage differences at the phase separations correspond with the
nominal voltage of 25 kV [1.7]. ,
In Russia, where over 21500 km (1999) of track are electrified with single phase. AC
25 kV 50 Hz, transformer connections are used, to partially correct for symmetry
(see Figure 1.8 c) and d) ). Phase separations are also necessary, however, they can
be installed in the vicinity of the substations. The parallel operation which can be
implemented as shown in Figure 1.8 d) yields high compensating currents in certain
conditions.
To improve transmission properties, the 2x25 kV system is used for high-performance
traffic in France, Japan and Russia on single phase AC 25 kV 50 Hz railways. This
type of feeding is characterised by additional auto-transformers and a return line at a
potential of 25 kV. This return line is often designated as a negative feeder. For this
reason, twin-pole switch gear is required in the overhead line network. The basic design
of this type of feeding can be seen in Figure 1.9.
The line is supplied by a transformer with a centre tap. The centre tap is connected
to the rails. The voltages between the negative feeder and the rails and between the
overhead contact line and the rails are both 25 kV. The potential difference between
the overhead contact line and the negative feeder is up to 50 kV.
The transmission of power between the substation and the auto-transformer preceding
the section on which the traction unit is collecting electric power fr9m the contact line
occurs as in a twin-pole 50 kV line. The low currents involved with this transmission of
power result in lower voltage drops in the overhead contact line network. In the section
between the substation and auto-transformer, the current flowing in the rails is low
due to the a.lmost 180 phase shift in the equally large currents in the overhead contact
line and the uegative feeder. The interference with adjacent lines is tlwrefore very low.
In tlw S<\ctioll hetw<~cu two a.11(,0-transformers, the traction nnits are foci from both
ends, the rails S<T,illg as rd.urn cOJI(ltt('tors in the custornan 1n,rn1HT. Tlw interference
/
43
with adjacent lines is therefore also lower than in single-ended feeding without auto-
transfor111crs.
In principle, this type of feeding can be used with an n-fold nominal voltage, e.g.
3x25 kV. In this case, the transmission of power to the auto-transformers, between
which the power consuming traction unit is located, would be performed with a voltage
of 75 kV. It should be noted that this feeding principle can be used for all single-phase
AC systems regardless of their nominal frequencies. Electrification of DB's Prenzlau to
Stralsund line carried out by AC 30/15 kV forms an example [1.8]. The requirements on
the design of the insulation increase in systems with n Un. For example, the larger air
gaps necessary between parts with multiple nominal voltage differences must be taken
into account in the overhead contact line installations. The necessary twin-pole design
of switch-gear in the overhead contact line network is a further general disadvantage
of feeding systems with multiple nominal voltages.
110 kV /16,7 Hz
Line 2
CL Line 1
CL Line 2 I I I
I I I
I I I
I I I
I I I I I I
of the DB allows for an optimum import of energy and contributes to a high supply
reliability in electric traction transport. Because it is operated as a resonant-earthed
system, 12 arc suppression coils of 100 A each compensate for the line capacitancies.
A part of the 110 kV overhead line runs beside the main lines of the DB to supply the
individual substations, which are designed as node-type substations with double bus
bars or as simple block-type substations (see clause 1.3.3). An example of a contact line
supply of this kind is shown in Figure 1.10.
Suntc/1,1:ng substalior1,s without transformers are used to connect and branch the 110 kV
electrical traction lines.
Swdching posts connect the overhead contact lines and feeders of several railway lines
and supply overhead contact line sections fed from one end with 15 kV power.
Co'u,pl'ing posts connect two feeding sections and are used especially in cases of long
distances between substations or long sections fed from one end to guarantee the correct
functioning of protection.
The substation design hand book maintained by the DB, forms the hub for planning and
errection of the different typs of substations. The standarized interfaces specified there
enable using of and continuous development of functionally equivalent equipment of
various manufactures. It consists of numerous design documents and circuit diagrams,
on the basis of which all standard substations are planned and constructed.
Standard substations of the first generation still contain pneumatically operated cir-
cuit breakers, control, signalling and protection technology with mostly mechanical
relays. The 15 kV vac'U'Um circuit breakers introduced at the beginning of the eighties,
electronic information processing and protection systems fostered the transition to the
second generation of standard switching substations described below. These are typified
by a significant reduction in equipment size, installation and maintenance efforts [1.10].
DB's directive 955 includes standard specifications for the design of the 110 kV system,
based on operational requirements. The main features are:
110 kV equipment with double bus bars, two longitudinal isolations and a cou-
pling,
110 kV equipment with single bus bars and two longitudinal isolations and
110 kV equipment in block operation for block-type substations.
Each substation consists of several branches e.g. traction power lines, transformer
and longitudinal isolation branches or block branches, which are chosen according to
the local requirements from numerous standard branch types. A typical general C'tTc'uit
diagram of a block-type substation is shown in Figure 1.11 and the associated plan view
in Figure 1.12. Whereas substations with single or double bus bars in transformer and
traction overhead line branches are equipped with circuit breakers, the block substation
of the DB has no circuit breakers in the traction overhead line outlets.
Substations simplified in this way are used as intermediate substatious between fully
equipped node-type substations whose circuit breakers in the overhead power line
branches switch off faulty ovcrlwacl power lines including those in the vicinity of block-
type substations.
Standanl specifications for the electrical, mechanical and geometrical design apply
for circuit breakers and disconttcctors, instrument transform(~rs and earthing coils, and
ctcl1icvc 1natching and interchattg<'ablity of equivalent typ(~s of equipment from different
111a11 ufact. urcrs.
Iu the substations witlt and without tn-rnsfonners, the i11divid11cd svstc'Itl circuits of
th<' iuc01lli11g m (~rh('ad po\\'<'! li1tl'S are cm1necU\d bv the phase cond11ctorc; Ll and L3
1 Tract.~on12_()wer supply systems
E1 E2 E3
-011
@ -oo@
-OO[i]- [iJ-
-T1 f -T1 f
-09
I @- -09@-
I
-T10 -T10
I I
I
-08
and standard conductering ACSR 300/50, single or bundled conductors, via overhead
power line branches, with the bus bars, Al/St 300/50 or Al/St 1045/45 (see Figure
1.12). The cables of the overhead power line are anchored to section supports or over-
head power line end supports with vertical suspension. They are then connected to
the line disconnector (Q9) designed as double-pole rotary disconnector with attached
earthers (QS) (Figure 1.11), which are driven by the fused DC 60 V. voltage as are all
diconnectors in standard switching substations of the second generation.
The twin-pole circuit breakers (Q0) contain SF6 as a quenching gas and an electrically
powered spring or pneumatic drive for actuation. Single-pole, oil-filled combination
instrument transformers (T5) are used to measure currents and voltages.
15 MVA single-phase oil transformers in mobile design for outdoor installation with
ONAN cooling are used as power transformers (Figure 1.12). A peculiarity of these
power transformers are special lift limiting devices. They prevent the loosening of the
windings due to the approx. 150 short-circuits per year [1.4]. The transformers are
insulated against earth and earthed by tank leakage protection tro:nsformers. They are
also equipped with current transformers (Tl).
The bus bar disconnectors (QI, Q2) are used in substations with double~ bus bars to
change between bus bars. The longitudinal bus bar disconrwctors (Qll, Q21, Q12,
Q22) are connected to one or two attached earth electrodes (Q15-Q17, Q25-Q27). The
bus ha,r disconnectors (Qll) with attached rartbers (Ql5. Q!G) wrnilcl allmv l'rc~cling of
1.3 16,7 Hz traction power supply of the German Railway (DB) 47
\
\
\
\
\
\
Transformer 2
B- -
the transformer from the other respective circuit if the line partially failed. The pole
arrangement of the disconnectors depends on the system design successively with pole
centre distances of 2800 mm or 3000 mm, adjacently opening in the opposite directions
with pole distances of 1400 mm or adjacently opening in the same directions with pole
distances of 2000 mm or 3000 mm.
Because the 110 kV network of the German Railway is operated in resonant-earthed
condition, arc suppression coils with integrated neutral point are installed at selected
substations. The arc suppression coils are designed as solid core coils with step switches
or, for frequency control, as plunger coils with an inductive current of 10 A to 100 A. For
telecommunications via traction overhead power lines, carrier frequency tra11smission
devices (PLCT) with chokes and coupling capacitors are used in various substations.
The mesh earth electrodes used consist of tinned copper conductors with a cross section
of 9S rnni'2. They are connected by loops with all steel components and with hall type
ca.rthing studs. The lightning protection rods attached to the lighting masts and the
earth wires above the traction overhead power line branches and bus bars protect
against lightning.
48 1 Traction power supply systems
-00 i @~
-F1
-Q15t-{
-F2 -F1 t-1
-Tl
-R1
-08 ~ 9
-TS
-TS 9
'
I
J' J' J
' ''
I I
n n I
''
Transformer branch Overhead contact Longitudinal disconnecting Test branch
line branch and metering
-F1
-T1
-Ost{ -TS 9
-Ost{
I
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'
I
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I
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n n
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'' : '' :
I
n n
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I
In the medium voltage range, the standard indoor equipment consist mainly of the
following configurations:
15 kV installations with one operating and one test bus bar and two longitudinal
isolations,
15 kV installations with one operating and one test bus bar or
15 kV installations with one operating bus bar.
The first variant shown in Figure 1.13 represents the usual case for substations and
switching posts.
Due to the parallel connection of the overhead contact lines of a twin-track line, each
feeding direction and the station in the vicinity of the substation are usually each
supplied by only one overhead contact line branch_ The type of installation depicted in
Figure 1.13 therefore contains three overhead contact line branches and the usual two
transformer branches of a substation.
1.3 16,7 Hz traction power supply of the German Railway (DB) 49
Earthin devices TC
N
I
0
LC) <(
0
<(
()
[/)
>
0
-'.
en
co o3 OJ 2 4 6 8
t: >< 0
OJ 0
N i:.0
!::: 0
()
3 5 7
Protection
Figure 1.14: Arrangement of the medium voltage and secondary technology in type
KS substations or switching posts.
'I"-"::-;..,..,..,...,.,._ _ _ _ ._._
(
1 - - - - - --,
1 Stand-by I Isolating Public power input
: generat- : transfor-
0'2Q. SE:! __ : '-m_e_r~~
i- ;--====]____ 7
Panel 1 Panel2 1 Panel 3 1
DC60V 1 1
AC 230/400 V 50 Hz , AC 230V / 50 Hz
: I L- -----r------~
rj___ :_7
Rectifie Rectifie Counter- Battery Battery 1 Inverter 1
I I
cell unit hall hall I I I
2 1 2 I
L _____
I
....1
I
I
I
r ______ j _______ 7
- Lighting - Protection 1-PLCT I
- Power sockets -SCADA :-EMS :
- Heating - Equipment drives I I
L--------------J
Sliding-type dis connectors are used as the longitudinal dis connectors (Qll, Q 12, Q61.
Q62) and switch-disconnectors as test disconnectors (Q6). The OBB disconnectors
(Ql) are suitable for a nominal current of 1600 A. The earthing disconnectors (Q8) are
suitable for closing on to a short circuit.
Resin encapsulated current transformers (Tl) with a nominal voltage of 24 kV are
used in transformer, overhead contact line and feeder line branches. They transform
the corresponding currents for protection and meatering. To measure the framework
current, the total current of the transformer and the earth current of the mesh earth
electrode, low-voltage transformers with pressed resin insulation are usecL These are
located in the neutral bar cubicle of the substation (Figures 1.19 and 1.20). Thereby,
certain disturbed conditions, as a short circuit between bus bar and structures, can
be detected more rapidly. 50 VA voltage transformers (T5) are used in coupling posts
and in switching posts with single bus bars for the overhead contact line branches and
for measuring, longitudinal isolation and test branches. With their output signals the
overhead contact line and bus bar voltages can be monitored. High-voltage fuses (fl)
are installed upstream of the voltage transformers. To limit the current during overhead
contact line testing, a high-voltage resistor Rl is installed in the test bra.nch, which is
protected by high-voltage fuses (Fl, F2) with tripping signals.
The principle of tlw a:11,:rilia:rzes power supply (Figure 1.15) for substations and s,,itching
posts of the DB, is the scpara,tion of the supplied equipment into two or three groups
according to their importance in maintaining the functional capabilities or the switching
equipment and thereby electric: traction operation. The first group consists of eq11ipment
which can be foregone for brirf periods, e.g. if the local maius fail and is supplied
from an isolating transfonu<'r all(! AC distribution 230/400 V :j() I-L, (pand 1). This
includes lighting, tlw pow<'r sock<'ts (poit1ts) and lwating. Tll<' s<~rnnd grrn1p iwl11des
1.3 16,7 Hz traction power supply of the German Railway (DB) 51
continuously required equipment such as protection, SCA.DA and the equipment drives
are supplied through rectifiers, a buffering battery and the counter cell unit by the DC
distribution DC 60 V. Since 1996 rectifier control and battery monitoring has been
performed by a control cubicle.
If it is necessary to supply continuously operating equipment such as transmission de-
vice carrier frequency modulators PLCT or disconnect.ors and electric signals of emer-
gency neutral sect.ion (ENS) with a nominal voltage of 230 \. This is then conducted
by an additional AC 230 V /50 Hz distribution panel (panel 3). The fail-safe voltage
for panel 3 is provided by DC/ AC inverters that are supplied with DC 60 V from the
fail-safe voltage of panel 2.
A special case is the auxiliaries supply at coupling posts, where. the 15 kV voltage of the
overhead contact line is transformed to the required voltage by auxiliaries transformers
and the battery is charged by separate recitifiers.
The isolating transformers rated from 10 to 40 k VA depending on the substation size
and the circuit group DYN take care of the protections and interference-related isolation
from the local AC 50 Hz network. The rectifiers, of which the second is only connected
when the first fails, supply the two separately fused 60 \. battery halves designed for
a five-hour emergency power supply.
Panel 1 has a connection for an additional stand-by generation unit, which should be
available in due time if the local network failed for more than five hours.
1.3.3.5 Protection
As the only type of protection, coupling posts receive overhead contact line protection.
In switching posts, the general protection is supplemented. Block substations have ad-
ditional transformer protection. All other substations are equipped as shown in Figure
1.16 with general protection, overhead contact line, transformer and traction power
line protection. In substations without transformers, only the overhead power line pro-
tection is used.
The general protection is equipped with three protective functions:
The bus bar protection for switching posts and substations 1 which is triggered im-
mediately on short-circuit current in the frame work of the 15 kV installation and
the frame work current transformer with of more than approx. 0,5 kA, switches
off all 15 kV circuit breakers by the main or reserve actuator and, in substations,
also the 110 kV circuit breakers.
Cfrc'IJ,zt br-eaker monitoring, which is triggered by the Off" command for the
circuit breakers of the overhead contact line or overhead traction power line prn-
f;e.ctzon and leads to switching off the circuit breakPrs initially triggered but not
tripped within a pre-set time.
Total c111Tent rnon:itorin_q, which switches off all lS k\. circuit breakers when the
c111T<~ILt measured by the total current trausfornwr (~xcceds an ad_justable value
dming a specified period.
Th<' g()tWral protectioIL device thereby provides important backup protection.
For 01 11:rluwl zu1w1T line vrntcdi.cm, a static proL<'ctio11 l!llit is installed in the second
1 Traction power supply systems
11 O kV overhead
power network
General Transformer
protection protection
generation standard for 16,7 Hz substations and, in the installations constructed since
1993, a digital protection unit is used. This protection unit is equipped with several time
and direction distance steps, polygonal triggering zones, directional detection with high
sensitivity, rapid activation for switching short-circuited lines, fault localisation, earth
contact relays and automatic re-closing. The exchange of information with the power
system control is possible through a serial optical glass fibre interface. To detect network
faults, the impedance of the circuit is measured. If a network fault impedance was
recorded an angular measurement would be made to determine the direction of energy
flow during the short-circuit. Depending on the fault impedance and the measured angle
and if the low impedance exists in both conductor-earth loops, the activation command
is issued to the circuit breakers through a series of timer elements. A.n analogue transient
earth fault relay, used to measure earth short-circuits issues a transient earth-fault
signal with the direction and the permanent earth short-circuit at the binary outputs
of the protection relays. In case of a single phase earth fault, the overhead power line
and therefore, the supplied substations can continue to operate over a limited period
of time (approx. 2 hours).
Transformer protection, a static protection unit, is installed in standard second gen-
eration substations and, since 1995, digital protection units have also been installed.
The static protection unit is equipped with high curren~. time protection for the high-
voltage and low-voltage sides, tank protection which measures the fault current in the
tank protection transformer and an activation signal multiplexer for the Buchholz pro-
tector and the stepping switch of the main tra.nsformeL Because block-type substations
ax<\ not equipped with overhead power li1w protection, additional imp<!da11ce prntection
1.3 16,7 Hz tractio11 power supply of the German Railway (DB) 53
is used in their transformer protection relays. The digital transformer protection unit
also incorporates differential protection, and thermal overload protection and the above
mentioned facilities for storing activation data. A detailed description of the overhead
contact line protection is contained in clause 11.3.
In node-type substations, central protection data units are used to store and transfer
the data of all digital protection relays.
The supervisory control and data aquisition system (SCADA) is a central system for
the control, automation, information processing and transfer, which conforms with the
traction-specific requirements of the standard AC 15 kV 16,7 Hz switching equipment.
It was used in the middle of the 1970s as a recording and registering system and has
been developed since then to a multifunctional substation control centre with data
display technology. Its connection to a rail network, i.e. to the 15 kV or 110 kV in-
stallations, the auxiliaries power distribution and to the protection system is made by
specially laid cables with a flexible, tinned screen, earthed at both ends with respect
to electromagnetic compatibility (EMC). All switching equipment and current trans-
formers are directly connected and no additional panels or electrical cubicles are used
in the 15 kV or 110 kV installations.
The SCADA consists of the following functional parts:
Local control,
Automation components,
Signal and measured value processing,
Digital meter monitoring and processing (DMM),
Remote control system,
Interlocking and
Implementation.
Local control was used until 1993 in the form of push buttons on the front panel of the
control cubicles. The unit required two-handed operation and was equipped with LED
service signals. The data display technology used subsequently, employs a TFT monitor
with full graphics in window technology. The switching equipment and the desired
switching states are selected in a one-handed operation. The necessary two-handed
control for the subsequent command output is ensured by an additional keyboard. The
equipment is displayed in defined colours blinking when changes in the state have been
selected.
Numerous additional functions such as securing, locking, storing, acknowledging, adop-
tion of responsibility, the fault reporting list, the operational reporting journal, general
inquires, parameter adjustment facilities allow the dialogue between the operator and
the SCADA.
The follmving autornatwn components secure the automatic operation of the 11nm,urned
substations and reduce the work of the operating personnel:
Automatic overhead coittact line testing (ACLT),
- Auto111at.ic overhead contact !in<' r<\crS<! polarity testing (ACLTTT),
54 1 Traction power supply systems
The autornatic synchronising device (ASD) verifies the synchronising conditions before
enabling the on command for the circuit breakers. These include the phase synchro-
nization and equal amplitude, taking account of permissible voltage differences caused
by different line loads and possible by-pass conditions if voltage is lost at one side.
The signal and measured value processing includes the acquisition and preparation of
all standardised operating signals (OS), such as circuit breaker position and disturbance
signals, the branch currents, bus bar and test voltages, reactive and effective power,
which are necessary for the operation and fault analysis of an unmanned substation.
The acquisition of measured values is performed by measuring transformers. Measured
value processing includes extensive adjustment facilities for cyclic and dialed measured
values, limits, thresholds and windows to compensate measured value fluctuations. It
also includes an algorithm to determine the interfering currents of overhead contact
line branches and digital metering monitoring.
In the western part of the German Railway, all substations, converter stations and
power plants have been equipped with a separate digital metering value transfer. In
addition to the metering impulses, they transfer the position signals of the 110 kV bus
bar disconnectors and circuit breakers provided by the information processing system
as so-called channel signals, through a separate remote control connection to the power
network control centre at Frankfurt/M.
Because the general technology is no longer capable of extension, installations con-
structed since 1994 have been equipped with digital metering, value monitoring and
pre-processing integrated into the information processing system. This monitors and
processes the impulses coming from the effective and reactive power meters according
to an algorithm which can be adjusted according to time and values and transfers meter
values for the remote control module of the information processing system at transfer
intervals of several minutes. The intelligent remote control system, also integrated in
the information processing system, will be described in conjunction with the power
system control under clause 1.3.4.3.
The interlocking is computer based and software controlled. The circuit breaker and
disconnector positions have multi-signal monitoring and in this case use double signals
for the associated fault position monitoring.
To avoid interlocking errors, the number of simultaneously controllable types of switch-
ing equipment are restricted to one per branch. Disconnect.ors and switches for 110 kV
with attached earth electrodes are also interlocked with each other by hardware.
Older SCADAs are equipped with relay implernentahon of signals and commands from
loca.l and remote controls. The automation components at the GO V voltage level, the
signal inputs and two-pole command outputs, arc located directly 011 the computer
circuit boards since the introduction of data display c-outrnl and a,n) c,:-1rried out by as-
sociated relays or optical couplers with the necessary insulation resistance. To increase
the availability, redundant, nmltiple computer systC'ms arc used in the iuformation
processing, system. They are equipped with the associated local control, nm1ote control
and servic<' int<Tfaces. Special c\rnphasis is pla.c-<'.d 011 use1-friendly para.meter acljust-
rne11t faciliti<)S aud fault analysis and 011 a rapid 111< ,ws of t<'placing defocLive elements.
1
~---
56 1 Traction power supply systems
The power system control of the German Railway encompasses the total of all technical
equipment used for the operation of the traction power and overhead contact line
networks, the snb.stations, converter stations and power plants. Its design and principle
functions closely related with traction power feeding by overhead contact lines.
In the past, the task of the control sy:;tem was almost exclusively the control of 15 kV
overhead contact line dis connectors and 15 kV and 110 kV dis connectors and cirrnit
breakers in substations. These were controlled by manned local operating facilities,
such as interlockings and control centers, using relay based control, control discrepancy
switches, mosaic panels etc.
The increasing requirements for safe and economic operation and the introduction of
unmanned substations extended the tasks of the control system significantly. Due to the
greater distances between the control system and the switching equipment, the tenn
remote control technology was coined. This increasingly achieved a central cha.racter
and today encompasses the entire network of the German Railway.
Remote control also includes telephony, because communication remains necessary be-
tween the maintenance personnel or switching requesters and the switchmasters of-
ten hundreds of kilometres apart. The operating facilties are therefore equipped with
railway-owned telephones and intercom connections. In particularly important instal-
lations such as substations and switching posts they are connected with the control
centres through permanent lines or dialing connections.
The operation of unmanned installations also requires more extensive information on
the state of the switch gear, protection and auxiliary equipment. This is partirnlarly
so in the case of a fault where purposeful plain language recording allows the supervi-
sory personnel to analyse the situation and initiate the correct actions to localise the
fault, substitute the feed and eliminate the fault without long interruptions to railway
operations. The necessary installations for this process of internal system signc1 ls, also
increases the volume of information on the high level network power system. rnntrnl.
Additionally, recording and transmitting of measured data are necessary. To cnoid ex-
cessive transfer and processing work, more and more information is pre-1noccssed at
the lower level and the procedures are automated.
With automatically running subroutines, using macros with command scqucnr,s, e.g.
to swi:,ch off particular sections of lines, switchmasters can be relieved of \\"01 k. Re-
rnote diagnosis takes on a special significance, enabling fast fault analysis In ltiglily
specialised, centrally located personnel.
The quantity of information and the rapid control of the rnnning prnccss('S rcqllire
suitable transfer media to ensure data transfer at high speed. The 'i.n.te_1rm.lcd 11d:wmk
(IN) and CIR-NET (Computer int('grated railroading net) of tlw 1Jernwn Haihrn,v are
increasingly adopting optical fibre tcd111ology to achieve transfer rates of lip to (i-l k8d.
Tlw control structun\ of the power syste111 is depicted in Figure L 17 Th<' 111.(1,ster
conlnJl centres (!VICC) S<'l\'(' for controlling and signalling of the I G k \ ('([ltipttwnt.
In lrn,nsm:1,:;sum cont.ml u:nlres (TC'C) and ndwor/,: wm:,r1.an.d 1:1:nlr<' ( NCC) o!ll_y the
58 1 Traction power supply systems
IN
LCU RCM
station
Figure 1.17: Schematic
diagram of DB's power
system control (abbrevi-
ations, see text and Ap-
~ ~
pendix 2).
SCADA RCM/LCU SCADA
110 kV control and signalling transfer is processed. The basic principle and functions
of the most important components are explained below.
control function was also centralised in the course of the introduction of central inter-
locking and fitted with modern data display technology. Tlw remaining remote control
modules in the lllllll,t11ned installations are connected for this purpose by a remote
control sub-centre function.
The RCM converts the signals into frequency-modulated, digital telegrams that are
transferred to the general control systern, usually in half-duplex by AC telegraphy
(ACT) in regular operation with regular inquiry cycles, known as polling.
Up to 30 substations call be included in one remote control line, that communicates
within one transmission and reception module in the master control centre. The RCM
of larger railway stations are operated in end-to-end mode because of their significance.
Modern installations are connected by the gateway substation ( GWS) necessary for
IN communications and the CIR-NET. Transmissions are carried out as necessary, i.e.
in spontaneous operation, with regular verification telegrams. The RCM adds also the
real time and fault position to the telegram.
The remote control modules of the supervisory control and data aqui.sition (SCADA)
are permanently integrated components of these systems. The design and interaction
of the SCADA with the individual components of the standardised substation and the
overhead contact line are described in clause 1.3.3.6.
The mechanical loading line exerted by the pantograph on the overhead contact, its
proximity to railway traffic, heavy electric load fluctuations by starting trains etc. makes
unplanned events considerably more frequent in comparison with the transmission lines
of public utilities. The resulting protection activation can cause interrnptions to railway
operation.
Consequently, special requirements must be put on the rernote control system as part
of SCADA to a.void a confusing rush of signals and to allow rapid, efficient evaluation
of the information.
The fault analysis is significantly simplified by linking all information of an event in a
telegram with flexible length and its presentation in just one line in the record. This
information comprises the protection activation criteria. the switch failure signals, the
real time which could become a determining critr.rion, the cirrnit breaker S\\'itching
period. A DCF 77 radio clock is used for tirne synch:ronisatum.
The transmission of information is carried out with priorities. Protectiou activation
signals have precedence, e.g. before measured values. Th<' extensive addit,ional infor-
mation provided by digital protection equipment can he transmitted by seri;-1I trans-
mission to tlw substation information processing ccntr<' at times of lower data transfer
volumes. Us<:less information such as spmious signals ca11scd h_v relay contact. bounce is
suppressed aud replaced by a fault signal. In adclitiun. tl1<1 rn111p11Ur syst.e1t1 rucmitors
every signal point. for repeated signals. An echo filter is (~rnploycd
The cot11wc-! io11 of tlw substation information prnccssing Lo t.he 111.askr c:011./10! centres
is usuall\ mad(' i11 end-to-cud 111od(' Ii, the polling syst<'lll alld Lil(' d11pl<ix operation.
Newer it1stallatio11s an' co1111<'c( <~d with spo11L,Ul<'rn1s op<'Pl! ioll ,-in ,Ill ext.<~! 11al or inte-
60 1 Traction power supply systems
Cologne, Lehrte and NiirnlJerg. A MCC contains remote control nodes, the process
computer system, three contrnl desks with G screens each and a service desk for the
data and input simulation.
In comparison to the control techniques described above, the complete MCC solu-
tion has many additional functions which support economic operation with a very
large quantity of switch gear. This includes an appropriate visualisation, automatic
image displays, measured value statistics, switching programs, sirnulation, automatic
short-circuit localisation, data archiving and recordings for short-circuits, interferring
overhead contact line currents and control actions. The MCC also contains the remote
control substation for the exchange of 110 kV-related information with the general
control level. If this connection failed, the MCC would also serve as the fallback level.
For the operation of the network at the 110 kV voltage level, the electrified network
of the German Railway was divided into the four transmission control centres (TCC)
Lehrte, Munich, Cologne and Dresden. The transfer of information is made through
the 110 kV substation as a part of the MCC information volume or directly through
transformers on the low system control level.
The network command centre (NCC) at Frankfurt occupies the highest place in the
hierarchy of the power system control of the German Railway. It controls the 'U,Se of
power from railway owned and external producers of 16,7 Hz energy by optimised en-
ergy import, the distribution of energy through substations and the e:r;change of energy
with the interconnected grid partners, Austrian Railway and Swiss Federal Railway.
For this, the meter values and circuit breaker position signals of the power plants are
transferred every minute and those of the substations every five minutes to Frnnkfurt/M
[1.13]. After reconstruction, the NCC will perform the tasks of the TCC as \\ell. The
latter will then serve only as data concentrators and back-up level.
a) c)
~
ie ie ie
L'IL/ 2 _1= 25 x-/3 43,3 kV L'IL/2 ,_ 1,= 25 x-/3 = 43,3 kV L'IL/ 2 _1,= 25 kV
Variant 1. Variant 2: Variant 3:
120 connection, 120 connection, 60 connection, pointer
all pointer peaks all pointer basis peaks and basis are
are earthed are earthed alternatively earthed
d)
SS1 SS3' SS2 SS1' SS3 SS2'
L1
L2
L3 ci [j ci [j
pHq p H H CJH[7 /
//
/'. p contact line
track
buildings of the signal service. The traction power supply of the line is prudded by
twelve AC 25 kV 50 Hz substations which are fed by the preceding AC 220 kV and
132 kV three-phase installations from the Spanish public grid. The primary connec-
tion of the AC 25 kV 50 Hz substations to the three-phase network was made to take
advantage of the highest possible symmetry of the load on the AC circuits.
As shown in Figure 1.18 a, for substations with cyclic connection, three voltages, result
at the secondary side of the substations 881, S82 and S83, which are electrically offset
by 120 respectively. If the pointer bases are earthed instead of the pointer peaks,
Figure 1.18 b results for SSl ', S82' and S83'.
\
If SSl and S82 were adjacent substations, a voltage difference of ;\[}2 _ 1 25 v'3 kV~
43,3 kV would be applied to the phase separation section. Because this voltage can reach \
the substations through damaged switches or on an unintentional phase short-circuit,
the medium-voltage installations in other AC 25 kV /,50 Hz lines had to be rated for
the increased insulation value. Due to the limited procurement facilities for switching
equipment, they were usually designed as open air switching equi 1)ment for 72.5 kV.
For the Madrid-Seville line, the two 120 switching variants \Yere combined. This re-
sulted in 60 switching and the connection of the substations as shown in Figure 1.18 c
and cl. This enables design of the 25 kV part of the substation according to the 36 kV
voltage level.
In contrast, with 120 connection, rating to the 52 kV voltage series would h1:we been
necessary because the voltage existing at the phase separation sections during a phase
short-circuit of around 43,3 kV would be applied in the substations. The necessary
phase separation sections are located between the substations. The chosen technical
solutions for the line supply and connection allow equipping, of the substations with
n1ore <'CO!lntnical and standardised components_
J.4 AC 25 kV ~O I:0trc~ction powers1~'l~)f_Jl"-y_o_f_t_h_e_M_,_1c_lr_ic_l-_S_e_v_il_l_e_,_lir_1c_~_ _ _ _ _ _ _ _ _ ___c::6::::3
220 kV 50 Hz = l) 1 D 2 =03
~J
I
0-
I 0-
I 6
0-
er-+
0- 6 6
longitudinal isolation
0- 1-
I
I
I
0-1 _j
feeding 1 f reeding 2
. I . II . I . I . I . I . I
'--r-'1
I
---1
I
I
0- I
I
I
J 7 0-
J3 =J1: J2 =J4
-=---,J,rr-=-~-====,-=,,:-==-=~~=;=~----""=---~====088
2_!?_1'"'Z ;iQRt .
l\~r,
CJ
==""llr---'-+---,6--~----+-1---1-~---+-~6~--~---1--TBB
~J h ~ J = ~ J 6
0-
Figure 1.19: General circuit diagram for the substations of the Madrid-Seville line.
lightning protection
rod
input isolator
voltage transformer
bus bar
0
0
0
a:;
-sj"
transport route
current transformer
main transformer
Figure 1.20: Plan view for the substations of the Madrid-Seville line.
auxiliary power.
The protection design includes the overhead contact line, the transformer and the
general protection in the same way as at the block-type substations of the DB. As
selectivity problems are unexpected because of the single-ended feeding, it is possible
to waive distance protection as a part of the overhead contact line protection. The
control design is based on substation control and protection system, technology of the
DB without data displays. Automatic overhead contact line testing and automatic
return voltage testing are included as automation components.
AC 15~ kV
Figure 1.21: Line supply and traction station supply for the Ankaray underground traction
system.
installed traction power lies around 1,2 MW per one km of line. The power supply
system is explained below.
The urban energy supply provides electrical energy for the line at two feeding stations
at both ends of the line from the 154 kV network (see Figure 1.21). The transformers
154/34 kV in the transfer stations feed the 34 kV medium-voltage to supply the rec-
tifier substations. With two transformers 34/10 kV, a 10 kV medium-voltage ring is
connected to supply the railway stations.
The four 2,5 lVIW rect~fier substations each provide the 750 V direct current for the
main line. The maximum substation interval is around 2,8 km. For servicing or repairs,
the substations can be isolated from both the DC 750 V third rail and from the AC
34 kV medium-voltage system.
The open-air depot at the encl of the line is fed from a separate rectifier substation and
is isolated from the main line at the tunnel entrance by insulation in the rails and gaps
in the conductor rails. Consequently, it is possible to connect the rails to the protection
earth of the depot earthing system in the vicinity of the depot and workshop.
Th<\ rails of the main line are insulated from the tunnel earthing system to avoid strn,y
i
cu,rrents. The traction return current causes longitudinal voltages in the rails, which 'I
!
neate a rail potential and thereby a potential difference to the platform. To prevent
unacceptable contact voltages, which cannot be excluded when several vehicles start I
simultaneously, short-circw:ters were installed in every station between the rails and
the earthing system of the station. These close if unacceptably high voltages occur and
thereby protect passcugers from danger. The\ short-circuiters open after approx, lO sec,
when tJw monitoring fu11ctio11 is r<'activated.
,1
'I
I
I
NI
:,1
fl1
.... 66 1 Traction power supply systems
AC 34,5 kV
DC 750V
Figure 1.22: General circuit diagram
of a substation of the Ankaray under-
..L ground traction system .
transformer for the DC traction supply and the transformer supplying the buildings of
the neighbouring station and all necessary equipment for measurement recording.
The transformers supplying the current inverter are designed as in resin encapsulated
types and have two secondary windings which supply voltages phase-shifted by 30
degrees. A diode rectifier is connected in a three-phase bridge circuit to each secondary
winding, so that a twelve-pulse direct current results at the DC side. The protection
devices reliably and selectively detect short-circuits, by measurment of absolute current
value, current change speed (di/ dt) and surge heights. Rapid DC czrcu:it breakers with
quenching charnbers cut off the short-circuit currents on the line after being triggered
by the line protection.
1.6 References_ . 67
1. 6 References
I.I Sa.chs, K.: Die ortsfosteu Anlageu elektrischer Balmen (The fixed installations of electric
railways). Orell Fiissli Verlag, Ziirich - Leipzig, 1938.
1.2 K11111mcr, W.: Die Maschinenlehre der elektrischen Zugforderuug (A theory of machines
for electric railway traction). Verlag von Julius Springer, Berlin 1920.
1.3 Koe/;/;11i/;y;, H.; Winkler, G.; WeBnigk, K.-D.: Gruudlagen elcktrischer Betriebsvorg~inge
iu Elektroeuergiesystemen (Basic principles of electrical operation procedures within
electrical power systems). Deutscher Verlag for Grundstoffindustrie, Leipzig, 1986.
l.4 Schmidt, P.: Energieversorgung elektrischer Bahnen (Energy power supply of electric
railways). Verlag transpress, Berlin, 1988.
1. 7 Braun, E.: Connection of railway substations to the national three-phase power supply
for the Madrid-Seville high-speed line. In: Elektrische Bahnen 88(1990)5, pp. 215 to
216.
1.8 Elektrischer Betrieb bei der Deutschen Bahn im Jahre 2000 (Electric operation of Ger-
man railway in 2000). In: Elektrische Bahnen 99(2001)1/2, pp. 3 to 34.
1.9 DB: German railway directive Gbr 995: Schaltanlagen for Balrnstrom (Substations for
railway power supply), Herausgeber DB Netz AG, NGT 54, 01.05.1997
1.10 Nieka.mp, [(.: Das Unterwerk Weiterstadt, die erste Schaltanlage der Deutschen Bun-
clesbahn mit 40-kA-/16,7-Hz-Vakuumschaltern (The substation Weiterstadt, German
Railway's first substation with 40 kA 16,7 Hz vacuum circuit breakers). In: Elektrische
Balmen 82(1984)5, pp. 163 to 165.
1.11 vVit;tke, V.; Ba.uer, G.: Standardisierte Bahnstromsc:l1alt;-udagen olrne zeutrale Druck-
luftversorgung bei der Deutschen Bundesbahn (Standardised traction power substations
without central compressed air supply at German Railway). In: Elektrische Bahnen,
83(1985)8, pp. 246 to 249.
1.12 ]Vfaul, D.; Stei11e11wr, N.: Vakuum-Leistungsschaltcr 3AF fiir l3ahustromuetze hoher
Kurzschlttflleistung (Vacuum circuit breakers 3AF for traction power networks of high
short-cirrnit. power). In: Elektrische Bahnen, 82(1984)5, pp. 142 to 146.
1. 1;3 Harpred1/;, \:V.: Modcrnc Aulagcu dcr l3al111stromvcrsorguug (l'viodern installations for
traction power st1pply). In: Die Dundcshalrn, (i2(1!J8G)7, pp. 499 to 505.
68 _ _ _ _ - ....... l_':l:'raction power supply systems
2 Requirements and specifications
1:1
,;' J
i
ii;\
Iii /1
:il..
I 'l.
11',
i
I,
:i
70 ___ . 2 Requirements and specifications
To minimise wear of the contact wire and the collector strips of the pantograph, ex-
tremely high demands are made on the contact pair of the contact wire and the collector
strips of the pantograph. The design of the pantographs and overhead line must take
this into account.
If interruptions occur in the operation of the railway, pre-planning should ensure that
it is possible to travel on the neighbouring tracks. At least the electrical separation of
the contact lines of adjacent tracks and, wherever possible, the use of separate poles
for each track should be considered. The contact line should be designed so that the
periods of line closure for planned maintenance work or to repair to the contact lines
and damage of track installations are minimal.
Changes in the length of the contact lines and conductors caused by temperature
variations, which often reach the magnitude of a metre, should not impair operation.
In third rail systems, changes in the length have to be taken into account by adequately
designed and sited expansion joints.
-~----
B-Town
-------,,.,,.,,.,..'' ______ _ km/h
I
I start -+___
1 1brea-1
c_on_s_ta_n_ts-'-p_e_ed_--~u_n_o~n_:
1-
,.. 250 I I I
,,. I I I
,. ,. ,,. I
I
I
I
I
,. ,.
(I)
() ,. ,.
,. /
D
t
C ,. / 0)
,. ,.
cu 0)
U) 0.
en
0 ,. /
Ol
C
L~-Town c
C
:::,
o+--------------------l
1245 1305
~0-1-----------------------~
A-Town B-Town
Time- Distance/Time - -
Figure 2.1: Distance-time graph of Figure 2.2: Speed-distance graph for a spe-
a train on a specific railway line [2.1]. cific railway line [2.1].
the location of signals. The design of the contact line installation also depends on these
factors.
The operating requirements and the energy supply systems of long-distance, main line
traffic are the factors leading to the use of overhead contact lines as traction energy
supply systems for long-distance railways.
According to the 13OStrab, the minim:urn conf;act w'ire height on lines in the open is
4,7 m. On the basis of experience gained with modern oversi7,ed road transports, most
urban comrrnmities now install overhead contact win1s at heights of 5,0 to 5,5 m in the
open, and approx. 4,0 rn in tunnels clue to the restricted space available.
The stagger of the contact wire at the supports is usually 0,40 m. To prevent grooves
from being formed in the collector strips from localised wear, the stagger ratio of the
contact wire should not be less than 10 mm/m [2.3] as the collector strip moves a.long it.
The grad'ient of the contact wire:
should not exceed 5 mm/m where the track gradient changes from the level to
an uphill or downhill grade, and
should not exceed 10 mm/m on uphill or downhill grades.
In an attempt to minimise the overall line width, a central support structure is used
wherever possible, i.e. the poles are located between the tracks.
In local-area lines, the contact lines are mainly fed at both ends via recti.fi,er substations,
ensuring adequate distribution of the peak currents when trains are accelerating and
braking. The contact line disconnectors and section insulators should be located in the
immediate vicinity of the substation to keep the feed cables to the cont.a.ct line sections
as short as possible.
The contact line disconnectors located at the contact line section insv,laton, do not
need to be remote controlled. The double-end feed method has proven to be so reliable
that there is no necessity to install contact line section insulators with disconnect.ors
at the middle of each feed section. Other section insulators can be inst.ailed where it
is desirable to maintain services on one track in case of a fault, c. g. a contact line
breakage. Section insulation installations of this kind should be equipped with remote-
controlled contact line disconnectors to achieve a faster response in the event of a fa.ult.
Occasional over'C'urrent relay tripping cannot be avoided when trains are nm at sight.
For this reason, all contact line circuit breakers should be equipped with devices ca-
pable of distinguishing between operating overcurrent and sh01t-circ'llit currents (see
clause 11.3).
vVith the ever-increasing deployment of traction vehicles able to focd braking e11ergy
back into the network, voltages exceeding the nominal traction \ oltagc will occur fre-
quently, meaning that the insulation of the contact line installations must be designed
to cope vvith these increased voltages.
To reduce energv loss('s and thus lower operating costs, an increase of the ovediea.d
ccmtact lin<' volt ag<~ to 750 V is recommended. Transmission losses can be reduced by
5 % if the voltage is increased from GOO V to 750 V [2.1 ].
Electric lrm..r;-tlzslo:11,u: m:i.lway ndworks hav<~ their O\\'ll t.rack n'S<)n cs allowing free
choice of pol<' lornt.io11. To adti<~vc 1m'clta11ical scparnt.ion of !It<' m crltcad contact lines
of d011hl<'-l 1,wk li11cs. ! It<' pol<'s arc plac<)d ou t:l1<' o\l!.sid< <)d!-',('S of the track. This
76 _____ 2 Requirements and specifications
way, the German railway company DB can use a track spacing of 4,50 m for high-
speed railway lines. However, separate poles may also be required on lines with more
than two parallel tracks to achieve easier mechanical and electrical separation of the
contact lines of the individual tracks. In this case, pole gaps between the rails are
needed, leading, for example, to a track spacing of 6,40 m between main line tracks
and overtaking tracks of DB railway lines.
In tunnels, the overhead contact line supports can be located above and between the
tracks. The track spacing is also then relevant for overhead contact line designs. The
track spaci:ng usually used by the DB for
train speeds up to 200 km/h is 4,00 m and for
train speeds up to 350 km/h it is 4,50 m.
The SNCF uses a track spacing of 4,20 m for high-speed lines.
The super-elevation, which may be as high as 180 mm, the track geometry and the
location of switch-points or turnouts are other important factors in the structural
design of overhead contact line installations.
Urban and local-area railway systems and trams often run on normal roadways without
reserved space for the track. In such cases, existing buildings and structures and/ or
poles specially set up at suitable positions are used as supports, and the contact line
installations are designed accordingly.
On lines without poles between the tracks, track spacings of between 2,80 m and 3,30 m
are used on straight sections for vehicle widths of 2,20 m to 2,65 m, respectively. Poles
between the tracks are frequently used on lines running on their own reserved roadway.
In this case, for 2,65 m wide vehicles on tramways and urban railways, a track spacing
of at least 3,60 m should be used if no safety space is required, or at least 3,90 m if a
safety space is needed.
Transport systems that use contact rails should always have their own track reservation.
The demands on and design of contact line installations of main lines for long-distance
traffic is very strongly influenced by the desired running speeds. The running speeds, in
turn, determine the geometry and geographical location of the railway lines, especially
the cur-ve radii and the associated super-elevatiou.
When nr.w lines are built, the planned speeds dr.t<)rmine the radii and associated super-
elevatiou right from the outset. However, on existing lines, it is often necessary to
increase tlw p<\rmitted running speeds to achiev<! shorter journey times. In such cases
tlw super-elevation u in curves can be increased to a maximum of 180 mm. In addition,
a mnt de_fi,ru~ncy n 1 of up to ISO rnm [24] is tolerated. This can lead to an increase in
tllC' 111Hornp()11s<1l.(~d cen!.ripd.a] i1C("(dcrntio11 ln up to l rn/:--; 2
Tra:ins with f;'il/;zng bodies permit. a further inc:reas(~ of the rnnning speed by 14: % if
passive tilting mechanisms arc used or by as much as 30 % if active tilting mechanisms
arc nse<l. If the train sp(~eds in curves are increased, this \\ill have a direct effect
on the design of contact, hne laleral registration. Traction vehicles with tilting bodies
will experience larger lateral displacements of the pantographs due to the increased
centrifugal forces at higher speeds. This means that the registration of the contact
line must be d1f\Cked and that the lateral contact wire position may need readjusting.
It may also be necessary to replace steady arms and/or cantilevers. Alterations to the
overhead contact line supporting strncturcs are not needed normally if traction vehicles
with tilting bodies and active pantograph controls are used. The snwlle8t radii of long-
distance main lines arc 180 m. The maximum gradient is generally limited to -10 /oo
and on future high-speed lines this value will be reduced to 35 loo-
through-going other
main-line tracks tracks
3)
8
4900
1860 1860
3900
2500
2200 2200
1700 1700
1200
1600 1600
TR
Figure 2.3: Infrastructure gauge GC in curves with radii~ 250 m, dimensions in mm.
1) Space for platforms, ramps, shunting facilities and signal systems.
2) Space for structural elements and facilities where these are required for railway
operations.
3) see Table 2.3
railway lines. For this reason, all new railway lines for high-speed traffic in Europe will
be built with GC gauge clearanC(\. In the specifications stated in the European Council
Directive 96/48/EC [2.5] on the znternperalnlity of the trans-European, high-speed rail
.systen1,, this gauge is recommended. Hovvever, only the GB gauge is mandatory. Figure
2.4 shows a comparison of the gauges GA, GB and GC. Table 2.3 shows additional
dimension information 011 the spaces for tlw overhead contact line gauge.
Figure 2.5 shows the Australian infrastructure gauge for electric main-line railways in
the state of Victoria. According to t li<~se specifica.tions, different gauge dimensions apply
to bridges, w,dls, O\'<'rhcad contact Jin<' polC's, lighting poles, signal pol0s a,nd platforms.
C<\tH~rally, t111111ds ;111 kr'p! to th< 111i11i11111111 p<'rn1issihl<' cross-s<'ctionnl ,m\aS, to limit
2.2 Requirements resulting_from the track, line and opera.ting conditions 79
7700
1100
3050
2500
2200
1900
1825
ru I
~I
E!_
600
~I
0
i51
J2 9TR
1545
Table 2.3: Dimensions of the regulation infrastructure gauge for overhead con-
tact lines in curves with radii 2:: 250 111.
Powet Ratc)d Mini- Half the minimum width b1 ) i11 the' Devel of
supply volta,t! ll llllll operating height zone of the c:or11crs
lwight. pantograph, above RH
::; 5300 I 5300 I 5500 I 5900
c[ I)
// I ) to 5500 to 5900 to6500 !.I)
I
k\ llllll
3000 4)
5750 4 )
A
5260 1)
~4000 2)
All dimensions in mm
1) permits operation of single stack container (3.05 m height) on standard wagon (1.25 m floor height)
with 1500 V or 25 kV power
2) 4450 for interstate rail traffic, 5500 where standard overhead poles are located between tracks
3) piers between tracks shall have 3000 min clearance For concrete sleepered or slab track, clearances may reduced
to 3000 min subject to Public Transport Corporation approval.
4) 6825 for interstate rail traffic
5) required for road vehicle parallel access
A new bridges. retaining walls. (other than platforms)
B overhead electrification structures, lighting structures
C1 signal structures, verandah eaves
C2 signal structures on interstate lines
D platform (passenger and goods), rail bridge girders, signal trunking
Figure 2.5: Infrastructure gauge for electric main-line railways in the state of Victo-
ria/ Australia.
construction costs. For this reason, overhead conductor rail systems are sometimes used
in tunnels. Figure 2.6 shows the GC gauge with the gauge for overhead contact lines
in a tunnel suitable for train speeds up to 60 km/h. It has a cross-sectional area of just
39,6 m 2 .
When overhead contact lines have to pass below structures, an attempt is usually
made to maintain the standard contact line height throughout. If the clearance below
the structure is too low, first the system height is reduced. If this is insufficient, the
contact wire height is reduced to the permitted minimum height. If it is not possible
to achieve even this minimum, then construction measures will be necessary, e.g. the
bridge must be raised or the track lowered
-------- ---r--- -
1- space available
GC gauge for installations
/
/ _J
I(/)
I~
.Y
u
I;
I
I
/
I I
I \
I I
I I
I I
I I
I I
I I
I
I I I 2300 1i 60 2l
I
I
I I
I
I I I
I
I I
\ II 1200 3) I
\ I
0
\ 0 I
\ co
(')
II 0
C\l I
\ C\l I
\ C\l
\ II I
I
\ I
\
\ 11 I
I
\
\ I
,\ +180 11 I
I
\
11 u = 60 S =0,00 I
\
\
r--+-,lc___ _ /
/
\ /
'' /
/
/
_sz___ /
/
Figure 2.6: Tunnel with circular cross section aud infrastructure gauge GC and overhead
contact raiL 1) half width of hazard zone; 2) safety margin; 3) escape route; 4) CWH =
contact wire height
82 2 Requirements and specifications
j
Q)
track distance 3550 ~ I track distance 31 00
6 ,1
0
0) ~ 1775
~ c
Q) Q)
a.:
x,
~I
~
l!)
(\j
I'--
~I
0
x
Q)
(\j 0
0 Jg1 C ~!
I'-- C
2
2950 I
I
I
2730
The increasing importance of combined operations, i.e. the use of the same track by
long-distance trains, local-area trains and trams, as is the case in Karlsruhe, Germany,
for instance, illustrated in Figure 2.8 needs to harmonise the gauges To enable the use
of platforms by trams as well, solutions with four or three rails can be d1visaged.
Figure 2.9 shows the gauge of the trams in Melbourne/ Australia. This gauge is con-
siderably wider than the one specified by the German trnrnway operntwn regulations,
BOStrab.
~_:_3__Clima.tic comljtio11s 83
'
I
I
I
I
I
I 0 I
I
6..- c.c0.
I
I
I 0 0
(1)
I
I
ai-
>c E co I
I / 0. ~
(1) Cl)
uE -
O Ol
0
3650 I a,~
D
>
(1)
C
co
0.
gauge boundary
specifically designed
( 3320
for urban mass rapid (3250)
transport railways
, metropolitan rail- I
' way gauge B 80 DI
GFT6N
I wagon gauge
31 0
I 1- I
1---1-3 00
F'igure 2.8: Infrastruc-
I I I I I
L FO _v._ _1ooo --1--2_3_0_0--~-,__4_50 _J ture gauges of trams
I I -i I and metropolitan rail-
~75 2650 I
\Z.~~O-~ l ~9-q,5.0Q _____ ~~J pLa!J2r_r:n__
1
ways within the standard
infrastructure gauge of
----~~---/ ~ ~~~ 11 ,r=='==1:_g'::u=i:rlr=d=-ir=o=n='\1~'+1':=70=1:=_l/=:::'.'./_j:
'.... ___
the German railway com-
3 pany, DB AG.
a) 170 b)
5900 1)
-"'
0
~ ~ 5300 B B
0
Ql
-~ 1520 1520
' 4420
cQl
0
2137
1837
0 0
I'- -sj-
0 <D
L() L()
B C C B
line across
. top of rails
797 :
12271
1377 :
All dimensions in mm 1537 :
1) maximum heigth of contact wire, A minimum clearence required for traffic signals
minimum heigth of contact wire 4030 B minimum clearance required for any permanent construction
2 ) only straight tracks
C minimum clearence requierd for temporary construction subject to proir
A safety area arrangement with the Authority and with special operating precautions
Figure 2.9: Gauge of the Stuttgart tramway (a) and the standard gauge of the Mel-
bourne/ Australia tramway (b).
Table 2.4: Wind velocities according Table 2.5: Wind velocities vw in m/s and terrain
EN 50 341-3-4 for Region I and II in coefficients in France.
Germany. Region 1 l
Wind velocities
Height above vw:l) in m/s I II III
ground in m Region I 1 l Region n2 J 10-min-mean value of wind vel-
10 24,3 27,6 ocity 10 m above terrain surface 28,6 33,8 38,3
20 27,7 31,5 5-sec-mean value of wind veloc-
30 29,6 33,7 ity 5 m above terrain surface 37,8 44,7 50,7
40 30,9 35,1 Terrain coefficient
50 31,8 36,2 Basin with surrounding hills 0,80 0,80 0,80
60 32,8 37,3 Plain, plateau 1,00 1,00 1,00
1) Region I: see Figure 2.10 Seashore, narrow valley 1,35 1,30 1,25
2) Region II: see Figure 210 1) Regions see Figure 2.11
3) 10-rnin-meanvalue of wind velocity
10 m above terrain surface
Figure 2.10: Wind regions of Ger- Figure 2.11: Wind regions of France.
many [2.6].
!wights ovn 100 Ill above ground, a wind velocity of 37,1 m/s was used.
In EN 50 125-2, wzncl ass'11:mptwns arc contained which should be observed in the design
of contact line installations. Ju particular, specifications are to be maclr on the expected
extreme wind velocities, their durnti0t1 and frequency, depending on the location, the
h<~ight above ground and the terrain forn1ation.
111 F1a11ce, thn'e unnci rr._qwns (\xist wli<~re tht' ,vind pressure taken into account in the
d<~sigu n~sults from ,vind V<)lorities of 28,G 111/s, ~3:3,8 m/s and :38,3 111/s. Beyond this,
nmxi11111111 wind \docities ar<'. spccifi<'d Ii\ tli<' S:\"CF that, arc ,n\aU.t than the norrnal
-------------- - - - - - - _? n_(xp1irements and specifications
Usmax = 82 Jg.
kY kA
The probability of lightning currents exceeding I 8 can be seen in Figure 2.12_
Indirect lightning voltage surg<~s occur \Yhen an overhead contact litw li<s in the electric
field between a cloud and the carth as lzght11:ing discharges_ \,Vhen a tl11111drrstonn ap-
proaches, a field of this kine! inclucc)s charg0.s in the ovrrheacl contact line_ The negative
charges are drained to earth through the discharge resistance of thr nHrnerous parallel
contact, line insulators and t.he positiw cfong<s ,tr() k<pt hv th<' fidd <mitt,<!d lA the
2.4 Specifications dueto the P.<1:ntograph ________ 87
0,98 I
0,95
0,90
\
\
t 0,70
\
\.
''
---- 0,40
<fll \
LC' ''
~
0,10
] 0,03
0,20
" -........
- -,_ 0 0.2
\
2l 0,01 ~
---
Q)
.0
S2 E
(1_ 0,001 :t 0
50 100 kA 150 '
0 40 80 120 160 kV 200
Lightning current fs --- a
Lightning surge voltage Bi -
cloud. If a cloud then discharges in the vicinity of an overhead contact line, the charges
are released in this line and are propagated as a travelling wave along the overhead
contact line. The indirect lighting impulse over voltages are lower in magnitude than a
direct lightning stroke. They also rise more slowly and have less steep flanks than direct
strokes. Figure 2.13 contains information on the expected indirect lightning impulse
over voltages per year and their magnitude.
In overhead contact line installations, impulse voltage limiting can be achieved by
overvoltage protection devices. The most important overvoltage protection device is
the valve-type arrestor. Since, only limited protection is possible with overvoltage pro-
tection devices, they are not used for economical reasons unless an extreme frequency
of lightning exists.
0
0
0 CJ)
0 N
Lower operating position LL~ 8 0 L{)
0
~
0
Lowered position /
0
6
L{)
L{) (".)
N
<D
Required clearance 0
(".)
800
I
2223
2553
--1
0 0
L{)
0 CJ)
(".) 0 ~
~ 0
6 6
L{)
0 ~
co
I. 380-650
.I
Design speed 350 km/h
Voltage/current 25 kV/ 1000 A
Static contact force 50 to 140 N adjustable
Drive Compressed air lifting drive
Collector strips Carbon on strip holder made of aluminium alloy
Service life at v = 250 km/h, Re 250 100000 km
Travel of individual springs 40 to 60 mm
Total mass 109 kg
Materials. main frame Stainless steel
other elements Aluminium alloy
Q)
CJ)
C
!!!
CJ)
O C
CD 5'.
~~
~
11
0
ro 0
l'-- CD
N Ol
N
II
i'
o E . I
~9~..____o I ,.
+i cEi.E
~ en .Q1
I- - - - 1'1150
------i 1450
CD ~ .gi 1! 31100
1950
0
CD
C')
a) b)
1650 1650
I. . I
Figure 2.15: Pantograph RBS 70 (a) and DBS-54 (b) [2.8, 2.9].
Contact horn
Lateral stagger f the contact line
400 400
Collector strip at least 1030
Working range of the Jbantograph head 1450
1
)Radius Rs of soldered collector strips 6400mm
Figure 2.16: Characteristic values of the geometrical interaction of the contact wire and the
pantograph (specified dimensions valid for the DB).
positions is the working range. The highest and lowest working positions lie between
approximately 2800 mm and 300 mm in relation to the upper edge of the main frame.
I
''
IiI
I I
92 ,.,- 2 Requirements and specifications
350
L,,
300
30 1
2 .5 _-1----+--+---t+--Jl
Cf)
<] cc
2,00 (/) a,
m
I (/)
Q 200 2,0 ~
0
-+----+--+---J~--j
1,50
UpwLs\\ \ Downwards
I
0...
(/)
iii
~
ct 1 00
\\ 150 1.5 ~
<O
C
u>
a,
E
Ct
,
'\ 100 1,0 ~ -1--7"-+-F--+---t---J
<l'.
~ 0,50 50
it;
0
0 0 0 +------+---+--+--->----<
20 40 60 80 N 100 150 250 350 km/h 450
Static contact force - - Running speed v-
Figure 2.17: Static contact force of the Figure 2.18: Aerodynamic resistance
pantograph DBS 54 relative to the work- Rst (1) and power losses 6.P (2) of run-
ing height. ning pantograph DSA 350 S depending
on the speed according to [2. 7].
Aerodynamic
contact force
+I
Component of force caused by the dynamic properties
Dynamic
of the overhead contact line and the pantograph,
force component the track and the running of the traction unit
I
EN [>Cl 119 rc\quires that, in singk-phas<' AC railways and at speeds above 200 km/h,
tl1c' rot1tac-t forC('S should uot exceed 2,50 \. At sectiou insulators the contact force may
94 2 Requirements and sp~cjfications
--------
Table 2.8: Pollution severity levels and specific minimum creepage distances for insulation
design IEC 60 815 system voltage as phase to earth voltage.
Pollution Specific Specific Example of typical environments 2 l
level 1ninimum minimum
creep distance creep distance
AC DC
mm/kV mm/kV l)
Light Areas without industries and with low density
1 28 32 of houses equipped ,vith heating plants.
Areas with low density of industries or houses
subjected to frequent wind and/or rainfall.
- Agricultural areas.
- i\Iountainous areas.
All these areas shall be situated at least 10 km
to 20 km from the sea and not exposed to winds
directly from the sea.
Medium Areas with industries not producing highly
2 35 40 polluting smoke and/or with average density
of houses with heating plants.
Heavy - Areas with heavy industrial density and the
3 43 50 suburbs of large cities where the high density
of heating systems causes contamination.
- Areas with high density housing and/or
industries subject to frequent wind and/or
rainfall.
Areas close to the sea or exposed to relatively
strong winds from the sea.
Very heavy - Areas exposed to wind from the sea but not
4 54 62 too close to the coast ( at least 10 km to 20 km
distance).
Areas generally of moderate extent subjected to
conductive dusts and industrial smoke pro-
ducing very thick conductive deposits.
- Areas generally of moderate extent, very close
to the coast and exposed to sea spray or to very
strong and polluting offshore winds.
Desert areas, characterised by no rain for long
periods, exposed to polluting winds carrying
sand and salt, and subjected to regular
condensation.
11 Recommended empirical values
21 see also EN 50 119, Table Al
2.5 Specifications _ci_1i_ reliability andsafoty - ---- ----- ---- ---------- - - - - - - - - - ' - ' -
75 -
95 150 100
145
170 220 150
250 -
300 - -
gory III. The allocation of the impulse voltage withstand level is made according
to Table 2. 7.
Determination of minimum air gaps as a function of the impulse voltage withstand
level. A distinction may be made between permanent and temporary situations.
In the case of section insulators, the distance between the active components may
be reduced to 100 mm for insulations up to AC 25 k\' unless special conditions
are applied.
Determination of the mimmum creepage distances in using the design voltage
from Table 2. 7 and the degree of contamination according to Table 2.8.
This is illustrated by the example of a 15 kV overhead contact line: For an overvoltage
category IV and AC 15 000 V, an impulse voltage withstand le\el of 95 kV is to be
found. This results in a minimum air gap of 150 mm and 100 mm for temporary
proximity, e.g. the movement of a passing train. The nominal voltage AC 15 000 V is
allocated to a rated voltage of 18 000 \. With a pollution level 3, Table 2.8 yields a
minimum creep distance of 774 mm.
vVith the simultaneous effects of electric loads and electrolytic pollution, conductive
paths occur on the surfaces of insulating materials, causing creep paths. Insulating
materials are classified by the comparative tracking inde:r (IEC 66c!).
For overhead contact lines, only insulating materials of categories I and II are penuis-
sible. vVhen testing insulating materials, standards EN Gl 302, IEC 60 112 and IEC :
:'
'
GO 587 are to be observed.
I
If an electric current flows through a hurnan body or the boch of an animal, a patho-
physiological effect d<\Siguated as a.11 dcr:lrirnl shock or c/1:dr ual acculent can oc-c-111.
98 2 Requirements and specifications
--?<Y
'u' ,,,, I
Standing
surface
~ Figure 2.20: Clearances to accessible live parts on the
-'1,- outside of vehicles as well as to live parts of overhead
/ 0 contact line systems from standing surfaces accessible to
lD
0,5 persons for nominal voltages in excess of AC 1 kV /DC
1,5 kV up to or AC 25 kV or DC to earth (according to
EN 50122-1).
It can be caused by direct or indirect contact with live parts. In design, construction
and operation of contact line installations, measures are therefore required to prevent
electric shocks. These preventive measures refer to protection against direct and indi-
rect contact and are stipulated for contact line systems with nominal voltages up to
AC 1000 V and DC 1500 V inclusively and systems with higher nominal voltages. The
protective measures specified in EN 50 122-1 are explained below.
Protection by clearance
Standing surfaces to which people have access shall have the minimum clearance as
protection against direct contact with live parts of contact line installations or live
parts of vehicles as shown in Figure 2.20. These clearance have to be met under all
operating conditions.
In the case of protection by clearance, compliance with minimum height of overhead
contact lines, booster and feeder lines above rails is required. At road crossings with
a 15 kV overhead contact line, for example, the minimum clearance between the road
surface and the lowest point of the overhead contact line is 5,5 m. Furthermore, under
all conditions, a distance of 2,5 m should be maintained between overhead contact lines
and the branches of trees and bushes.
1 Co11Lad wire
2 Catcnary wire
3 Pantograph
4 Limits of the pantograph zone
5 Limits of the overhead contact line zone with-
out catm1ery wire
6 Limits of the overhead contact line zone with
cate11ery wire
TR Top of rail
S 11 Length of the collector strip with contact horns
-----,----
y y to DIN 43174
S1 Side movement zone of the pantograph
S 2 Distance for a broken pantograph at the side
Cf) (clesign-dependa11t)
Sa Electrical minimum air gap to Table 2.9
y Width of the pantograph zone from the centre
of the track
:c Width of the overhead contact line zone
I
Cf) z S11 - HP
o_' Q_
I
Sa Height of the extended pantograph above TR
to DIN 43174
S4 Electrical minimum air gap to Table 2.9
S5 Vertical clearance for a broken pantograph
design-dependant)
S1r Height of the pantograph zone above TR
Pa Height of the extended pantograph above TR
HP Highest point of the overhead contact line
TCL Track centre line
Figure 2.21: Overhead contact line zone and pantograph zone to EN 50122-1.
than the standing area. Barriers should have a minimum distance of 0,6 m to live parts.
Standing surfaces above live parts shall be solid and have to project by at least 0,5 m
from the live parts on all sides. Anti-clirnbing devices are usually unnecessary.
Indirect contact is contact by persons or domestic animals with conductive parts that
are not normally energised but which may become energised under fault conditions.
The parameters z:, y and z of Figure 2.21 depend on national asp0.cts. The dimension
:i:; amounts to 4 m at DB [2.10]. The width of the pantograph zone depends on
(2.1)
~------
100
----- ----~---- ------
-~_!:{eq_1:1:irements and speci_ficJ.tions
----,----
y rr\y m
= 2,0 = 2,0
Pantograph zone
E E
C')
0
co r-.:
II
II Overhead contact line zone
CL
I
uf
TR
For DB's contact line design Re 200 in curves > 250 m it results for contact wire heights
between 5500 and 5900 mm
y = 975 + 345 + 150 + 530 = 1470 + 530 = 2000 mm (see Table 2.1)
The height of the pantograph zone above top of rail (TR) depends on
The height of the fully developed pantograph above top of rail according to
DIN 43174,
The clearance in air according to EN 50119 and
The safety clearance for the broken pantograph at this height.
The dimension z results from Figure 2.21 to be
(
(2.2)
For DB's contact line type Re 200 at single poles with individual cantilevers it is ob-
tained
In Figure 2.21, HP is the highest position above rail head of an energised conductor
under all operating conditions. The limits of the overhead contact line zone extend
vertically downwards below the rail head to the surface of the ground or bridge.
According to EN 50122-1 for AC 15 kV, the overhead contact line and pantograph
zones depicted in Figure 2.22 apply.
For third rail systems, the limits of the current collector wne are to be determined
separately for each system. In third rail systems, no contact line zone is defined.
The non-energised elements of electrical equipment are primarily protected by railway
earthing. Railway earthing means the direct. connection of conductive parts with the
rails.
In DC railways, the direct connection of protective, conducting parts to the rails is to
be avoided in order to reduce the hazard of stray current corrosion. For this reason,
overvoltage protection devices, also known as voltage limiters, are installed between
parts to be protected and the rails. By this arrangement, connection between the
conductive parts and the rails would be made only if a fault occurs.
In this way, the fault current is drained by bridging this previously open gap. As an
alternative, all structures and poles of the DC railway can be insulated from earth
and then connected directly to the rails. Instead of railway earthing of conductive
parts in the pantograph zone, a screen can be provided in case of DC railways. This
screen should be installed between the overhead contact line and the component and
it should be earthed to the rails. The screen should have a width at least equivalent to
the pantograph zone and extend longitudinally to the overhead contact line by 0,5 m
over the component to be protected. Installation of double insulation (see also clause
4.6) is also an alternative for protection against indirect contact.
2.6.5 Aesthetics
The assessment of the effects on the environment within thc approval procedures is I
I.
known as an environm,cntal impact study. Such a study is required prior to the con-
struction of ne,v lines and extension of existing railway lines. i
I
!
for the design of contact line installations. For these tables, it should be noted that
the symbols which designate the individual properties are not uniform in the subjects
involved.
E.g. in mechanical engineering, strength is denoted with a and in concrete engineering
with /3. The numeric values
the rninirnum tensile .strength a,
the modulus of elasticity E,
the linear thermal e:rpan.sion coefficient a,
the temperature coefficient of resistance n 20 ,
the .specific electric resistance P'2o,
the .specific electric conductivity K, 20 ,
the density 1 ,
the speci.fic heat c and
the thermal conduction capacity /\
can be seen from the tables. The values indexed with 20 apply for a t,ernp<)raturc of
20c.
Apart from the specified physical prope1ti< s, the tables ctlso contain tli<'ir origin.
1
For physical values for which d<'via.t ing specifications arc Lo h(' lo11t1d iu litcrnture, the
106 _____ ---------------~_Requirements and specifications
2.8 References
2.1 Bencard, R.: Qucrsclmittswahl von Freileitungen bei zufallig variablen Belastungsstro-
mcn mid Urngebungsbcdingungen nach thcrmischcn and okonomischen Kriterien im
fel1lerfreien Betrieb (Selection of conductor cross section for overhead power lines with
randomly variable currents and ambient conditions based on thermic and economic
criteria in normal operation). Ingenieurhochschule Wismar, 1985, dissertation thesis.
2.3 Masch, W.; Eberhard, M.: Beanspruchung elektrotechnischer Betriebsmittel durch au-
f3ere Uberspannungen (Loading of electrotechnical equipment by external overvoltages).
Lectural paper TU Dresden, 1984.
2.6 EN 50341-3-4: Overhead electrical lines exeeding AC 45 kV: Part 3-4: National Norma-
tive Aspects (NNA) for Germany. 2001.
2.7 Ha1precht, W.; I<iei3ling, F.; Seifert, R.: "406,9 km/h" Energietibertragung bei der Welt-
rekordfahrt des ICE ( "406,9 km/h" power transmission during the world record run of
ICE). In: Elektrische Bahnen 86(1988)9, pp. 268 to 290.
2.9 Zoller, H.: Entwicklung der Pantograph der Lokomotive der Deutscheu Bunclesbahn
(Development of the pantographs for locomotives of Gennan Railway). In: Elektrische
Bahnen 49(1978)7, pp. 168 to 175.
2.10 DB: German railway directive Gbr 997.0204 Oberleit.ungsaulagcn, Balmerdung planen.
(Overhead contact lines Planning of earthing installations). D<)CC1ttber 1996.
2.12 I3uudeswittistcr riir U tttwelt, Naturschut;, and ncakt.msichcrlt<jt: I3csdduss der Bun-
dcsrcgicnmg wt Heduzierung dcr CO 2 -Emission in d<~r BnD bis zHttt Jahr 2005 (Federal
minister for cnvironuwnt, ua.ture protection and Hucbu power safoty: Decision of the
Federal Covn1uuc11t 011 the reduction of CO 2 cmissiou witltitt C<~nwwy until the year
2000). Dnick-Snvin! I~ Biil11tt, Ha11ssc11- 11/1990 aud :1/l!)\Jl.
f
108
------------------------------ - - - - - - - - - - - -
2 Requirements and specifications
2.14 Bausch, J.; Kieflling, F.; Semrau, M.: Hochfester Fahrdraht ans Kupfer-Magnesiumle-
gierung (High-strength contact wire made of copper magnesium alloy). In: Elektrische
Bahnen 92(1994)11, pp. 295 to 300.
2.15 Technische Tabellen, Groflen, Formeln, Begriffe (Technical tables, units, formulae and
terms). 1996.
2.16 Nibler, H.: Fahrleitungen ans Heimstoffen for elektrischen Hauptbahnbetrieb (Contact
line made oflocally produced material for electrical main line operation). In: Elektrische
Bahnen, 17/18(1941/1942)10, 12 and 1, pp. 186 to 191, pp. 258 to 259 and pp. 12 to 16.
2.17 Mier, G.: Herstellung and Anwendung von Aluminium-Dritte Schienen (Production and
use of aluminum conductor rails). In: Schweizer Aluminium-Rundschau (1984)3.
2.18 EC/ AEIF: Technical specification for interoperability. Energy subsystem. Draft 2001.
2.19 Hiitte: Des Ingenieurs Taschenbuch, Band I. 28 (The engineer's hand book, Volume I, I
28th edition). Wilhelm Ernst & Sohn, Berlin, 1955. _\
2.20 Dubbel: Taschenbuch Maschinenbau (Mechanical engineering hand book, 11th edition).
Springer-Verlag, Berlin - Heidelberg - New York, 1970.
2.21 Tackmann, K.; e.a.: Ermittlung des Widerstandes je Kilometer for die Fahrschiene S49
(Determination of the resistance for unit length for a running rail S49). In: Messprotokoll
der DR, Berlin, 1964.
3.1 Terminology
Initial attempts to use the insulated rails, or sliding collectors along a contact wire
inside a conduit running alongside the track (Figure 3.1) to transmit the power to
electric railway traction vehicles were unsuccessful. Resilient overhead lines and rela-
tively rigid conductor rails designed to eliminate electrical hazards have now become
common practice. The contact line system designs are adapted to the running speed
of the vehicles they supply. Conductor rails are placed either as a third rail near track
level parallel to the running rails, or as soffi/; conductor rails above the track.
As a result of the wide variety of requirements and the long period over which the
contact line designs have developed. different terms have evolved for the same object
or meaning. For this reason, the most important terms defined in EN 50 119 and EN
50122-1 are to be used in the follmYing chapters. They are:
Contact lines are a system of electrical conductors used in conjunction with a sliding
current collector to supply electrical energy to vehicles. The contact line system is
considered to include insulators and these are classed as being part of the electrical
system in contact with high voltages.
Overhead contact line systems include:
all overhead contact line conductors and wiring, including the catenary wire, con-
tact wire and return current conductors, earthing conductors, lightning protection
conductors, feeder and parallel feeder lines if these are installed on the same
supporting structures,
- .foundations, supporting slrncturc.s and any other components which serve to hold
and support, align and insulate the contact wire and conductors, and
switch-gear, monitoring and protective equipm.ent installed on the same support-
ing structure as the lines.
Conductor rail systems are contact lines comprising conductive rails placed at the side
or under the vehicles as a means of transmitting energy to the collector.
Overhead contact lines are contact lines located above or at the side of the top line of
the vehicle gauge for supplying vehicles with electrical energy through roof-mounted
current collector devices.
Overhead lines are electrical lines whose bare conductors are supported above ground
by means of insulators or other suitable means.
Contact wires are that part of the overhead contact line system serving to establish
contact with the current collector.
Overhead contact line zone and pantograph zone are zones within which an overhead
line and an energized pantograph will, within reasonable probability, remain in the
event of contact line breakage or de-wiring of the pantograph.
Overhead contact line type is the description of the overhead contact line in terms of
the characteristics and properties of its design, e.g. stitched catenary supported.
Overhead contact line standard design is the designation for a specific form of execution
of an overhead contact line, e.g. the design Re200 of the DB (German Railway).
Line feeders are overhead conductors which are installed adjacent to the contact lines
on the same supporting structures and serve to supply energy to successive feed points.
Parallel feeder lines are overhead conductors which are installed adjacent to the contact
wires and are connected to these at certain intervals in order to increase the effective
conducting cross-sectional area.
Bypass feeder lines serve to ensure unbroken energy supply while by-passing specific
switching sections, e.g. stations on a single-track stretch of railway lines.
Supports are the components carrying and aligning the conductors and associated in-
sulating elements of an overhead contact line installation.
Return circuits include all conducting components which form a conducting path for
the traction return current in normal operation and in case of faults.
The return circuits include:
running rails,
return current rails,
return current conductors,
earthing wires,
return current cahle.s and
all other components conducting return currents.
Track return .system., are systems in which the running rails are used as return traction
current conductors and as conductors for fault currents.
Earthing conductor., arc nwtal stranded conductors which bond the supports to earth
potential in order to protect people and equipment in the case of insulation faults.
Longitv,d'inal .span lenql;h, or span is the term used to designate the distance, in running-
track direction, between two successive supports.
Tensionzng .section lengf;h is the term used to designate the distance between two con-
secutive terminations of att owrhead contact line.
Autorn,atic f;ensirm:in_r1 dcvue is t,lw device used to automatically maintain a constant
t,<'t1sil< fotT<i 011 an owrl1<~,1d <<>t1L1< t li11<' within a sp<~cifi<\<l t,<\mpernttm~ range in order
1
3.2 Overhead contact liue types 111
I_ conductor rails
I overllead contact lines
I overllead cconductor rail
I
trolley-type lcatenary-supportedJ
I contact line overllead lines
I I I I
aluminium- witllout witll conductor rail with
steel con- vertical llorizontal
s!flel con- stitcll stitch rail contact wire
ductor rails arrangement registration
ductor rails suspension suspension profile clamped to it
to compensate for contact line length variations resulting from temperature changes.
H a~f tensioning section length is the term used to designate the overhead contact line
length between a mid point and the tensioning equipment.
Mid point is the term used to designate the point roughly in the middle of a tensioning
section where a means of fixing the position of an overhead contact wire in longitu-
dinal direction relative to the running rails is installed. They are used to ensure that
conductors do not migrate towards one end of the tensioning section.
Figure 3.2 provides an overview of the different contact line systems. The following
chapters describe the types and applications of overhead contact b:nes, conductor rails
and so.ffit conductor rails.
b
Table 3.1: Geometrical data of grooved contact wires.
Designation Nominal cross- Dimensions
according to sectional area (as shown in Figure 3.3)
EN 50149 mm 2 mm
a b C d r
AC-80 80 5,6 8,0 3,8 10,6 0,4
AC-100 100 5,6 8,6 4,0 12,0 0,4
AC-107 107 5,6 8,6 4,0 12,3 0,4
AC-120 120 5,6 8,6 4,0 13,2 0,4
AC-150 150 5,6 8,6 4,0 14,8 0,4
100 ~ ('-0 I I
% IACS Cu "-.j\ -- - ' - Cu-Cr-Zr
80 - Cu-Ag\ ~-----
\ ~ ---
>, 60 -
0
Cu-Mg ,
Cu-Cr-Zr-Mg
-
5 \
t::::, -
\
\
D 40 \
C
0
u
20 - Cu-Ni~,\
Cu-s/n~,
0 I I
200 400 600 MPa 800 ~ mixed crystal lattice
Tensile strength - ~ deposition alloy ?-strand 19-strand 37-strand
Figure 3.4: Conductivity of copper alloys, plotted in Figure 3.5: Stranded wire
relation to their tensile strength and expressed in rela- cross sections.
tion to the conductivity of electrolytic copper.
contact wires are used sometimes. The standard EN 50 149 lists the requirements and
characteristics of electrical traction contact wires.
Thanks to their high conductivity, tensile strength and hardness as well as their ability
to withstand temperature changes and corrosion, hard-drawn electrolytic copper and
copper alloys have become the established global conductor wire material. Upon expo-
sure to air, copper forms a hard but conductive oxide layer which does not prevent the
current from flowing. This is the reason why copper, as opposed to aluminium, which
forms an oxide layer of poor conductivity, is suitable as a material for sliding contacts.
All attempts to use aluminium as contact wire material have failed.
Alloy additives such as silver (0,1 %) or magnesium (0,5 %) serve to further improve
the mechanical or thermal properties of copper wires and thus permit the application
of higher tensile forces. These properties are especially important for high-speed traffic.
Except for silver, the alloying metals reduce the material's conductivity (cf. Figure 3.4).
The use of cadmium as au additive is uo longer permitted in most of the Europea,n
countries because of the associated environmental pollution risks.
Copper-clad steel contact wir-es with a bronze or copper content of 45 % -were installed
in Germany along lines such as those from Nuremberg to Augsburg, near Dessau and
in Silesia in the 1940's. Up to the tim(' when the copper on the contact surfaces had
worn away, these wires proved to hav<~ similar mechanical characteristics to copper
wires. After this, they vvore away verv quickly and impaired operating reliability [3. 1].
Nevertheless, copper-dad steel contact wires an! currently used in .Japan [3.2].
Contact wires arc worn away by th<' collectors sliding along them (cf. clauses 9.G.3.3
and 14.3.4) [:3.3]. Th<' con1hi11atio11 of contact materials among other factors, used
for collectors and contact wires, aff<'c(s the rate of wear of these compoll(~nts. The
low<~st rates of wear are ad1ieved using a combination copper contact wire with carbon
wllcctm str1.1;s. Steel and rnpp<~r rnllcdor strips lead to considerably higher rates of
wear. Since t.l1e resulting reduction of tlw cross-sectional area of the cont;-wt wire reduces
its c111r<nL-c,111ying cap,wi(\ alld i11nc<1s<'s the t,nsil<' stress if the fore-<' ,1pplied is not
r<!dtw<'d prnportio11;1ll\, 1ll<' pet rniU<'d \l"<',11 is lin1it<'d to lie!W<'<'ll 20 <;,{ ,rnd 30 % of
114 __ 3 Traction contact line systems and overhead contact line designs
the original cross-sectional area. The criterion for determining when this wear limit
is reached is the cross section measured at the points which are subject to the most
severe wear. The basic requirements for near-uniform wearing of the contact wires and,
as a result, for a long service life, are optimum overhead contact line and collector
interaction, which depend on the design and on running speed (chapter 9) as well as
accurate installation and adequate maintenance (chapter 14).
0
Cl'.)
EN 50 182 Couductors for overhead lines. Round wire concentric lay stranded
conductors, conductors made of aluminium, aluminium alloy and steel.
Various types of synthetic ropes made of polyester acrylamide fibres are used for anchors
in plastic cantilevers, bridle-and-pulley suspensious and cross spans. Ths ropes fulfil
mechanical and insulating functions. Standard pr EN 50 345 centails details.
The term trolley-type contact line is applied to systems that do not have a continuous
catenary wire and thus have a very simple structure. In comparison to catenary-type
overhead contact line installations, the contact wire sag of systems of this kind is large,
and the distance between supports must be kept short in order to meet the requirement
that the height of contact be as nearly constant as possible. The rnnning speed of these
systems, 80 km/h at the most, restricts their application to tramways, trolley-buses,
industrial railways and turn-outs and sidings of main railway lines.
vVith s1:nglc-JJoinl sus7Jensions, the contact wire is fixed only by a contact wire clip
directly mounted on a cross-span wire or cantilever support (Figure :3.6) _ In spite of
the short support spacing of a.pproxirnately 30 ttl, a sag of up to 0, ! 111 is observed at the
0
span U!11ters of tlti~; Lype of contact line due to the lack of a rned1a11isrn to compensate
for tempcrat t1rc'-dcpc~11deut, cont,;-tct wire length Yariatio11s. As it rnoves along the contact
wire, a pa:11,/;01rrnph-t.:1nw ('.()l/ccloT is subject to large vertical oscillatious, while trolley
collectors arc s11hj<)ct. to both horizontal and ,c,rtical oscillat,ions. T'lw sudden change
of clircctio11 i11 vc'rtical 1uovc1ue11t as a pantograph passes the trollc!v wire support can
c,\llS<' the p;-111tog1,1pli to lio1111ce, or c;u1 l<!ad to t)XC<)ssiv<! prcsstrn) 1Jc~i11g exc~rted. The
to11tacL wirt' is wo111 ot1L 11nevc11ly and is st1hi<'ct to pn111att1n fatigt1c due to the
116 3 Traction contact line sy~tems and overhead contact line ~~-~ign~
b)
oscillations. For these reasons, the running speed of such systems is limited to only
40 km/h. This design is used mainly on light-duty tramway lines.
The pendant-type suspension (Figure 3.7) was developed in order to avoid the disadvan-
tages of the system described above. In overhead contact lines of this type, the contact
wire is clamped, with an offset, to freely swinging dropper wires fixed to the supporting
points. This improves the elasticity of the arrangement, and the rate of reversal of the
vertical movement of the pantograph as it moves past the supports is reduced.
Skew pendants are used to reduce the undesirably high sag of the contact wire. At the
supports, these pull the contact wire alternately to the left and to the right. As the
length of the contact wire varies due to changes in temperature, its weight causes the
lower end of the slanted pendants to rise or fall correspondingly, thus compensating for
the changes in sag to some extent. This measure allows the distance between supports to
be increased to 40 m. To avoid lateral wear of the contact wire and prevent the collectors
of trolley-buses striking the clips, slanted suspensions are designed in a parallelogram
or trapeze shape (Figure 3.7), enabling the contact wire to assume the desired position
even if the pendant rotates. However, the resulting zig-zag path of the contact wire
leads to uneven movement of the trolley-collector. The maximum permitted running
speed is less than 50 km/h.
With this type of overhead line design, two dips connc'.ct the contact wire with a bridle
wire which is free to move in a longitudinal direction in a slub:n_q rno'unt or pulley-
sheave fixed to the cross-span or cantilever support (Figure 3.8). At the termination
poles, the contact wire is joined to a tension adjustment medianism which compensates
for contact wire length variation. The reduction in n1c1xi11rnrn mid-span sag achieved in
this way allows the support spacing to 1><' itl(T(\itsed to 5:"i ni. \T<'V<'rtheless, the lack of
3.2 Q~erhcad contact line types _ 117
rp/ ----~-L_.
Ct; J Figure 3.8: Bridle-type suspension.
1400
elasticity and concentration of masses at support points are disadvantageous and cause
increased wear at these points, limiting the running speed to 60 km/h.
a) support
b)
Figure 3.10: Overhead coutact line
~
1-----1------- -------------1-~
-1 3/5/
with stitch wire suspc11si011.
a) L0ttg-dista11ce li11cs
I
1- b) Local lines
118
and 1907, only had short stitch-wires without droppers. They were installed with a
lateral pull, similar to slanted pendants that provided a certain degree of automatic
compensation for thermal expansion and contraction of the contact wire and reduced
wind deflection. In addition, stitch wires can compensate for elasticity variations along
the contact wire, which in turn improves the transmission of the current. Depending
on the stitch wire lengths, the number of droppers between contact wire and stitch
wire and on the tensioning method, it is possible to achieve running speeds of up to
80 km/h with support spacings of 65 m.
Overhead contact lines with catenary suspension are characterised by one, or in some
cases two, supporting catenary wires located above the contact ,vires. The catenary
wires support the contact wires by means of droppers. Because of their relatively simple
design and favourable running characteristics, overhead contact line installations of the
catenary design have become commonly used world-wide. They permit larger support
spacings than trolley-type contact lines and reduce contact components wear, they are
also being more frequently installed in urban mass transit transportation systems.
It is possible to classify overhead contact line equipment according to the design of the
tensioning system used. A distinction is made between completely compensated contact
lines with either combined or separate contact wire and catenary wire tensioning mech-
anisms and semi-compensated contact lines which have fixed, uncompensated catenary
wires and compensated, i.e. automatically tensioned, contact wires. Usually a single
contact wire is used for single-phase AC railways. For DC railways with heavy current
load requirements, the associated large currents often make it necessary to use t\\in
contact wires. Supports may be individual poles, flexible cross-span arrangements or
rigid portals (cf. chapters 4 and 7). To suit the different applications, various catenary
type contact line designs have evolved, differing mainly in the arrangement of the in-
dividual conductors and wires, in the design of supports and in the permitted running
speed.
The simple catenary-s'upported onerhead contact l'ine designs used on early <~lectrifica-
tion projects were semi-cornpensatcd and d1arncterised by a dropper connecting the
contact wire to the catenary wire at or in the imnwdiate vicinity of the support (Figure
3.11). Additional droppers \\ere i11stall<\d at. spacings of 8 to 12 m along the longitudi-
nal span. In comparison to trolll'v-tvpc~ ov<\rhead contact lines, this syst(itn permitted
the use of larger support spacings. Due to the fixed anchoring of thr. catenary wire at
tlw ends and the rigid conuc'ctio11 of t.lw c,mtilev<\rs to the poles, thcrrna.l expansion
aud contraction of the ca,kn,u\ \\'ire st.ill lcd to consiclcrahle variations in t.he height
of the contact win\ in this desigll \\'lt<'t<r1s tlH' (,\l,<~11,nY win' nuder tensile force in
3.2 Overhead contact line types ___ .. _____________________ ---------- _ _ _ _ _ _ _ _ _ _ _1_1_9
support
system height catenary wire
1---,
dropper spacing
T:Ir1 63,0m
1717T Figure 3.12: Contact lines with off-
set droppers at the supports.
combination with the droppers ensures elasticity along the span, the elasticit:, at the
supports is inadequate, leading to great elasticity variations along the span.
The contact line with offset support droppers avoids the disadvantages described in
clause 3.2.5.2, by eliminating the droppers in the immediate vicinity of the supports
were eliminated and droppers at a distance of 2,5 to 10 m from the support points
were introduced between catenary wire and contact wire (Figure 3.12). To reduce
temperature-related changes of the contact wire height, completely compensated con-
tact lines are used. In this case, the contact line is anchored approximately at the
middle of the tensioning section by means of mid-point anchors then put under tension
at both ends by tensioning equipments. These comprise tensioning-wheels or block and
pulley arrangern.entcs with counter-weights to wind or unwind the wires as they expand
or contract because of temperature changes, thus ensuring near-constant tensile forces.
Instead of having cantilevers rigidly arranged to the poles, as is usually the case with
semi-compensated overhead contact line installations, cantilevers usi11g this design are
fixed to the poles by mea11s of hinges which allow the cantilevers to follow the longi-
tudinal contact line movement, which increases in proportion to the distance from the
mid-point.
Applications of this type of contact line design include main-line railways with running
speeds up to 120 krn/h, e.g. using the DB's Re 100 standard desigu, as well as tramways.
Versions of this overhead c-ontact line system with increased tensile forces a.nd dropper
spacings of approximately G m are also in use on high-speed lines, <'. g. in France.
stitch wire Bz II 25 mm 2
pull-off support push-off support
J
F = 2,3 kN
E I
0 I contact wire Ri 100 /F 10 kN
U")
U") I
II I
I
TR s
0 I. max. 80,0 m
Figure 3.13: Re 200 overhead contact line with different stitch wire lengths.
where the stitch wire is fixed to the uncompensated catenary wire, in conjunction with
the change in catenary wire length and tensile force, causes the contact wire at the
support to be raised and lowered similarly to the height changes at the middle of the
span. The spring effect of the stitch wire achieves a considerably better match of the
elasticity at the supports to the elasticity at the mid-span. It is the latter effect which is
the main reason for the current use of stitch wires in completely cornpensated overhead
contact line installations. Depending on the desired running speeds, the individual
standard overhead contact line designs of DB are fitted with stitch wires with lengths
of 6, 12, 14, 18 or 22 m and with one to four stitch-wire droppers. DB's standard designs
Re 160 and Re 200 have a special characteristic in that the registration arm is joined
to a dropper fixed to the stitch wire. In the Re 200 design, the different spring effects
of short registration arms on pull-off supports and long registration arms on push-off
supports is taken into account by the use of either 18 m or 14 m long stitch wires with
four or two droppers, respectively (cf. chapter 4).
At pull-off supports, the lateral force exerted by the contact wire is directed away from
the pole. At push-off supports it is directed towards the mast.
The stitch wire tension is selected with the objective of reducing variations in elasticity
along the line. Stitched contact lines require careful adjustment; this can be facilitated
by the use of appropriate special tools (cf chapter 14). Propert..:i designed stitch wires
considerably improve the running characteristics of overhead contact line installations
( cf. chapter 9) and by allowing longer support spacings, result in lower investments.
Together with high tensile forces on the cont.act and catenary wires, the use of st.itch
wires is one of the characteristic- features of modern, long-wc~aring, hu;h-speed overhead
3.2 Overheadcontact _line types 121
a)
I
~
catenary wire
---------- ~ I
---~
1 dropper
I I
b)
I
catenary wire
catenary wire
_ ; ? '_ _ _ _ _ _ _
I
------------------
contact wire / / "-
track centre line
\ I Figure 3.15: Inclined overhead
\ I contact line in curves.
contact lines. It is possible to achieve running speeds of up to 400 km/h with this type
of overhead contact line installation.
In many overhead contact line designs, e.g. standard designs Re 250 and Re :330, the
catenary wire is located vertically above the contact wire. However, along straight
stretches of track, the catenary wire can also be aligned with the track centre line and
the contact wire can still be arranged in the usual zig-zag arrangement. The lateral
position is then affected by the alternating lateral pull. This principle is applied in
DB's standard designs Re 100 to Re 200 along straight stretches. This design is also
called a contact line with semi-inclined suspension (Figure 0.14 a). In inclined catenary
overhead contact lines, both the contact wire and the catenary wire are off-centre.
These are pulled to opposite sides of the center line along straight stretches hut both
cm the same side in curves, whereby the catenary wire is further off-centre t ban the
contact wire. Depending on the catenarv wire arra.ngement, this design is also called
a semi-lwT'izonf;a,l contact h:11,e e.rr11,1.7nn.ent.. This <~nables adjustment. of the cont act ,vire
position to match the track curvature and the nse of longer support spacings. Figure
3.1[> shows the arrangement of the catenary and contact wires in a curve. Overhead
co11t;-1ct lirw installations of this tv1w ar<' rdativdy rare and an' used mainlv on molm-
Lai11ous strct.dws ,vith tight bends. Tlw adjust111e11t of the contact line equipment in
.. --~T_i:action contact line s.yster!1~_ an<Lo_yerhead contact li12_e designs
a) c)
b) /4 J
lilted 'l!Jt
position'l f
~'l /
II
I
contact
wire
Figure 3.16: Contact line system with elastic dropper elements. a) Arrangement in
contact line; b) Dropper with lever element: c) Dropper with spring element
such designs requires considerable effort. If higher tensile forces are exerted on the
catenary wires and contact wires, the advantages of inclined overhead contact line
suspensions become less pronounced. Some examples of contact lines in which a stitch
wire is arranged on the side opposite to the contact and catenary wire offset are known,
such as the one built on the Leipzig-Halle line in an unsuccessful attempt to achieve
longitudinal span lengths of 100 m [3.4].
Elastic dropper elements are used to equalize the elasticity along the length of a span. A
design [3.3] involves connecting the droppers to the ends of levers which, in combination
with the catenary wire being given a defined twist, achieve additional elasticity effects
(Figure 3.16 a) on the contact wire suspension. The length of the levers is increased
adjacent to the supports in order to compensate for the otherwise lower elasticity
there. Spring elements directly forming part of the droppers (Figure 3. 16 b) are used
for similar purposes. Due to the higher material, adjustment and maintenance effort
required designs of this kind are still seldom used, however the Swiss railway company
SBB [3.5] employes such overhead contc1Ct line designs.
3.2.5. 7 Contact line with auxiliary catenary wire, compound contact line
A cornpound contact l1,nc has a second ca.tenary wire, called the cm:rifrary r:atenary
wir-e between the main c:atenarv wire arnl the contact wire. It is joined to the main
catenary wire and the contact. wins hv means of droppers which lidps to eliminate
3.2 Overhead contact line types 123
~ I I
Figure 3.17: Contact line with
auxiliary cat<'nary wire compound
contact line.
Figure 3.18: Semi-horizon- Figure 3.19: Fully horizontal contact line. a) top: horizon-
tal contact line. tal contact line for trolley-buses, support spacing -'15 m; bot-
tom: horizontal contact line for trolley-buses, support spacing
60 m; b) top: horizontal contact line for trolley-buses, sup-
port spacing 35 to 55 m: bottom: horizontal contact line for
trolley-buses, support spacing 50 to 75 m
variations in elasticity (Figure 3.17). This overhead contact line design was first used
by Siemens in 1912. Currently it is used for DC 1,5 kV owrhead contact lines in
France and for high-speed railways in Japan (cf. clause 4.8.2.3). However, the good
running characteristics of this type of installation are offset by the increased material
requirements and significant higher installation effort.
a) b) pressed-in stud
cap nul
rubber or Klingerite
washer
insulated fixing
801,5
170
Figure 3.20: Conductor rail used by Berlin metropolitan railway (S-Bahn) in the
past, steel conductor rail in according with DIN 43 156. a) profile cross section;
b) fixation with plastic cover
(Figure 3.19). In earlier designs, which have direct connections to the supports, larger
contact wire height variations occur when the temperature changes (Figure 3.19 a).
In modern designs which have a suspension similar to a horizontal stitch wire and no
cross-span wire at the support points, the contact wire clip positions are arranged in
such a way that they all rise and fall to virtually the same extent as the temperature
changes (Figure 3.19 b). Mechanical calculations for horizontal registration contact lines
were first carried out and discussed in a doctoral thesis in 1927 [3.4]. Apart from
demonstrating the advantages described above, horizontal catenary contact lines lead
to automatic compensation of thermal expansion and contraction and achieve almost
completely uniform elasticity. As the temperature changes, the contact wires rise or
fall to an equal extent along their entire length. Other known applications include
long stretches of tunnels in Russia. The maximum running speed is 100 km/h. Typical
criteria for the use of this design include special installation conditions or requirements
with respect to clearance above ground or wind loading.
b C d e
Conductor rails are virtually rigid conductors which are installed at the side of the
track on insulated mounts outside of the vehicle gauge in such a way that energy
transfer in normal operation is possible while persons are protected against accidental
or intentional contact.
With conductor rails, current collection may be from the top, the side or the bottom
of the rail. Whereas the easier-to-construct top contact design is still used in France,
England and the USA, the design in which the bottom face of the conductor rail is used
to transfer the traction energy to railway vehicles is the main type used in Germany,
Russia, Austria and other European countries. The Hamburg metropolitan railway
(S-Bahn) is one example of a system which uses side-contact conductor rails. Protec-
tion against contact with the live rails is achieved by installing insulating conductor
rail coverboards with electrical, thermal and mechanical properties suitable for the re-
spective climatic and operating conditions. The conductor rail covers are mounted 011
insulators fixed to the conductor rail fixation parts or on the conductor rail supports.
Figure 3.20 shows a mounting of this type for an steel conductor rail. In the Berlin
metropolitan railway system, the conductor mil supports are usually spaced at 5,2 m
intervals. The actual spacing depends on the type of sleeper used and on the track
superstructure and may be as large as G m.
The design of a Berlin metropolitan rnilwm conductor rail system with steel conductor
ra1:ls is shown in Figure 3.21. This type of conductor rail system had been developed for
the VVannsee line anrl was still in use eyen after 1950. The onh major change was the
replacement of wood as the coverboard material by a ,yeatlwring-resistant insulatin,
material
Figure 3.22 shows a system that us<'s alu'ln't:nium,-st,eel cornposite rnnrhu:tor rn,1,ls [:3.G].
The conductor rail supports and the insulating fixing for the aluminium-steel compos-
ite third rail can be seen. The fixing is dC'sigued to pennit longitudinal rail rnovc'meut.
These rails arc also covered by plastic rurntldings with uwchanical, thenmd and elec-
trical properties to suit the rcspcctiH' e11,iro11111c11tal conditious.
Figme 3.2;3 sho\\'s the design of a s, stcui with sick ccrnt act and hollow aluminiurn.
1'.:drarlr:d n[,'ils as used b_, Lh<' Harnh11rg 11l<'t rnpoliLan railwm [:3. ,] .
l,_,
'r:
3 Traction contact line systems and overhead contact line designs
200
~
E
0)
ro
lf)
~
ti
I track gauge
0
ro
1471
Figure 3.23: Conductor
rail support of the Hamburg
10
metropolitan railway.
1 aluminium-stainless steel co-
extruded composite conduc-
tor rail;
2 high-grade steel contact sur-
face;
"' <.\! 0
;'? 3 contact shoes ,vith E-Cu col-
/6
::::: "' lectors;
0
4 insulating coverboard;
lf)
between 0,125 and 0,143 S1mrn 2 m- 1 . Since then, the specifications have been changed
and the grade of steel used, often termed "iron", must haw a specific resistance of
not more than 0,119 S1nun 2 111 1 . In order to increase the power of DC railways in
mass public transport systems, alum,mi,urn-steel composite rails are being used more
frequently for new lines and line conversions. Table 3.2 lists the essential parameters
of several types of conductor rails.
Up to now, steel conductm rails have been commonly used in Central Europe [3.8]. As
an example, technical deliven specifications for this type of conductor rails are given
in DIN 17122, titled. St<:c,I co11ductor rails for electrical railways.
The electrical ,md tlienwtl prnpc~rtics of co11cl11ctor rails an' discussed in chapter 11.
3.3 Conductor rails ...
Aluminium-steel composite conductor rails are being used increasingly because the
specific resistance of the alloy used, Al 99,75 MgSi, is approximately 3,4 times lower
than that of steel and also because it has comparably good mechanical properties [3.9].
The aluminium composite conductor rails used for electric railways have the same cross
section shape as the steel conductor rails. Whereas the hollow aluminium rails with a
cross-sectional area of 2100 mm 2 are produced by a continuous extrusion process, the
5100 mm 2 rails are roll-milled solid profiles.
Composite conductor rails have contact surfaces of stainless steel with a tensile strength
of at least 500 N/mm 2 [3.10]. The aluminium-steel co-extruded composite rails have
a steel-aluminium bond which is as strong as a welded connection. The stai,nles8 steel
contact surface has a high wear resistance and thus a long service life. Figure 3.24
shows the cross section of an aluminium composite conductor rail.
2250
--
U)
U)
600 150
I
350 I L/
II r---
I I 1.20 co r---
/ II I'--
C\J
/
conductor rail fish-plate cenlre of conductor rail fixing
TR
which is inserted at the corresponding conductor rail support into one of the holes which
are made in each conductor rail clamp. The bottom end of the rod then protrudes into
a recess in the conductor rail joint. The rigid joints between consecutive conductor
rails are made either by welding or with fish-plates. Joints may be bridged by bonding
cables. The specifications require that the electrical equivalent conductor rail length
of a joint must be less than 5 m of conductor rail. In the Berlin metropolitan railway
system, fish-plates are also used to connect the conductor rails. Where the fish-plates
are bolted to the rails, a zinc coating is sprayed onto the conductor rail. This type of
fish-plate joint achieves electrical equivalents of 2 m conductor rail length per joint.
The e.1:pansion gap in steel conductor rails is 20 mm long <:J,t an installation temperature
of 15C. The expansion gap is bridged electrically using copper leaf-type bridges with
a cross-sectional area of 600 mm 2 or very flexible conductors.
Due to the given track geometries, extended gaps in the conductor rails will inevitably
occur along a railway line. Such conductor rail gaps are sections of track without
conductor rails and must be shorter than the shortest distance between the collector
shoes of the shortest operable traction vehicle. In contrast, conductor rail separations
are sections of track without conductor rails and which are longer than the shortest
distance between the collector shoes of the shortest operable traction vehicle.
A conductor rail ramp is required at each end of a section of conductor raiL This is a
sloped end-piece to the conductor rail that serves to ensure safe landing and take-off of
the collector shoes in a vertical direction. A ramp of this kind is shown in Figure 3.25.
In order to enable power to be switched on and off for individual feed sections, tracks
or groups of tracks in normal operation, conductor rail disconnectors are required.
This disconnector enables the conductor rail installation to be separated longitudinally
and laterally into isolated sections. Figure 3.26 shows the design of a conductor rail
disconnect.or of type SHB 4000 [3.11]. This disconnector is designed to operate at a
rated voltage of DC 1500 V and a permitted continuous current of 4000 A. It is meant
to be used for isolating conductor rail sections without load, however it can break
currents of up to 400 A.
In the course of normal operation, conductor rails wear away. Specifications for steel
conductor rails used b,v the Berlin metropolit,u1 railway stipulate the following conduc-
tor rn.t.l wear that must not be exceeded [3.12]:
- along suburban li1ws 10 %,
;dong li1ws in Lii<' cit\- Ct'lllT( al('cl 15 11,
1
3.4 Overheacl_f9!1iluctorrail installations_________________ _ 129
0
0
,,.,,~---
130 3 Traction contact line systems and overhead contact line designs
1,00
5100
5000
mm 2 0,95
0,90
"(
C 4500
.Q
0Q) 0,85
(/)
(/)
(/) A/An
e
()
OJ 0,80
C
c
~
Q)
4000
a:
0,75
0
0
LO
24 .8
0
6 co
"I
II
E
OJ
a3
.c
>-
:0
E
Q)
(/)
(/)
<f
Figure 3.28: Cross section Figure 3.29: Support for soffit conductor rails
of soffit conductor rail as as used in Hanover.
used in Hanover.
The Hanover metropolitan railway, for example, uses bottom-contact, upright copper
rails of Siemens design as overhead conductor rails. These are installed without ther-
mal expansion compensation joints. The conductor rails are mounted along a sine-wave
shaped locus so that thermal expansion or contraction will enlarge or reduce the lat-
eral offset. The cross section of the respective copper profiles, which are mounted on
supports at four-metre intervals, is shown in Figure 3.28. Figure 3.29 shows the type
of support used. The conductor rail joints il,re made using fish-plates. This installation
(\llahl<~s unint<\n11pted rnrrent flow at rnnning speeds of up to 100 km/h [,3. 1:3].
3.4 Overhead co11d11cto1rail im;tal_h_tt_,i(_>_n,_s________ -------------------------=1~3:.:!:1
a) zig-zag
250 l 250
E
E
0
co tunnel ceiling
tunnel ceiling
/ / / // / /
b)
0
l()
C\J
zig-zag
250 250
Figure 3.30 shows an overhead conductor rail design which uses a 2214 mm 2 cross
section aluminium extrusion profile mounted on supports at approximately nine metres
distance and into which a standard grooved contact wire is clipped when the system is
installed. At a ternperature of 40C, a combined conductor rail of this type with clipped-
in contact wire of type AC-107 is electrically equivalent to a copper cross section of
1288 mm 2 .
In 1994, more than 100 km of overhead conductor rail were being operated by the S,viss
Railways and the railways of various other countries. These overhead conductor rail
systems have been proven to be suitable for running speeds of up to 100 km/h [3.14].
Figure 3.31 shows supports for this type of soffit conductor rail installation. Reference
[3.16) reports that the overhead conductor rail ,vith clipped-in contact wire, as approYed
by the German federal railway administration, has a short-circuit current capability of
45 kA. It can be used at running speeds of up to 120 km/h by vehicles fitted with a
frame-type pantograph pan head (Table 3.3).
3.5 References
3.1 Nibler, H.: Fahrleitungen aus Heimwerkstoffen for den elektrischen Hauptbahnbetrieb
(Contact line made of locally produced material for main line electric operation). In:
Elektrische Bahnen 17 /18(1941/1942)10, 12 and 1, pp. 186 to 191, pp. 258 to 258 and
pp. 12 to 16.
3.2 Nagasawa, H.: Verwendung von Verbundwerkstoffen fiir Fahrleitungen (Use of composite
material for contact lines). In: Elektrische Bahnen, 90(1992)3, pp. 92 to 95.
3.3 Borz, J. W.; TschekulaJev, W.E.: Oberleitung (Overhead contact line). Verlag Transport,
Moscow, 1981.
3.6 AEG: Stromschienentrager fiir elektrische Bahnen (Conductor rail support for electrical
railways). 05.89.
:J.8 DIN 4J 15G: ElektrisclH! Balmen, Stromschienen, Mafk und Ketmwc\rt,e (Electric railways,
conductor rails, di1rn~usions awl charn.ct,t)ristics). March 1!)78.
3.5 References ------------------------------ --------------::1"-'.=3~3
3.9 Ja,11e/;schke, K.; Freidlwfer, I-I.; Mier, G.: Eiufiihrung vou neuen Stromschienenanlagen
mit Aluminium-Verbundstromschienen bei der Berliner S-Bahn (Introduction of new
conductor rail installations with aluminium steel composite conductor rails at Berlin
city railway). In: Elektrische Bahnen, 80(1982)1, pp. 17 to 23.
3.11 Siemens AG: Stromschienen-1\ennschalter SHB 4000 (Disconnector for conductor rail
SHB 4000).
3.12 DR-M 24.71.010: Abnutzung von Stromschienen (Wear of conductor rails). 1980.
3.13 Rosenke, D.; Uyanik, A.: Neuentwicklung einer Stromschienenoberleitung for 1\mnel-
strecken (Development of an overhead conductor rail contact line for tunnel sections).
In: Verkehr und Technik (1985)5, pp. 136 to 138.
3.14 Lor/;scher, M.; Urs, W.; Furrer, B.: Stromschienenoberleitungen (Overhead conductor
rail lines). In: Elektrische Bahnen 92(1994)9, pp. 249 to 259.
3 4
5 ~ / 5
/ 6
~
""
1 Pole
2 Cantilever
3 Catenary wire
4 Contact wire
5 Insulator
6 Power traction feeder line
7 Bonding of poles
8 Rail bond
9 Track bond
1O Pole number
11 Return current conductor
12 Stitch wire
7 13 Dropper
/~~========-~~
Figure 4.1: Ovf'rlH,1d rn11Lad li11<'S 011 individ11a.l supports nsinl--', <onndc poles.
136 4 Desigr~ of c:ont.act, lines and cross-span equipment
verlapping
~,-
midpoint
half tensioning length
1 1 2345678
0 0 0 0 0 0
tensioning mechanism
span length
catenary wire
system
height
stitch wire
~ tt
registration arm reg1s ra 10n arm
dropper contact wire dropper with steady arm
provides along track stability is located at approximately the mid point of the tension-
ing length. An overlap section provides the transition between two adjoining contact
lines sections. These are also known as an overlapping block or parallel spans both
contact lines are suspended in parallel. The contact line must be designed to satis(y the
static, dynamic, thermal and electrical requirements for each application. The influence
and effect of the individual parameters on the contact line performance can be found
in the relevant sections.
Table 4.2: Continuous current carrying capacity of overhead contact lines for AC 16,7 Hz.
Cross section of Range of Permitted final Temperature Current carrying capacity
catenary wire/ ambient temperature of range without RL with RL
contact wire temperature t contact wire
mm 2 oc oc K A
1
50/100 ) -30 :St S +40 40 70 420 700
50/1001 ) -30 :S t :S +40 70 100 560 900
70/120 1 ) -30 :St :S +40 70 100 670 1270
120;1202 ) -30 :S t :S +40 80 llO 850 1425
RL = reinforcing line feeders (240-AL1/EN50182)
1) Contact wire Cu AC or CuAg AC
2) Contact wire CuMg AC
c 3,GJ"C\\ = :3,G
{JC\\
r
kI I I/ II
I (T('\\'
\-/-11-11_11_
()cw He\\ m~'\\
----1-k-.'/-1-11- (4 2)
2-+--k,L,-'/-1-11-l-+--~-,
4.1 Overhead contact line equipment._________ 139
------------------~
where
aew tensile stress in contact wire,
Pew specific density of contact wire material,
Hew tensile force in contact wire and,
m~-;w mass per unit length of contact wire.
As a reference value based on empirical data [4.3], the maximum operating speed v
should not exceed 70 % of the wave propagation velocity.
A tensile stress of approximately 172 N /mm 2 is obtained from equation (4.2) for a
copper contact wire at an operating speed of 350 km/h.
The suitability of a contact line for a given speed can be established from the Doppler
factor according to (9.56)
L-Y (c-v)/(c+v)
The Doppler factor should be equal to at least 0,15, or more adequately 0,20. For
v = 350 km/h, it follows that c - 473 km/h for a = 0,15 and c = 525 km/h for
et = 0,20. As a result, it is necessary to use contact wires of a corresponding strength.
The contact wire lift at the supports and at mid span has to be limited for high-
speed traffic, to values that occur with standard overhead contact line systems. Due to
the higher contact forces of the pantograph and the dynamic uplift component, lower
elasticities are necessary to ensure that the lift does not significantly exceed 100 mm.
The elasticity should therefore be small and evenly distributed for high speeds. The
requirements of limited span length and increased tensile forces follow from (4.1). The
latter can be achieved by increasing cross sections and tensile stresses. The cross section
of the contact wires should however not exceed 120 mm 2 to avoid discontinuities during
stringing. There has been a demand [4.3] for an overhead contact line design type
Re 330 with an ela,sticity e - 0,4 mm/N at mid span. This objective was achieved by
the limitation of the span lengths to 65 m, the employment of a high-tensile contact
wire with a 120 mm 2 cross section and a tensile force of 27 kN together with a catenary
wire cross section of 120 mm 2 and a corresponding tensile force of 21 kN. This can be
verified by insertion into the relation (4.1). For details see chapter 9.
Parallel feeder lines are arranged in parallel to the overhead contact lines when the
selected cross sections alone cannot guarantee the required current capacity and voltage
stability. See clause 11.1 for information regarding the layout of feedC'r lines.
90
50
,- rr- ~ v-- I I
,_
--
-~ ~-
I
-- -- ... -- ----- CP with wind speed 12 m/s
_ff
.c
0)
C
..92 50
r, liT
:J ,J
c- j ~, ../- J-
I
J
.- -.:5
I ,_,I
C
IJ-' u _/\ SNCF with wind speed 29 m/s
rr Jr + 1,-
CTl
Q. _,,-J REB Russian Railways
I .J
(f) 40
IJ__ u " "SNCB DB German Railway AG
bf-1, [F
I
The contact wire lateral limit position under wind eper, which is dependent upon the
pantograph working range, decisively influences the span length, in addition to the
contact wire stagger at the supports. Pantographs with a narrow working width require
shorter span lengths, Small track radii R also lead to a shortening of the maximum
practicable span lengths. The relationships between stagger, wind load, tensile forces,
curve radius and span lengths are considered in clauses 5.4 and 5.5.
A radial force is created at the support due to the deviation in the contact wire (see
clause 5.1.3.2), which, for example, should be within the range 80 N < FH < 2500 N
for the DB lightweight steady arm. If a minimum radial force is not achieved the result
' i,
is a loose fit and excessive wear of the steady arm linkage hook on the drop bracket. If
the radial force exceeds the permitted value creating excessive bending of the contact
line, this can lead to damage of the steady arm. It is possible to alter the deflection of
the contact wire at the support, and to influence the contact wire radial force therefore
by choice of the span lengths and the stagger. As explained in clause 4.1.3 the span
length influences the elasticity in accordance with the relation (4.1).
The span lengths should be adjusted correspondingly to ensure that the minimum
dropper length /H min is observed on contact line equipment with reduced system heights.
Figure 4.4 illustrates the span lengths of several European railway systems relative to
track radii. Shorter span lengths are necessary at SNCF, SNCB, CP and JBV as a
result of narrower usable pantograph widths. DB and REB can install greater span
lengths as a result of the wider usable pantograph widths of respectively 1,45 and
1,4 m and thus reduce investmc\nt.
distance between the conta.ct wire and the catcnary wire at, the support should allow
the installation of droppers with lengths l11 rni 11 2 0,5 m at the centre of the span, on
overhead contact line equipments for speeds higher than 120 km/h. If this is not possi-
ble, shorter flexible droppers, and finally gliding dropper8, have to be employed. These
transfer the contact wire lift inflexibily to the catenary wire and therefore generate
force peaks in the contact force profile.
The minimum lengths of flexible droppers / 11 min are dependent; upon running speed. At
DB the lengths are:
'V < 120 km/h l11 mi 11 = 300 mm;
120 km/h < 'V < 250 km/h l11 min = 500 mm;
'V > 250 km/h lH min - 600 mm.
Observance of the minimum dropper length is irnportant frorn the point of view of
dynamic behaviour. Shorter droppers increase the probability of dropper failures, es-
pecially at higher speeds and larger contact wire lift.
In the case of a catenary wire sag of 1,12 m at the centre of an 80 m span for contact
lines with catenary wire BzII50 and contact wire Cu AC-100, according to (5.24), a
system height of 1,62 m could be selected in conjunction with a minimum dropper
length of 0,5 m. The system height should not be lower than 1,40 m for high-speed
overhead contact line systems due to the influence of the system height on the contact
forces (see clause 9.5.3.2).
System heights in stations are usually greater than those employed on the open track.
The installation of section insulators with larger system heights requires special care
to avoid electrical clearance problems between crossing catenaries of different electrical
sections, especially under dynamic uplift conditions.
upon the operating speed, alternative contact line equipments are possible, e.g. over-
head contact lines with elastic supports (see clause 3.2.3.5) or overhead contact rail
systems (see clause 3.4) with short support intervals, which result in lower expenditure
than arrangement of contact lines on poles on the open track.
1::-r
E
co_
~
""9,17m 5,0 rn
5,0 rn Figure 4.5: Dropper layout for G5 m spans with
1=65 m
design Re 330.
where emax and ernin represent the maximum and minimum elasticity in a span. Speci-
fications for the degree of non-uniformity are provided in Table 9.2, dependent on the
operating speed.
Figures 4.6 and 4.7 illustrate the influence of the contact line parameters on the elastic-
ity of overhead contact line systems based on the standard DB designs Re 160, Re 200,
Re 250 and Re 330.
The lengths and tensile forces of the stitch wires are the results of optimisation pro-
cesses, whose objectives were to achieve, as far as possible, uniform elasticity near the
support and at mid span. The varying elasticity behaviour for pull-off and push-off
supports with design Re 200 were considered, which then le;-1.d to diffon)nt wire' lengths
and tensile: forces for the stitch wires. Approximately equal elasticity values exist at
the pull-off and push-off supports of designs Re 250 and H.e 330. Th< degree of non-
uniformity values for I lie four designs Re IGO, Re 200, Ifo 250 aud H<<300 ;-m' 2G %,
lG %, 10 % [4.G] aucl 8 %. By comparison, tlw TGV-Atlautic- ov<rli<)ad ('Oittact line
system without stitch wit<'S shows a degree of no!l-lllliforrnit.y of 11 A (;-{: [ 1.n 0 0
tensil<~ fore<~ change, tit<' operating range of tlw tcnsioniug rnedi,11iis111 n11d t 11< p<rwit,ted 1
tolcrnuccs for I.lie c-rn1t,wt \\"ire stnggc)r and cont ;\cl. wire' lieigltl d<'t n111i tt<' t It<' l111..'ium1.nq
.'i/'.r:/,um. l111._1;!h.
_ _ _ _ _4_D_e_s----"ig,_n_of_ contact lines and cross-span equipment
Re 160
12m
12,5
Contact wire Cu AC-100;
~-H-_ _ _ _ _ _ _ _80_m_ _ _ _ _ _ __
Hew 10 kN
Re200
18m 14m
bl
t--- -
11,5
-
cl:,
- - - ---~----'-4'-<,:-----
Contact wire Cu AC-100,
Hew =10 kN
80m
Re 250
18m 18m
Catenary wire Bz II 70
HcA = 15 kN Dropper
/ Bz 1110
E Stitch wire Bz II 35
00. Hy= 2,8 kN
~--1- ::::9,17 m
, m Contact wire CuAg AC-120
1 - - - - - - -65-0- - - - - - - - - Hew= 15kN
Re 330
. 18m 18m
tf:;1 Catenary wire Bz 11120 Dropper
//cA = 21 kN Bz 1110
/
E Stitch wire Bz II 35
co_
Hy= 3,5 kN
:::: 7m
Contact wire CuMg AC-120
65,0m Hew= 27 kN
Figure 4.6: Overhead contact. li1w system designs Re l(i() to Re 330 of Dc~utsche B;:i,hn.
4.1 Overhead contact, line ~.9uip111<:_~tl:_
m~ ',
1,0 1 - - - - - - - l - - - - - ,-"'----1------="'-
~16~
----r-----
Re 200
q O6 1 - - - - - - 1 - - - 1 - - - - - - - 1 - - - - - - - \ - - f - - - - - - - l
0
~
~
'
--- ~~
~100
LU 0,4 t - - - - - - - 1 _ _ , _ - - - - - - - - 1 - - - - - - - - . , . _ + - - ~ - - - 1 Figure 4. 7: Elasticity
0,3 - -...." Re 330 profile for standard DB
0,2 '-------'----------'-----------'-----_J contact line designs.
::: 1850
in central position
3200 ~ ~ ~ ~ - k - i
3400 l--'~~'!,c--1'-sc-l
...J
3600 ~--1-~"'-'~+".-i
3800 1--+--+-'.'.""'-"J~
4000 I--+-+-"'">,-~,
4200 l--+--+--4--'~,-'C
4400 ,_,___,_,__,_,..,
- +80C ,---,--,-~ +80"C
~
4600 '--+--+--+---'--'
300 500 700
I
200 400 600
~ Distance from midpoint anchor (rn)
Weight stack
TR
QJ
E
t--
0 GOf<
Figure 4.8: Operating range of the te11sio11i11g d<'vin~ for design He JJO.
146 4 Design of cont.act lines and cross-span equipment.
800
t m
700
/
/
,
-J
.c
OJ 600
V /
C
~
/~/
500 - L = 11,8/ - 61, 1 for
C
0
iii
/, cantilever length LA= 3,7 m
//
C 400 ~., - - L 10,8/ - 60 3 for
2
0 / cantilever length LA= 2,5 m
300
ro
I
200 I
200 265 345 446 571 715 900 111814191818m Figure 4.9: Influence of cantilever length
35 40 45 50 55 60 65 70 75 80 m
and track radius on the tensioning section
Track radius R - - -
Span length / ---- length.
The operating range of the tensioning mechanism restricts the permitted length varia-
tion L given in 5.5. The example in Figure 4.8 shows the variables that determine the
operating range of a tensioning mechanism using weights.
The calculation based on the installation height, the length of the weight stack, the
dimensions of the arrangement and the clearance above the ground gives an operating
range L = l,68 m. Higher tensile forces require longer weight stacks and therefore
reduce the operating range. A gear ratio of 3:1 has shown itself at DB and other opera-
tors to be the optimum with regard to operating range and length of the weight stack. I (
Gear rations between 2:1 and 5:1 are employed for installations at various railways. I
The greater density of cast iron lead compared to concrete reduces the dimensions of
the weight stack and, therefore, reduce the installation space. This space-saving design
for tensioning mechanisms is required especially in tunnels (see clause 4.1.12.3).
The determination of the tensioning section length also has to consider the loss of
tensile force in the contact wire, especially in curves as a result of restoring forces, in
order to allow optimum passage characteristics over the whole temperature range. The
tensile force loss should not exceed 8 % (see clause 5.5.2).
Overall, the change in the tensile forces should be less than 11 %. Practical trials show
that to maximum horizontal tensile force changes 3 % are added from the tensioning
mechanism, designed as a wheel tensioning device, and 8 % as a result of movement
of the cantilever in the contact line system. Figure 4.9 shows the relationship between
cantilever length, track radius and tensioning section length.
Length changes in the contact line induce a swivelling movement by the cantilever, !
' I
which in turn causes a. displacement of the contact \Yire stagger at a right angle to the,
track (see clauses :3.1 and 5.5).
The swivelling movements of double cantilevers at the oYerlaps are an additional cri-
terion for the d(~termination of tensioning section lengths. These become closer due to
their opposite movement in tlt() m(~rlaps. Tlw minimum electrical clearance between
components in tlw two adjace11t nmtact lines and their support devices in insulated
over-laps in accordance with cla us<' -L I .11 a re also to be considered in extreme positions.
4.1 Overhead contact; line equipment __ _ 147
a)
lL
( +)
b)
1-)_
( +)
a a4 a
e)
b13
~--'~ a
ul
a a12
b14
a13
0
aH
f)
(-)
b1 0,45
b
( +) b1
LO
st b + 0,45
(-) 0
b b1
( +) b
b1 - 0,45
----~-------------
148
'Lll'.I U)
'Sj"
U)
U) U)
c:i
c:i
44,0 4'1,0 '1'1,0 '14,0
U)
t---
@
c:i
,_ _:;. -'i' T..tc!_rlin~ a~
-~4=~----1~~k4~-=======~r=rse:--=-=--=--::::--=-=-- -=--~'~===~r~~~--- -=-A 1rr-c1. ax~
=--
l--0
~(la~
open track overlap station
1--0
F'igure 4.12: Overlap with
disconnector.
signal is located at a distance "a" to the first pole with double cantilevers from the
overlap. After the distance "a", the approaching traction unit draws less power from
the overhead contact line system, so that even in an disconnected overlap, no contact
wire burn-off is created b,v potential dif-fonuccs lid,\ een the switching sections for the
station and open track. The distance "a" is d<'p<nd<'nt upon the operational use of the
line (see chapter G).
ill tlw area of poiuts and in trnw:itiotts hd\\<'<'ll open track and a tttntwl. In these
cas<'s, 11tievc1L loadillg of the m:idpoint a11.1/w1 can O(Tlll. This tnav \)(' caused by the
longitt1di1Lal displacet11e11t of tltc con(a.d litt<' dtt<' to dif!<\rent a1nbient. (,<!ttq><\ratures
hdw<'<\ll the Ltttttl<'l and open track T\pic,d dc~sigtt d<tails aud <01t1p()tte11ts have been
dn< lop<d L<J m <~ITOIIL<' I ll<'S<' prnhlc111s ,111d t IH'\' ,lt<' dcs< rihc~d lwlcJ\\.
1
_______
4_D_e_.s_,ig,,_,n_o_fcontact lines_and cross-span equipment
/
Z-type anchor
hofwm~pdM
The midpoint anchor fixes in accordance with Figure 4.13 two-ended automatically-
terminated overhead contact equipments. The midpoint anchor restricts the travel of
the catenary wire and contact wire during temperature variations and after the failing
of contact wire, catenary wire or contact line, Two types of midpoint designs are con-
sidered, those with a hinged tubular cantilever and those in cross spans. For cantilever
designs, a midpoint anchor manufact 11n~cl from bronze or steel cor1<foctors fixes both
sides of the catena.ry wire s11 pport as shown in Figure 4, 14. The stabilisation of the
midpoint anchors is perfonncxl h_,, t lw neighbouring poles. which are often provided
with guy anchors. A Z-typ<' rop<~ and1ms the contact \\ire to the catenary ,vire on both
sid<\S of the midpoint as tnw<d prnt<'ction. The cross-span wires also provide stabilisa-
tion of the midpoint in cross-spans, Tll<' r,.1ting of the midpoint cornpli<:s with the sum
or th<' cont.ad wire and cat<'11,1n \\ in' I<'llsile forces. ,.1nd tile rating of" t.h<' Z-type rope
Lo t.li<' <01ttact win' U\11sile f()ff(',
4.1 Overhead c:o!ltact li11e ~~[t_ti[)ItwnL --- _ _ _ _ _ _ _ _ _ _ _ _ _ ___:::.:15::_:::l
The tensionzng 111.eclw:11:1.s111, has th<' task of maintaining the magnitude of the tensile
forces in the contact line, and therefore the position of the contact win\ as ccmstant
as possible aft.er length changes in the contact wire and catenary wire as a result
of temperature! vari,1tions. The efficiency, measured as the ratio of the actual to the
iutcmled tcnsil<~ force, should IH' ;-1s high as possible, so that the horizontal t<,nsilc forccs
Hew and He!\ do not vm_v by mon~ than 3 % [4.9].
Designs with t:e:11,,c:icm:1:n,q vw1,yh/,,, ;-u1d geo:r wheels or vuJlcy blocks.. as wdl as hydraulic
or r.lcc-tro111ed1a11ical designs. cH<' e111ploy<~d as tensioning mcd1a11isrns
The wheel tcnsion<'rs consist of a tensioning whee~! with two rop<' drn11ts 011 a <ornrnon
ax!<~ and n blocking d<\ ice'. Tl1<' owrhcad contact. line cquip111cJ1t to he t<~nsioncd is
att,adt<,d to lite sJtt;-dl split drnJll I,\ m<'ans of flcxihl<' st.c<~l rop<~s. \\ ltil<' the weights
of th< tensioning J11ass('S cw! 011 t It<' lmg<' drn111. The lo.t:ch-1,n dr,,ur'., lock aft<'! a wirr
frncltm' [H<'\'(J1ti11g tit(' rnJtn<'t(' or cast iron m'igltts fro111 i111p,H't i11g \\'it.It t Ii<' ground
stopping fmt ltn distortio11 or t It<' ('011t.;wt !in<' aud cffoidi11g t lw d;111g<~r or dropper
l>1eakilg('. Tltis is t 11(' d<'< isi\<' ,l<lrnJ1tilg<' or \\'h<<l tcnsion<'rs m<'t tc11sio11<~rs nsing the
ptilley hlo('k pri11cipl< !'Ill' cuJtt ,l<'t win ,rnd ci\t.<nan \\'ir<' m< t <'t1sio11<'d S<'parately
( 1-'igllt"<' -L l:->) ()JI liiglt-sp<'<'d 1>\ 1Ti1<,1<I co11t ,Ht li11<' s.\ st <'Jlls Tit<' s<'J>,Hill <' L<'rn,io11ing
<'JtSlJl<'s 11t,1i1tt ('11;11w(' <>I pl,11111(d t ('11sil<' 1'01 ('<'S <'Y<'Jt \\ !!<'11 difl<ri11.~ !(11.~t 11 ('l1iu1ges occur
i11 tll<' coJl1,wt \\it!' ;11111 (;1\(11;11, ,,i1c. I l1is 111<'tl1od <1lso ,tllo\\S dil!!'l!'ltl l<'nsil<' forcrs
I
lI
I
II''
I
1'
152 ______ 4_Design of cont,1(:tli11~~s atl(l crns~:::-':'Jlcl:1:.1 equipment
'~
,__ -Pole
I
tensioning weights
I I I
nitrogen oil
position at low temperature
(].) i
0
0.
0)1 movement
C
"i61 piston -;~ontact/ino
c
E,
22'
a) b}
clip
thimble
crimp connector
dropper wire /
stranded type
dropper clip
contact wire
Figure 4.21: Insulated termination. Figure 4.22: Dropper (a) and conducting drop-
per (b).
of a piston, which adjusts the tensile force in the contact line as illustrated in Figure
4.19. The tensile force as required according to the specific condition of a contact line,
is set by adjusting the gas pressure in the cylinder when installing the equipment. This
device reacts only to changes in the ambient temperature.
The electromechanical tensioning device [4.11] compensates tensile force changes result-
ing from temperature-dependent contact line length changes via an electrically driven
spindle, whose reaction threshold can be adjusted. The electromechanical tensioning
device requires an electricity supply.
Only the wheel and pulley tensioners have become accepted for mainline railways.
Urban transportation systems also use spring-type tensioning devices for Yery short
tensioning section lengths.
Tensioning springs according to Figure 4.20 are used for local area traffic installations
at tensioning section lengths up to 180 n1.
Figure 4.23: Sliding (left) and rigid droppers with unrestricted lift (centre and right)
4.1.12.5 Dropper
The drnpper supports the contact wire and is attached using thimbles and ,arious
types of dropper clips on the catenary or stitch wire (Figure 4.22 a). The dropper is
designed to conduct current as shown in Figure 4.22 b, especially in systems with high
short-circuit currents. Consequently dropper wire ends are also terminated and bolted
to the dropper clips using cable lugs. In overhead contact line sections with a reduced
system height, where the minimum length of flexible droppers cannot be utilized. sliding
droppers compensate for length variations between contact wire and catenary wire
as shown in Figure 4.23. The East Japan Railway (JP East) employs stiff droppers
with unrestricted lift (Figure 4.23 centre and right) to attach the contact wire to the
auxiliary contact line. Examples of other designs are height-a#u,stable droppers with
bolted connection clips, twin droppers for twin contact wires and lever-type droppers.
Permanent and switched dcr:t:ru:al mnnections arc used in the overhead contact line sys-
t<m1 to provide electrical cunent transfer. Perrnanent electrical nm:nections, also known
as cunent 01 electrical co111Lectors, conduct the operating atLd short-cirn1it ClllT('nts be-
tween the contact. wir<', n-1te1Larv ,vire and contact line systems of different tctLsioning
sections atLd bctweetL t.11<' traction feeder lines and the overhead rnntact. line equipment..
Tlw con11cctio11s <ousist of fl<ixihlc copper stranded conductors that are at.tadl('d to the
catenary ,virc, cont.act win! 01 the traction feeder line using s11it;-d>l<' darups.
Switched rnnneclum.., m<' 11iad<' with the on~rhead cotLt.act. liuc <'<p1ip11wnl. as n'quired.
Fu11ct.ions inclt1d<' pm, ision for disconn<'dion from so11rccs of sttpph'. and bypassing
of certain ('ircuits, ;-l!ld f<'<'d<'rs in case of aJu,rnal<! fo<!ding arrnng<'111<'11t.s. T'lic discon-
11(~ctors ,lI<' crn111<'('t<'d Lo Lll<' ,uixiliarv, feeder, hvpass and m<'tli<',ld li11<'s IJ\ llleans of
I rn11sv<'rs<' a11d V<'rt.ic,d S\\ it clii11g <rn1d1wtors D<!tails n'ga1di11g t II(' pla1111ing of dectri-
nd c-01111<'<"1 irn1s c-;111 I)(' 101111<1 i11 <luq>l<'r (i
15G
a)
L2
L3
L1
b) Arcing horns
650
390
100
\''
\'
-- I I
/
Insulating runner
Figure 4.24: Fundamental diagram of a light weight section insulator (Siemens 8WL5545)
with continuous copper by-pass runners and composite insulators (a) and with insulating
runners for urban transportation systems (b).
Electrically insulated sections are necessary to subdivide the contact line installation
into different electrical sections or circuits. Dependent upon the operating speed, section
insulators are used for this purpose in stations and at speeds up to 160 km/h. On
main line tracks and at speeds above 160 km/h insulated overlaps are provided in the
overhead contact line.
On mainlines, electrical insulation points are bridged in the basic electric circuit by a
disconnector. except in situations with a substation feeder conm'ction. Passage through
a section insulator with overlapping copper runner elements (Figme L24 a) does not
interrupt the power supply to th<~ electric traction vehicle.
Designs without overlapping copper rumwr clements as sliown in Figure 4.24 b save
weight and are used ma.inl:v in urban transportation s_vsterns .
Insulated runners or rods guide the pantograph along section insulators without over-
lapping copper runner elements where it is csseutiaJ to pn'.H:lll. 11101nentary connection
of different electrical circuits. This is ;-t n:quirement in syst<'.ltlS where sections are fed
from different phases or niltages and 1w1yhe a req11ircrn<11t at tlw ends of systems to
pn:Y<)tlt <rn111e<1.ion het,,('<'11 two cliff<'t<'lll. rnihrn, <'i<<!1 ic;il s, st<111s. Tlw clearances
4.1 Overhead co11t.acL line <~quipHwnt 157
Figure 4.25: Light-weight section insulator with continuous copper runners (Siemens
8WL5545).
between the copper runner elements at the two ends maybe different for the ,arious
ra.ilway administra.tions. They can be smaller than required between energised com-
ponents for other situations. By agreement with EN 50119, the clearances at DB are
100 mm instead of 150 mm. Figure 4.25 shows a section insulator with overlapping
runner elements.
25 kV phase 1
- Neutral zone
25 kV phase 2
Overlapping Overlapping
a) D< L section section
0
L
:::--::- :- : : - ~ ,c, ~
ICE
I
Neutral zone
Phase 1 Phase 2
Overlapping Overlapping
b) O>L section D section
Figure 4.26: Variants of neutral section design, (a) D <Land (b) D > L.
D length of neutral section. L distance between pantographs.
TCV-Nord line (Figure 4.27) [4.12], while the AVE line \fadrid-Seville is an example
of the second principle (Figure 8.6).
Short neutral sections can be employed for speeds up to approximately 160 km/h. This
design consists of two section insulators with an intermediate earthed section (Figure
4.28). This neutral section should be negociated ,vith the main circuit breaker switched
off, whereby the length of the insulating rod prevents the pantographs shunting adjacent
overhead line section. Its length is therefore to be selected in conjunction with the
operating speed and the spacing between the contact strips of a pantograph. If the
main circuit breaker was not switched off, the pantograph would draw an arc from the
energised contact wire to the intermediate earthed section, due to the uninterrupted
power flow, and trip the feeder circuit breaker. The shunting of asynchronous overhead
contact line sections is, therefore, impossible in this case.
Neutral sections are required as phase separations with a neutral gap, when indi,idual
feeder sections are connected to different phases of the national electricity supply grid.
These sections are then to be negotiated with the pantograph in contact with the
contact \\ire, but without power, with the main circuit breaker in the traction whide
svvitchecl off The current does not ,UT across to the neutral section, which would cause
damage to the contact line system Figure 4.27 illustrates a phase separation sectwn
with a neutral zone as used on the TGV-:\Jord line in France.
Neutral sections between diffel'<~ut ro:1Jway t:racf;'ion supply systems, e.g. a DC and an
AC system, must be negotiated consti1tg with the pantograph lowered. Nevertheless,
precautions are to be ta.ken iu cas(' a p,uito,rnph is inadvertently in contact with the
contact wire. On 1.lw 1\[adricl- SeYillc sn;I ('llL all anxiliarv contact line with a neutral
1
4.2 Cross-spall equjpu1ent 159
a)
IJ~-1 gJ 0 CD y -~ 1:1J-
31,5 m 361m 31,5 m 31,5m
f -200 -20(
T
+
Track axis
__L_4,50 m bis 9 m
I
L 200
Track axis
-
200
t /
/
+ /
b]]-
EL2 EL1
b)
Insulator
Neutral contact line
~-lllllll--------T- I I -1----- ~
r7~-~ -..n
-111111
----- 1,8/0,55 12,00 2,00 1,8/0,55- --
1 40
1 - - - - - ~~1.2~--31-,8-~I_,4_o_3_7---1-:--3-1,-8- ~ I -31
----It~
1,80/0,55 1,80/0,55
Energised contact line
----+--~- --------
If-___ I ,
I 1,40 11,40 I 1,30
------1===-3_1-=_,8-=_-=_-_-j -31,:i-
I;;.><-:i
1 1
Figure 4.27: Phase separation on the French high-speed line TGV-Nord, a) plan view,
11,30 11,40
~~2- - -I- - 3 - 1 , - 8 - - - - - - -
1,401
b) longitudinal profile.
and an earthed section (Figure 8.G) was, therefore, installed in parallel to the l'Ilergis(~d
contact line.
Neutral sections should not be installed immediately before signals. in tight rnrYes or
on steep ramps, where trains starts occur or where slowly movittg traction ,ehic:les
may come to a stop. If this should happen nevertheless, then the neutral section can
be connected to the contact line located in the direction of trawl to enable the gapped
train to pull out of the ll('utral section under its own poweL
,..,...,..,.,... ______
160 4 Dcsio11
---------------
_b__
or contact. li1ws aud-- cross-span
-
<!q11ipme11t
--fo---- --------~-----
on one pole, between two pole or on support posts in tunnels for the suspension of
overhead contact line systems. Differentiation is made between single and multiple track
cantilevers, .fie1:ible head spans, portals and curve pull-offs. They are matched to the
local conditions, the line speed and the requirements for the electrical and mechanical
separation of the overhead contact line sections. Open track sections mostly employ
single cantilevers, while one of the other designs is often used at stations.
Cantilever tube
Figure 4.29: Design of a cantilever with pull-off (a) or push-off (b) contact wire support.
a) b)
~'kc------: FH
Re istration at~~ fv/
IF
)
a
Regist<alioe ,0 M
Figure 4.30: Forces on a pull-off registration arm, m0111<mt loading (a) or unloading (b) the
registration arm dropper.
are <'mployecl to minimise point masses in tlw overhead contact line <!quipuwnt as fnr
as possible. In accordance with EN 50 119 the steady arm attachment shall, without
lift limitation, permit a dynamic upvvanls 111m-<~m<'1ll, that ('Orresponcls to double the
ex1wctecl uplift value, and with lift limitation, to 1.5 times the exped,ed uplift value.
St<,,\<[y anus rnade of insulating plastics are often nsed in mhan transporta1 ion systerns.
Tit<' W't'/1.d slay prn<'nts buckling of the registration atlll and st<'aclv ann syst.<~n1 under
<rn1qn<\ssio11 load aud S<'('lll'<'S the contact "ire st agg<'r n11d<'t a<h<ts<' wind loading. It is
eu1plm<,d otl straight track and rmv<'s with a radius> 1:200 llL Th<~ <011tart \\'ire exerts
,\ 11101t1<~11t 1\/ = u F\ - Ii F 11 011 the rq!,istra1 ion m111 hing<'. wh< r<\ Fv is th<' V<'rtiral 1
crn1t ,\d. wir<' force corn1>011<11t aud F'i, is t Ii<' horizontal contact \Yin' !'ore<' co111potlent.
II" 11 !\. > /1 1 F 11 (Figm<' -l.:30a), a 111olll<'t1t. \\-itl1 dmn1wmds rntaLioll r<'s11lts at the
l('!-',i~;t mt ion an 11. which is <011tll<'rnc!.<'d In ,1 d1 op1wr. [11 th<' cas<' iu Figur<' -L30 with
o !-', < h2 F 11 a 1110111<11t wit Ii 11pwmd rntilt ion r<'stilts, \\ hid1 can lH' crn111t.<'rad,(~d Ollly
I>\ n st111t l)('(\\('('ll tit(' r(gi~;t1,1t.ion illltl ,rnd tlH' (',ltllii('\('t ttilH ,is ~d1mv11 in Figu1<'
162 4 Desi" u
- - - --- b___
or contact lines and cross-span equipment
-~--- --------- ---- ----------------
_,='Zl======~==========:>====--c.
Cantilever tube
'
Insulator
Registration arri strut
Registration arm
/
Steady arm
/
/
\
///
___CWH
/
\ Drop brac~et for sz
/
/ large contact wire uplift
4.31. The dimension b is dependent upon the dynamic uplift for which the support is
to be designed, whereby registration arm struts are often needed for uplift movement
greater than 150 mm.
The element between the catenary wire 8'11,pport clamp and the pole is known as a top
anchor. In straight line sections and curves with large radii, the tensile force resulting
from the weight of the contact line exceeds a compression load possibly resulting from
deflection forces and wind influences on the wire. In these cases. a top anchor design
with a rope is possible. On inner curves, the pressure force that results from the sum of
the wind load and the curvature can exceed the tensile load from the contact line weight,
so that a buckling resistant tubular design becomes necessary Tubular top anchors are
frequently employed as standard for high-speed overhead contact line systems. This
provides the same design for all cantilevers and ensures a high resistance to short-
circuits.
Several railway companies employ ca.trnary wire supports which separate the functions
for catenary wire suspension from the conrn'ction of the top anchor to the cantilever
tube. It is then possible to modify the: s_vstem height and the stagger of the catenary
,vire at any time. The top anchor t uhe is tlw11 loarled by bending (Figure 4.32) and
has to be designed accordingly.
I-hngerl cantilevers can be mant1fact11rcd fro111
steel tubes with fittings fro111 1wdl<'ahle cast iron,
alllminium tubes with< ,,st fit t illgs f"rnI11 i\lllrniniu111 allo\s
4.2 Cross-span eq_t1ipmm1t. 163
Cantilever tube
I
:;-:-- .,,.,..,._
4.2.4 Head-spans
4.2.4.1 Application
Head-spans that 1wrmit the arrangement of poles in the an'<'l adjacent to the track are
used for wiring raikay installations with more than two tracks. Spac<' between the
tracks for th0. erection of individual poles is not rn~cessary .. \ restriction 011 the distance
between the pole aud tire track centrdinc, as in case of linritwl nurtil<'Y<'r lengths is not
necessary.
\Vith !wad-spans, the indi\id11al contact litt<' s:s,st<~tns i11fl11c't1<"<' <'aclt otlter during the
passage of pant.o;r,\phs and l<'ad to 1ttore t111fm011r,\lil<' n11dact h<'l1;1\iom l\foreover,
IH',\Cl-sp;\l!S do 1rot satisfy 1II(' l<'q!lir<'ltt<'Ilt !'or 11111//11111111I s1,,11.rnlion of t lw main
4.2 Cros~~s1>,rn (\<111ipment lG::i
Cross-span wire
// dropper .. ~
through-lines from each other and from other tracks. The\' are. therefore, employed
mainly s)stems with operating speeds lower than 200 km/h. sinc-C' the investmC'nt for
head-spans is lower than for individual pole designs.
The head-spo:n wire carries the vertical forces of the OH'rhPad cunt act line supports by
means of head-span wire droppers (Figure 4.35 ). The nu111be1 of head-span \\ires ancl
their cross sections depend on the load being carried. Usualh at least t,vo head-span
,vin~s are provided in main lin<' installations, according to [-11]. for scc-urit) reasons.
The head-span \\ire sag fci is sp(:cified in rdation to the hC'ad-spa11 lcngth a in th<' ra ngc
a/5 to a/10 in accordance with clause TA.3.
The 'UJJper n-oss-spm1, wiff'. carries the horizontal forces resulting from the caterwn wire
support. Ea:rt;/wd uppr.r r:rn8,'h'i/Ja:n wines are used ,vhen'HT possible. In cutTes lateral
forces from both the eatenarv wires and the contact wir<'s ca11se th( support insulators
in the head-spans to becom<' inclined. Ern:rgised upper noss-span wir<'s an' us<'d ror
track radii fl < 800 Ill du<' to the otherwis<' violation of thC' 1nininu1111 clearanu)s
li<'tvV<'<)ll the ea.rt hed upper st<'ad_v wire and the ('twrgised ins11lator caps. This design
itl<T<)ascs th<' 1111mlwr of insulators, sine<' the iutcrnwdiat<' ins11lation for the <'l<-ctrical
ins1dati011 of the co11t,wt lin<'s in e,1d1 circuit ;nrnp 11111st lic> pr()\ id<'d not tHd\ in the
lower, but also in the upper cross-span wire .
Tlte lower rToss-s11an n1in< h<'ars th<' horizonL;-d foffcs frollt the cont act wir<'s. \\ hereby
rToss-spo,n wire s1ninys c-0111pe11sat<' fm t.<'111pcrnt1m-d<p<11cl<rtt l<11gt lt variations in
11111 cross-span wires. A s11fficie11I ly lar.L;<' pr<-t<11sirn1ing <'\:<rt<'d IJ\ t lw noss-span wire
sprilli-1,S COlll!J('llS,\t('S t It<' Willd ['()!'('('S.
16G 4 Design of COlltact linr~s <llld cross~spau equiJ)l~_en~
a) b)
Figure 4.36: Head-span wire supports arranged at an earthed upper cross-span wire at
centre (a) and off-centre (b).
The head-span wire supports transfer the vertical forces from the contact line equipment
into the head-span wire. The cross-span wzre clarnp is attached directly to the head-
span wire clamp for head-span wire supports at the centre of the head-span structure
in the case of an earthed upper cross-span wire. If the support is arranged off-centre,
droppers are used to connect the head-span wire clamp to the cross-span wire clamp
(Figure 4.36 b).
At DB and other railway operators thr following various cross-span configurations are
employed:
catenary wire support with a snsp<~ndecl insulator for earthed upper cross-span
wire (Figure 4.37 a to c) and
catenary wire support without i11s11lator for an energised upper cross-spcrn wire
(Figure 4.38 a to c) with interrnl'diate insulation in the upper cross-span wire,
each for earthed upper cross-span wit<' with
direct attachment of the caterntr\- \dre damp at the insulator for distances up to
350 m from the midpoint anchor ( Fig1m) -LTi a),
installation of a S\vinging stn, p IH)t \\ een 1he ca tenary wire damp and the insulator
from 350 m to 500 m from tit<' 1uidpoint ( Figure 4.:3, b) and
a guide wheel at the catewuy \\'ir< suppon at distauces greater thau 500 m from
the midpoint (Figur<) 4.37 c).
and for energised upp<)r cross-span \\in \\-ith
installation of a ',winging strap h1t \\-<'<'ll the cateuarv \Yire aud noss-spcHl wire
up to 250 111 from th<' midp()illt (Figm<' -L38a) and
a guide wheel at tlw <"atctmn \\it<' support !'or distances great er than 250 m from
the midpoint anchor ( Fig11t<' -l .);--\ h)
Tlt<'S<' arrnng<!llWllLS t;-1k< tit<' l<111JH'ldl111<'-dl'pr1Hlcllt <"h;-1.11ges of the catemH\ wire
4.2 Crnss-span cquiprnent 167
fou11dations arc tltcrdor<' possible with porta.l strnctun's, low<'r fo1111dMirn1 lornls are
especialh lwndicial for ~;oils ,vith low load hearing capacity.
Portals <"<Ill be dcsig1l<'d with droy1 posls and ca11t,il<'Y<'IS or \\itlt a lm\'<'l nm ...;-span
win) a11d contact win' ~;upport.s as us<~d with head-spans. Dec-011pling or tit<) contact
line equip1nc11L is pr<)S<'llL witl1 drop posts rllld ca11tilen~rs. This adrnllt,q.;<' is however
rnt1nt< ractcd by 1<1d11<< d fl<-:,iliilitv in the anallgent<'llt of the c-onL1ct lint' Portals also
1 1
a)
1 Heedspao w,rn
b)
View"A"
-c!,:
~ s s - s p a n wire energised Upper cross-span wire energised ,
/
=
Bridle wire
/
----1:: /
Intermediate insulation
Swinging strap
A
Catenary wire
Contact wire
c)
p::.d-spao wi,e
View"A"
--
A
Figure 4.38: Catenary wire support with energised upper cross-span wire with strap (a),
with pulley (b), and with midpoint anchor (c).
1
Lower cross-span wire /
Tube
Galvanised a11d coaL<\d steel lattice or hollow box profile st,r11ct mes arc predominantly
used for portal structures. However, ma.iutcnauce of corrosion protection is more costly
than vvith lwad-spaus. Therefore, lightweight and less maiutenauce-inteusiv<~ aluminium
struc:tm<\S are employed for mass transit systems.
4.3.1 Definitions
Th<' Lenn "tract.iott power lines" (TPL) it1d11d<'s
fccd<'r lines.
parnlld feeder lines,
- hv pc1ss lines and
r<L11rn curn~ttt lines
ilS di~;c11ss<'d ill cla11s<' :LI .
170 _ _ _4_D_es_ign_ of contact lines and cross-span equipment
/
/
/ /
Catenary wire
I .~ / /
iil /
- I i5
cu
I t= /
\
_J
\1I Contact wire
/
/
300 2900 \ I
I
\ / ~ Vehicle I
I I clearance gauge
I
b) Catenary wire
E
lO
U)
I E
q
- iiltr ~
"g? I E
C
lO
i-='1 LD
Figure 4.42: Supports in circular tunnels for DB's contact line Re 250; a) cross section;
b) plan view.
1400
,-,---------------------
///
Five-slrano armor rod
=.,___.__,_,,___--...-- Lino post insulator
Top of
Figure 4.43: Line-post ar-
ra.ngm1l(~ll1 of TPL,
4.3 'I'rac:tiou pownr lines 171
a) b) Top of Polo - -
Tip of crossarm
Figure 4.45: Termination
of traction power line at a
crossann.
TPL to be moll11ted oil the pole top without a separate <rnss-m1n: ltmv<'V<T this ar-
rangement is restricted to 011<' liue per pole 01Llv. Th(' SWi[H'!lsiou inslllators me used
for several paralld TPL, in track Cllff<'S, wheu hcad-spau \\ ir('s iut<'rscct or \\ h<'n clear-
ances luw<' to lH' obscn cd The suspc1Lsio1L insulatiou d<sig11 u\11 I)(' c,m i<d 011t m; a
single Sllspcnsion (Figtm' .!_ 11 a) or dollhl<~ suspension (Figme L-11 Ii)_\\ 11<'1"<' tli<' latter
111a,v h<~ tieccssarv for scct1ri1,, or lin<' ,wgks .
vVh<'ll s!lspc11siou iusl!Llt.orc; ar<' !lsed. tlic TPL is at,t.adl<'d t () <t ossc11111s . Tc11sio11 iusu-
lators tennin;it,c the TPL i11sL;illat ion sedious ;is shmn1 i11 Fig1tr<' I l:J. \ l'l)L begins
,ind (~uds at 1-i dead <11d rn1d is <'X<'cttL<'d rn-co.diug to tit< prit1< ipl<'s ()r c,,crl1c,1d power
line t<~dt11olog, 11si11g al11111i11itt111 or .ASCH rn11diwtors ,i11d ,tpprnprintc Iii I i11gs [,L13].
[I' t.lw TPL and ot.ltct li11cs (Jt st11wt tlt<'s i11q)('dc <',wl1 ot llc1 t rpl;ir c111c111 I,\ 1111d<tgnrn11d
c,d>l<'s l)('COllt<'S 11cccss,1n. \\'ll('t<li, 111/de 11of!u11.i/.,; srn/11111~ pt r1\ idr 1ll<' I 1;i11sit io11 from
111<' 11,l< I irn1 pm1,1 0\<'I IH,1rl li11!' lr1 111<' r nlilc Su,111 nn1,/1,, !iltJlr1: 1l1r 1 ,11,lc ;igainst
172 ______:i__Design of contact. lines and cross-span ecp1ip_rne__r~~
!11 cas<) of a open coupli11g post tlw signal EL 1 indicaL<'S, that, the 1wutrnl section is
dfoctive and i.lH! circuit l>11ak< 1 is to llC' opeuc<I.
1
4:.~_giw.rds Lo picvcttl, rn:cid(!llLal cottt,u:t. 173
El I is arra11ged din!ctly 1111de!r El 2 for short 11e\11tral se!ctions. The driver of the traction
vehicle recoguises from this signal arra11get1t<'t1L that. the~ main circuit breaker has to be
swi td1ed off at the location of tltc signal aucl t.lw 111ai1t cirrnit. breaker may be switched
011 agai u after passing tlw sigual.
Signals El 3 to El 5 mark overhead contact, litH! sections that may not f)(\ passed with
the pantograph rn.ised. Sigua.l El 3 is lo('.ated as an annunciator signal at least 250 m
before tlw following signal El 4. Signal El ,.1 is located 30 m before\ tlw track section
that, is t.o be passed with lowered pantographs. Thercfon~ ti}(' pantographs must he in
the lmvcnxl position at signal El 4.
The pantographs may be raised again after passing signal El 5, which is located 30 m
beyond the section to be passed with the pantographs in the lowered position. Signals
El 3 to El 5 are not installed penwu1ently but erected during construction work and in
c111ergu1cy. Signal El G is permanently installed and means "End of overhead contact
line" and therefore "Stop for electric traction vel1idcs" with raised pantograph. It is
located 10 m before the end of the passable overhead contact line section.
a) b)
220
760
160
Up to DC 3 kV Up to AC 25 kV
Figure 4.48: Overhead line disconnertor for DC 1,5 or 3 kV with fixed connections for load
c1urentH up to 2000 A in mass transit systems (Siernens 8WLG114) (a) and overhead line
diHconnectors for AC 15 and 25 kV with composite: insulators for load cmrents up to 1700 A
(SicmenH 8WLG127) (b).
4.6 Compoucuts c_tnd clc11wuts
under operational currents. The disconnector shown in Figure 4.48 b can be used for 15
switching cycles with nominal current. After leading these number of cycles the arcing
horns should be checked and replaced in case of severe burn off. Short circuit currents
cannot be interrupted by these devices. The opened overhead line disconnector provides
a visible air gap with a defined insulation capacity.
Designs with an earth contact are employed on loading tracks. The installation of an
overhead line disc:onnector ou a bracket at the pole shaft can be used alternatively, An
enclosed disconncc:tor as shown in Figure 4.49 avoids damage to conductors suspended
above.
4.6.2 Insulators
4.6.2.1 Purpose and loadings
In.sulafo1s sqrnrate <'ll<~rgiscd components of the contact wire aud traction power lines
from <~ad1 other and frn111 earth. They withstand the mechanical loading resulting from
th<' enngiscd sys!.< 111 n11d shall. therdore, simultaneously satisfv both cl<'ctric-al and
1
\\'hil<\ i11s1tlat.ors ar<' s1tlij< ct<d rnd_, to tensile s(,r<\ss in susp< 11<kd and d<wl-cnd posi-
1 1
tions. the, hm< ,tlso to \\ it list ,illd c-0111pression and bending loads i11 ca11til<'v<~rs. Line
1
post -i:nsulnlurs Oil pol<s m<' nlso subj<'ct< d to IH\IHliug strcss<'s res1tl1 i11g frnlll hori:wn-
1
t,d forc<'s Tll<' s<'l<'ct irn1 and d<'sign or the insulators takes tlH\S<' stn ss<s a11d the local
1
a) b) c)
Pinball
CJ)
lI)
=--~-1-----------== lI)
r---+----+----+--, ,~ lD
,'--------,----'----,-----'.~ ~
Figure 4.50: Long-rod insulator with eye-cap (a); cap-and-pi11 i11sulator (b) and composite
insulator (Siemens 8WL3078-2A) (c).
behave less favourably than long rods when contaminated. Their creepage path should
therefore be apprnxirnately 10 % longer than with long rods. Cap-and-pin insulators
are standardised in IEC 60 305. The testing of insulators for contact lines is performed
in accordance with IEC 60 383.
Line post insulators arc subjected to horiz:ontal bending loads. Porcelain designs with
supports sho,vn in Figure 4.51 a are mainly used at DB at the top of poles for the
support of traction power lines.
Loop 1.11..':iulaton-; (Figure 4.51 b and c) and insulating rods (Figure 4.51 d) with nominal
streugt !is up to 75 kN are used at lower electrical voltages.
Two s<'rially co1111ectc~d insulators with au intermediate neutral section as shown in
Figur<' LrJ2 an~ freq11e11tlv employed in DC syst.<~11Ls. The double insulation protects
0
staff worki11g 011 au e11<'rgis<'d system against si1t1ultancous contact with active and
earL11ed compon<11!.s. After damage, at least om' of t.h<' two insulators contiuucs to fulfil
its task.
a) b) c)
0
0
0
20,2 12,5
I
20
-~-- _j
t
Figure 4.51: Line post insulator with support for AC 15 kV (a). loop insulator for DC 1,0 kV
(b) and DC 2,4 kV (c) and insulating rod for DC 1,5 kV with clevis and eye connection (d).
Tahl<:s L3 and 1.S prmid<' ,rn m<'rvi<~\\. of sta11da.rd rnihr,n- i11s11l;-1tors f01 AC 13 k\.
lGJ Hz aud in DC urlrntt t 1rn1:,plllL1t io11
4.6 Comp01w11ts and de11ients 179
Linc post. iusu- Tnwt i< >Il po\\ <'I Creepage path 12L5 i\IDCL 1,9 kN
~
llllll
Tit<' tued1,.rnical rating rnttst allow for n1axi11111111 fon-<'s tliat ns1dt frnttl <'x!.nt1w loads.
Tl1<' nicd1a11ind rnt.ing is hascd OIi tltc 11on1imd strength.
:\crnrdi11g t.o E>J :iO 11 :J t II(' 111it1it1111111 t <'11sil<' stn11gth oft ]I(' i11sub1t rn 110!. IH' l<'ss than
:J:i % of t.11(' sp<cificd tc11silc st rc11gt li oft l1<' rnnductor s_Yst <'lits i11 \\ l1id1 it. is l!s<'d. The
111<1xi11111111 worki11g tensil<' lond 011 t lw i11s1tl,1tor shall 1101 <'X( c'ed .!() I,{ of Lite !lliuimum
tc11sil<' st.r<'11gt l1 oft lie i11sul;1to1 111(' 111a:--;:i11111111 \\otki11g l)('11di11c; l<@I sll('II 110!. exceed
I()(){, of (II(' n1i11i11111111 l1<11di11g [(lad <if t lw i11s11l;1t()L Tl1c 111;1xi11111111 \\'(1rki11g l>endiug
lo,1d 111<1.\ ;iddit i()1r;1II, I)(' li111it<d l1\ ;i11\ df'II<'< t io11 c ritnia d<'fi1wd i11 111(' S\ ~;te111 design
180 4 Desi_gn of contact lines and cross-span Pcp1iprnent
GRP-rod
Cantilever
Cantilever
Creepage pa.th 2 570 nun
Rated \oltage 1,5 k\"
Creepage path 2 5 70 mm
Rated voltage 1,5 k\"
Dia.meter
26 mm, 38 mm,
55 mm
Diameter
10 mm, 26 mm,
38 mm, 55 mm
GRP Glass-fibre Reinforced Plastic
Clamps and connection .fittings generally provide the rnechanzcal and sfr'lf,c:tural connec-
tion of components and provide electrical connections in the contact line systems and
within the cross-span structures. They have to withstand both operating currents and
short-circuit current loads in the energised part of the overhead contact line system.
In addition to the mechanical stresses, short-circuit current loads occur in the passive
part of the overhead contact line system, at rigid and fl(:xible terminations and also in
cross-span equipment.
The rating and selection of clamps is to be executed in accordance with EN 50 119.
Anchoring da.111i)S or wire connectors shall be capabl<' of securing conductors and wires
with a minimum of 2,5 tirnes the working load or with 85 % of the specified tensile
strength of the-: conductors. The lower value shall he used in each case. It shall be
ensured that no residual defonnatins which ca.n impair th<'ir function at 1,33 times the
working load.
4.6.3.2 Materials
!vfatenals Lo h(! used fm' r:lo:111.11s arnl wn,ner:lum. jfrftru;s d<'IH'lld on thC' requirements of
nmd11cLiviL\, le.nsil<: stret1,L',tli and lou,-(<Tlll rcli,diili1v.
4.6_ Componeuts aud clcrneuts 181
Copper and copper alloys fulfil the requirements of the energised parts of the overhead
contact line system best.. These requirements include high mechanical strength and
conductivity for damps and compression sleeves for connecting copper contact wires
and copper a.nd bron:;;c catenary wires. These materials also offer long-term durability.
Clamps and connection fittings for fixed and flexible dead-end devices consist either
of galvanised rnalleahle cast iron, copper alurnini'/1,m alloys or aluminium cast alloys,
which completely satisfy the requirements of mechanical strength and long-term dura-
bility. Table 4.6 contains electrical and mechanical properties of materials important
for jointing elements.
Clamps for electrical connectors and switch lines must have low resistance and long
term durability. Clamps made of copper and bronze satisfy these requirements. In the
case of cantilevers three product families can be distinguished:
For aluminium cantilevers cast and forged aluminium clamps and connection
fittings are used.
For plastic cantilevers clamps and connection fittings of copper aluminium alloys
are used.
For steel cantilevers malleable cast iron clamps and connection fittings are used.
Other combination between materials for tubes rods with materials for fittings are
possible. Only under fault conditions do they conduct short-circuit currents and have to
withstand these without deformation and adverse effects on their crystalline structure.
Cantilevers made of aluminium are corrosion resistant, they do not require special
corrosion protection and therefore have only low maintenance. Steel and malleable
cast iron components require separate corrosion protection.
The joining of conductors and fittings made of copper or bronze with those made
of aluminium is provided for by copper-clad bi-metallic sheets to avoid electrolytic
corrosion. Aluminium and copper layers are compressed together and result in a bi-
metal copper clad sheet. The aluminium layer is faced towards the aluminium fitting
and the copper layer towards the copper or bronze fitting. In this manner, a copper
aluminium bi-metal casing forms the transition from a bronze or copper catenary wire
or a contact wire to a wedge type dead-end clamp made from G-Al SiTMg wa.
The properties of the clamps and connection fittings can be matched to requirements
by selecting the appropriate composition of the alloy. Aluminium is used for corrosion
resistance, silicon for casting ability in production and magnesium for strength and
thermo-annealing properties. A.luminium components combine corrosion resistance and
good electrical conductivity with a favourable price, low weight and reduced cost of
maintenance.
Components made of copper or alurniui11111 show resistanc() against corrosion. Copper
is prefered in very adverse climate awl i11 comlJiuation with glass-fibre reinforced tubes
or rods. Alurnininm fittings ;-ne combined \\ith ,tl1!11ti11i1m1 tubes.
lvlalleahle rn.st irnn r:0711,71011.ents lwhm<~ !C'ss bwomablv clming short-circnits; the gal-
vanising requires additioual coat.iug, which h;-ls lo be r<)ll<'W<~d c1t regular intervals de-
pending upon environ mental co11di holls.
4.6_ Compou<mts and elements 183
Figure 4.54: Clamps for fastening the dropper to the catenary wire and contact wire;
left: bolted clamp, right: mating clamp.
Figure 4.55: Tl1i1nl >le wil Ii ni11qwrl ("(lllll('("I I II (Id"! sid<~ or l<'l"t picl Ill I') 1l11ipp<'l. I ltillll>lc cLlld
(I illljl<~<i <<>lllll!CI Ill ,ISSl'ltii>i<d (rig/ti sid<' ll! i<'fl picllll<'). <<>Ill ;icl \\ i1 I' spii<<' ( l igltl pictlll"<').
184
mechanical connection between two contact wires, e.g. after damage to a contact ,dre.
DB and other railway operators do not permit the installation of contact ,,ire splices
for installation of new overhead contact line equipment on continuous main lines.
Double U-clam,ps (Figure 4.56) connect the catenary wire mechanically and electrically
with the stitch 1.mre.
Parallel groove clamps as shown in Figure 4.56 are used to co1111ect two contact wires.
These can be the parallel clamped contact wire at the section insulator, contact ,,ires
and conductors, the Z-type anchor and the contact wire at the m:id11oint anchor. They
can also conm'ct conductors to each other, e.g. the clamped bronze cable ar the cate-
nary wire support in a head-span structure. Parallel grome clamps are unsuitable for
tension loaded co11ductors or contact wire connections.
Feeder clarnps as show11 in Figure 4.57 provide short circuit proof c-01111ectio11s to contact
wires. They provide ekctrical connections to the catenary and the contact \\ires.
Wedge-type decul-end clo:rnps as shown in Figure -!.58 provide the mechanic-al termina-
tion of conductors and wires aud are attached to fixed or movable anchors by means
of straps. Wedge-type dead-end damps arc easily installed and can be reused. Cone-
design dead-end clo:mps are also used to an( hor conduc-tors and wires (Figure 4,58).
They are easy to handle as wires do not nec)d to be bent.
4.6_ Componcnt,s and clements
Figure 4.58: Wedge-type dead-end clamp (left), cone-type dead-end clamp for contact wires
(right).
\ CWH
~'{'.iindsta~ _'\] -
"
Contact wire clip
Figu1e 4.60: Swiv<d hi11g<) (l<dt.) a.11d <"l<vis c11d fitt i11g (right.).
186 4 1Jesig11 of contact lines andcro.ss-span equipment
...J: \ .
...
__;j. .~ - /
~~,;'
7~ -.,;'.
-
J~'.1
@
'
'
//
Figure 4.63: Catenary wire support clamp, can be moved along the cantilever tube (left)
\
and top anchor (centre), connection of the cantilever tube with the top tube (right).
The spade end .fitting as shown in Figure 4.61 connects the top anchor tube to the
insnlator eye cap. The insulator with eye cap and tube cap (Figure 4.62) connects the
cantilever tube directly to the swivel hinge.
Catenary Wffe support clamps support the catenary wire at the hinged tubular can-
tilever. They allm-Y the catenary wire to align parallel to the track axis irrespective of
the cantilPver position. They ;-1lso often connr.ct the cantilever tube and the top anchors
in cantilevers. Catenary wire support clamps can be shifted along the cantile,er tube
(Figure ~!.63 a) or top anchor tube (Figur0 -1.63 h), cir.pending upon the design. Figure
4.63 c shows a catenary wire support clamp. which can be shifted along the top anchor
tube and supports the catenary wire onlv.
The cat(".nary wire and contact \\ire are often insulated from the cantilever in urban
transportation systr.ms. Catenary wire support damps with cast resin bodies of this
design support the catenary wire. An 1.11.s11.ln!:r:d steady a:rm provides the insulation of
the contact wire.
The hook encl .fitting (Figure 4.G4) contH'<ts ill<' n'gistration ,um to the cantile,er tube
by means of an eye clamp, which is dcsigtl('d ror con11ectio11 to various tube diameters.
The registration arm is supported hv ,\ 11111..'ilrnJ-ion arm. rlroppr:,, which is attached
to tlte tegistration nnn by tll<'att:, of.-\ /11w/, r/111 (Figtm' -LG,"i C<'ItLr<') .-wd a dropper
cla111p 011 tit<' stitch wire 01 I)\ ,\ IH>ok 011 1IH' <;1t<'lti\l\. wir<' clarnp Th<' eye rl1p (Figure
I Pi 7
Figure 4.65: Ey<' cla1np (ldt ). hook dip (c<~llt.rc), a.11(1 drnp lnadH't ( l<'f't sid<' ul right pict.1m~)
with lightweight stmdy anu (right. side of right. picture).
Figure 4.66: Ligl1l\l'<'igli1 sl<;1d1 ;11111 (1<11) ,lll(I <0111;)('1 11i1c <lip 11itl1 ,c!,l<HJ\<' sl11d (1igltt.).
188 - ___________________.,_,_____of_ cont,_11~,~--~nes and cross-span equipment
_,,.,,'
/
Figure 4.67: Glass fire reinforced Figure 4.68: Line hanger for con-
plastic cantilever across two tracks tact wire in curves.
in urban transportation systems.
Pole Pole
Swing ng strp
Catenary wire
pulley suspension
Cross-span
wire clam
Cross-span
tensioning spring
s an wire
Figure 4.69: Important clamps and connection fittings in flexible head span structure.
4.65 left) attached to the registration arm supports the winclstay_ The contact wire
steady arm is attached to the drop bracket (Figure 4.65), which is designed for various
tube diameters _ Steel tubes are used as steady arms at speeds up to 100 km/h, and
aluminium profiles for speeds above 100 km/h, as shown in Figure c!.66.
The contact wire dip (Figure 4.67), which is attached using a C-pin on the grooved
stud, is used to guide the contact wire at the steady arm. Figure --L67 shows a glass fibre
reinforced plastic contilever that has been tailored to suit the requirements of urban
transportation systems.
Figure 4.69 illustrates schematically the installation positions of important clamps and
connection fittings in a head span. The head span wi're clamp shown in Figure 4.70
attaches the support to the head span wire.
The cross-spar,, win clarn.p as shown in Figure '1.70 co11nects the cross-span wires with
the contact line supports Tlw cu11rn'ction upwards is the ll('ad span wire clamp. The
4.6 _9ompouents nn_d d(\lllents "
189
----- ------.::......
Figure 4.70: Head-span wire clamp (left), cross-span wire clamp (right).
catenary wfre s'IJ.spension clamp (Figure 4. 71) c,uTtcs the catenary wire m head span
structures directly or by means of a dropper.
Swinging straps (Figure 4.71) provide the connection lwtween the cross-span wire damp
or insulator and the catenary wire damp for caten,i.r_v wire snpports in a clist,u1c(' range
from 350 to 500 rn from the midpoint anchor in the cmtt,act line t,<)11sio11i11g section.
The catenary wire pulley s'IJ.spension provides mohil<' snpport for the catc11ar_v wire
(Figure 4.72 left) at the support in the upper cross-spat1 wire for supports thc\t arc
located 11101c that1 500 m from the midpoiut anchor of the rn11tact liue section.
Cmss-sJJll'il, eye clamps (Figure 4. 72 right) ,U-<' 11s<'d for th<' attac:l,mcnt of the steady
ann to th<' lower cross-spau wire. Oross-SJJ(l:/1, teuswnhu; Sfff'l:/1,gs a::; shown iu Figure
4. 7:3 co111pe11sat<' for length changes in the cross-span wir<'s in cross-span strnctmcs
and shoHld alwa,\'S be provided as a geucral ml<' . Two parnllcl crnss-spau tc11siotti11g
springs ,tt<' used for cross-spau \rin' tensile forr<'s gr<',\l<'l t lta11 G kN
190 -~ 4 Design of contact. lines and cross-span equipment
Figure 4. 72: Catenary wire pulley suspension (left) and cross-span eye clamp for the at-
tachment of the steady arm to the lower cross-span wire (right).
Overhead contact
line installation
1
'
Foundations
11
'
I Supporting
structures
12
'
Cross-span
equipment
13
I Overhead contact
line equipment
14
t
Traction
power line
15
t
I andOisconnectors
accessories
16
t
Earthing, return circuit,
special fittings, plates
17
i
' '
Foundations
11
Support
structures
12
Cross-span
equipment
13
t
Overhead
conlact line
14
Others
(see '
Figure 4 71)
Cross-span
equipment
13
Single
cantilever
131
t
Multiple track
cantilever
132
Head-span
structure
133
'
Portal
134
t
Pull-off
135
' ' '
Functional group 131
single cantilever
Functional group 132
multiple track cantilever
Module 001
Module 001 multiple track cantilever
Design A
Catenary
wire support
1311
'
Contact wire Fixing supports of
registration cantilever at pole
1312 1313
Module 002
Module 003
Module 002
multiple track cantilever
Design B
Module 003
multiple track cantilever
Design C
t
Top lube
13111
Cantilever
tube
13112
'
Diagonal
tube
13113
Catenary wire
support clamp
13114
Module004
Single cantilever
Re 250, R>3000 m,
MVK<3 4 m, pull-off
Figure 4. 75: Extract from t.wo-climensional func- Figure 4. 76: Functional group struc-
tional group structure. ture with functional modules.
st
~-
......: -
Figure 4. 78: Pole with pull-off and push-off support and double insulation 011 Tunis tram
system.
Figure 4.80: Pole with a tensioning device Figure 4.81: Pole and foundation on light
on an open line section on light rail in Port- rail in Portland.
land.
Figure 4.82: Pole and can- Figure 4.83: Glass fibre reinforced plastic cantilevers in
tilever on north line on light- Oberhausen.
rail-system in Bursa.
One or two catenary wires are employed, each consisting of 150 mm 2 Cu-conductors,
corresponding to the current loading in the respective line section, and a contact wire
CuAg AC-120, each tensioned with 10 kN. Current resistant droppers Cu 25 mm 2
connect the catenary and contact wires.
Glass fibre reinforced plastic cantilevers (Figure 4.83) support the contact line. Ten-
sioning equipment is used to tension the catenary and contact wires separately. The
tensioning weightsfakes are not directly visible; since they run inside the poles or in
underground cavities (Figure 4.8,:1).
Hong Kong metro system. The !Vlass Transit Railway (MTRC) is a modern metro
system and forms the transport backbone in metropolitan Hong Kong. MTRC operates
a network consisting of several lines supplied by DC 1500 V. The lines nm mainly in
tunnels. A catenary wire could not be installed on the K wun-Tong line clue to low
ceiling heights in rectangular and round tunnels. Elastic supports carry t;wo contact
wires CuAg AC-120 (Figure 4.85), which are weight-tensioned at 24 k:'\.
Four parallel feeder lines each with Cu 150 provide current in the tunnel in addition
to the contact wires. Hing<!d tubular cantilevers as shown in Figure 4.8G support the
overhead contact line on the Tsueu-VVau line which was constructed later. The contact
line consists of t-wo contact wires, CuAg AC-120 and two catenary wires Cu 150. Sep-
cuate steady-arms provide staggers of -t::0,20 m at each of the two contact wires, each
tensioned to 24 kN. The tensile force in each of the catenary win~s is 24 k\T. In addition,
two parallel feed(~r lines, C11 1DO on the tu11uel ccilittg, on post insulators supply the
multiple units travelling at 90 ku1/l1. On<' catcnary wire supports hot h rnutact wires
itt statio11s. A11 additional parallel f<'<'d<'r !i11<' provid(~s <"lliT<'ll! in t.!l('S<' an~as together !I
\1ii
\i, ~
_ _ _ _ _ _ ____:4~D__::e:.::._si,gn o~~.ct lines and cross-span equipment_
196
----------------
--~~
------- I
i \\
'
300mm
Figure 4.86: Cantilever for double contact wire in tunnel at Lai King station on MTRC.
with the contact line. Figure 4.87 illustrates the contact line overlaps, each consist of
two catenary wires and two contact wires.
Conductor rail installation for the Bangkok Mass Transit System (BTS),
Thailand
In the city of Bangkok, having more than nine million inhabitants, the installation of
approximately 200 km of city mass transport lines is planned to improve the infras-
tructure during the next 20 years. A 23 km loug section, called the Green Line, has
been commissioned, vvhich is equipped with a third rail and operated by DC 750 V
[4.19]. The conductor rail installation adopts aluminium steel composite rails of the
type 40 70G (Figure 4.88) and conducted at the bottom face. The conductor rail is
equipped with a weather resistant plastic cover. The application of disconnect.ors along
the line ,vas waived with exception of the depot supply, thus achieving a clear line
co11ncction. Duri11g standard operation all feeding sections of the conductor rail are
rn111tccu~d via the DC 7G0 V sub-stations. I11 cas<' of failure of one sub-station the ad-
jaci1tg feeding sections can b<' coupled by nwans of a ciICuit break<)r per track. The use
of cirCllit breakers results in a higher fiexil>ilit:v all([ selectivity during operation and
;-woids cost-effective i11terloc-king of discon11cctors.
In order to lwep Uw stray currents at, a low lcY<cl the rnn11i11g mils are well insulated
,tgaiust. tlw <'arth b.v insulating rail lwari11gs. l 11 oni<'l to lW<)p the rail potentials on an
a<T<pt,d>l<' l<'vd th<' rails wen~ w<-ld<'d iu t.h< lrn1git11dinal directioll and the individual
198 4 Design of contact lines and cross-span equipment
Figure 4.89: Layout of the overhead contact line for the DC sections Madrid-Atocha and
Seville-St.Justa.
rails and the tracks were bonded by copper conductors correlated to the requirements
of the track release system. Within the stations remote controlled short-circuiters with
a relay in closed circuit reset arrangement are installed which connect the running rails
to the structural earth when the permissible touch voltage of the rails is exceedPd.
Figure 4.91: Contact line support 011 the Moscow--St. Petersburg line, to the left before the
reconstruction (Photograph: Matzner) and to the right after the reconstruction.
needed to cope with both high currents and speed, with two pantographs raised on the
AVE traction units. The layout of the contact line system [4.20] as shmvn in Figure
4.89 is derived from the design provided in the AC 25 kV sections.
The maximum span length of 65 m guarantees optimum running characteristics. Two
contact wires, each tensioned to 12 kN; one catenary wire, Bz II 70, and a parallel
feeder, 240-ALl, provide the necessary current capacity. Alumznzmn l/:inged cantilevers
support the overhead contact line on open track. Steel portals support the contact lines
in stations using drop posts, as shown in Figure 4.90.
DC 3 kV overhead contact line for the Moscow-St. Petersburg line. The
October Railway (OEB) operates the line between Moscow and 81. Pf'./crslm:1:q at DC
J kV for S!H:!<)ds lip to 200 krn/h. This line is one of the most used trncks in Russia.
The layout of the cantil<'.Y<'r prior to th<' rern11struction can lie seen in Figure 4.91.
A suspension insulator at.t.aclws the cate11ary wire to the cantilever, which consists of
c\ll).!,l<' sect.ions Two s!<),1<1\-arrns ,uide th<'. <011tad, wires witl1 a sp,1cin, of -10 mm.
200 _ _ _ _ _4_D_es----"ig~(:)_f contact lines and cr~)ss-span equipment
I
II ,~--------------~
60,0m
J
TR 6
0,20 rn
0,20 m Track centre line
I- ~ - -
Contact wire
Figure 4.93: Layout of DC 3 kV overhead contact line for the Direttissima Rome-Florence
in the southern section.
The overhead contact line was upgraded for speeds up to 2.50 km/hj Figure 4.91 shows
a support of the two contact line sections installed by Siemens as an alternative for
reconstruction. This sect.ion has proved its quality during operation. The cantilevers are
mounted predominantly on concrete poles on open track, which also support telephone
and signalling wires. Pulley-wheel tensioners compensate for temperature induced wire
length changes to both cat.enary and contact wires. The insulators used are adequate
for AC 2,5 kV operation as well. OEB also uses portal structures in addition to flexible
head-span equipment in station areas. Concrete poles support the lattice portal as
shown in Figure 4.92. The lower cross-span wire fixes the contact ,vire supports on the
portals.
Direttissima Rome-Florence. The 2;33 km high-speed line operated by the Italian
8tate R.ailway (FS) c-ornpld.ed i11 19~)1. th<' Direttissirna Rorn<~-Flou~nce, is operated
4.8 In1E~elllellLed coutact _liue systems - --~ 201
at DC 3 kV and a speed of 250 km/h [4.21]. On the southern section of the line, the
contact line system consists of one catenary wire and two contact wires. Stitch wires
are not present in this design. The catenary wire is tensioned at 27,5 kN and each
of the contact wires at 15 kN (Figure 4.93). Pulley-wheel tensioners with two pulleys
compensate for temperature induced wire length changes to both catenary and contact
wires in this section (Figure 4. 94).
The contact line system on the northern part of the track consists of two copper contact
wires Cu AC-150 each tensioned at 15 kN and two 160 mm 2 cadmium-copper catenary
wires each tensioned at 15 kN.
Two stitch wires at the supports ensure more uniform elasticity along the span. Ten-
sioning equipment is used to tension the catenary and contact wires separately. Three
span overlaps provide contact line changeovers. Portal str-uctures support tensioning
devices above the contact line. Pulleys guide the wires out of the portal.
Hinged tubular cantilevers support the contact line. Steel wire ropes are usually adopted
as top ties. Drop posts made of galvanised lattice steel mounted on the portals support
the cantilevers. Portals are predominantly employed (Figure 4.95). A hinged joint is
used to attach the portal to the foundation (Figure 4.96). This transmits only vertical
and horizontal forces to the foundation but no moments.
DC 1,5 kV network at SNCF in France. The French State Railway (SNCF)
operates (status J'viarch 1999) a 5833 km track network at DC 1,5 kV. Compouricl
contact lfr1,e equipment, which consists of a catenary wire, auxiliary catenary wire and
two contact wires, as shown in Figure 4.97 a, predominates on main lines. Stitch wires
arc not employed. Secondary lines are equipped with a simple or \ery light catcnary
system as shown in Figure 4.97 b.
The span lengths are 63 rn on straight track. Pl!lley-wheel tensioners with a gear ratio
of 1:5 are mainly used. Single I-I-beam steel poles carry tile contact and catenary wire
supports.
202 4 Design of contact lines and cross-span equipment
Figure 4.95: Portal with cantilever and drop Figure 4.96: DC 3 kV line Rome-
posts on the Direttissima Rome-Florence near Florence, attachment of the portal to
Valdarno in the northern section (Photograph: the foundation (Photograph: Puschmann,
Puschmann, Bjorn). Bjorn)
a)
Catenary wire Bz 116,2
E
lD
0
Bz 104 or Bz 143
LC?. -r'-r-r'.-r'-T--,--'-r-.--'--r--r'-T--,--'-r-r'.-r'-,-----r-'-c,----,---Lr-r---r-'-,.-,--'c.,-,r'-,------r'--,-,---,-,-,-,.,.-r.- Auxiliary catenary wire
~~~.__,__,__--'-+--~~~~~~~~~~~~~~~~~~.._,_~~~ Twin contact wires Cu AC-107
or Cu AC-150
I
5
TR 0
b)
E 63,0m
lD
r----_
lD
II
I
5
TR 0
o,~ml f-----
T r ; centre ~---------------i,,='7{f=-o-~ m
Contact wires
Figure 4.97: Layout of the SNCF DC 1,5 kV overhead contact line system, a) normal or
reinforced overhead lines for main lines and b) very light and normal overhead cont.act line
for secondary lines.
E
0 Catenary wire Bz II 50 HcA = 10 kN
-st_
--'-----+-~--'--------'----"----''----'-----'-----'--+----+---
0
E
LD_
__________________,___, 80,0m __ _ 5,0m
Contact wire Cu AC- 100 Hcw 10 kN
U}
I
s
TR o
18 m
E
0 Catenary wire 87 II 50 HcA 10 kN
co_
Portals are necessary for the wiring of long turnouts and crossovers with large radii
and transition speeds up to 200 km/h. They allow for the mechanical separation of
the contact lines and carry cantilevers in crossover areas. Simulations and tests have
validated the superior dynamic properties of this design of overhead contact line. Design
Re 330 was first employed on the new Berlin-Hanover high-speed line [4.24].
Standard ov_~rhead contact line at OBB. The Austrian Federal Railway (OBB)
renewed the Otztal-Haiming section on the Innsbruc:k-Bluclenz line in 1994. A low
maintenance design was achieved using rectangular concrete poles and aluminium can-
tilevers.
The contact line consists of a 70 mm 2 copper catenary wire and an Cu AC-120 contact
wire. OBB implemented the contact line mainly as half tension lengths. These are
tension lengths \,ith a maximum l<)ngth of 750 m and are equipped \\ith fixed anchors
on one end and weight tensioning ou the otl1er. T!te bwont of th<' standard contact line
4.8 Implemellt,ed contact, lj11e ~systems
- - - - 205
E
0
t.D Catenary wire Cu 70 HcA= 10,8 kN
Stitch wire Bzll 35 Hy = 2,8 kN
Contact wire Cu AC-120 /-few= 15,3 kN
E
0
(')_ 65m
tD
TR
'v
;! ;I
~-tre_l~-e-=----===:::--=t=~tf---=
o Co,tacl wi,e o
Figure 4 .. 102: Layout of OBB standard overhead contact line for new lines.
S20 for speeds up to 200 km/h and S25 up to 250 km/h. The S25 system was employed
for the high-speed Oslo-Gardermoen iine with line speeds up to 250 km/h. This contact
line system with stitch wires is shown in Figure 4.105 [4.25].
Low maintenance cantilevers permit adjustments of the stagger to adapt to track po-
sition changes by means of a catenary wire clamp moveable on the top tube. Single
poles are most common on the open track. wheel tensioners with a gear ratio of 1:3 as
shown in Figure 4.106 separately tension the contact wire and catenary wire. Five-span
overlaps are the standaxd design The portal structures with solid-wall poles in station
areas as shmvn in Figure 4.107 an' based on a modular system that permits adaptation
to various cross sec:tiou widths.
4.8 Implemented C()I_1t.act; line systems ____ . ________________________________207 _:_:_
Figure 4.106: Tcnsio11i11g device for .JBV de- Figure 4.107: Porta.I structure with can-
sign (Photograph: Pcdcrscu, Tltorlcif). t.ilev<\rs and drop verticals for S25 design.
( P ltotogrnph: Pedersen, Thorlei f).
j, ,...,.._ _ _ _ _ _ _ _
. 4 D<sigr_1_<![coutact, li11~s ~111~!._c:.ioss-span equipment
-~--~ I
Contact wire .i. iI
Overhead contact line design BN 160 for the BLS group in Switzerland. The
Lotschberg-Bahn (BLS-Group) improved the infrastructure and power supply on the
Bern-Neuenburg line. This included the development of the new overhead contact line
design BN 160 [4.26] shown in Figure 4.108.
The overhead contact line consists of a 50 mm 2 copper-clad 8teel catenary wire tensioned
to 6,75 kN and an Cu AC-107 contact wire tensioned to 13,5 kN. The cantilever tubes
are manufactured from stainless steel, aluminium alloy or galvanised steel, and the
fittings from aluminium alloy. The catenary wire support clamp and steady arms are
mounted on horizontal tubes to simplify adjustment work. The registration tube is held
by a strut on the cantilever. In station areas, the cantilevers are connected to the poles
using brackets. The provision of this insulation arrangement permits maintenance work
to be carried out on poles, parallel lines and the track area lighting, without the need
to disconnect the overhead contact line. The cantilevers can be attached to drop posts
on portal structures in multiple-track areas.
On the open track, single poles are the most common and they allow electrical and
mechanical separation of the contact line equipments. Separate poles for each support
(Figure 4.109) in overlaps avoids large torsional moments on poles .
Figmc 4.110: \L1d1id S<,illc l1igl1-sp<'<'d li11<'. 11c11l1;d scc-liC111 l)('l\\<'<'11 l)(' a11d 1\C pow<T
Sllj>i'I\
210 ________4__:D_e_sig~C>L Cot!~_act lines and cross-span equipment
TR
0 Contact wire
I
I
Figure 4.111: Design of overhead contact line on the SNCF Paris-Tours line.
I
Figure 4.114: Design of the overhead contact line on the Tokaido high-speed line, Japan.
I
geometry. In case of push-off supports the catenary wire can be moved between the
pole and the cantilever encl. The pull-off support permits the movement of the catenary
wire along an overhanging section of support tube. An adjuster plate with drilled holes
is located on the top tube to retain the catenary wire clamp and for the connection
between the cantilever tube and the top tube (Figure 4.115).
Damping elernents inserted between the contact wire and the auxiliary catenary wire
are designed to lirnit oscillations in the contact line system (Figure 4.116). The con-
tact wire is attached to the 11uxiliary cateuary wire by means of rigid droppers with
unlimited uplift.
vVhile single pol(\S are pn,d0t11imu1t 011 the open track, portals support the contact lines
in station areas. The tl'11sio11i11g s<\ctiou lengtlis n.re 1500 1t1. Fiw-span overlaps provide
transitions betwee!l th<~ individual tension lengths.
Contact line type Re 200C on Harbin-Dalian line in China. This important
railway line connects th<' citi<'s of Harbin, Clmngdmng, Sh<'tlg\crng and Dalian all hav-
ing mm<~ 1.lirrn oue million i11liahitants. This litw is <'s1wciallv st1il<id for electric operation
213
1:8}rnplement.cd cont.act, line systems
I
!
:\,
i
i!
214 ___________4_ D(!Sign of conta.. t lines and cross-span equipment
Figure 4.119: Poles in front of the main station Kuala Lumpur (Photograph: Rister).
due to a transport of seven million tons of freights and 25 trains per clay and direction
for passengers having headways of 8 to 10 minutes [4.29]. The design of the adopted
overhead contact line type Re 200 C is based on DB's overhead contact line Re 200 and
takes care of the local clirnatical conditions. This is especially true of the temperature
range between -40C and +80C being 20 K more than that of DB's Re 200. The
main tracks are equipped with a contact wire CuAg AC-100, the secondary tracks with
contact wire Cu AC-100 both combined with a catenary wire Bz II 50 (Figure 4.117),
the tensile force being 10 kN in both cases. The 14 m long stitch wire is tensioned by
2,3 kN. Cantilevers and fittings made of aluminium alloys guarantee a long life cycle
period (Figure 4.118). On the open line directly embedded slackly reinforced concrete
poles are used and in stations steel poles or concrete poles set on concrete foundations
cast in-situ. In parallrl to the overhead contact line equipment a reinforcing feeder
AAC 240 and a return conductor AAC 240 as well are strung. The return conductor
is arranged closely to the reinforcing feeder to achievl' a close inductive coupling such
that a high portion of the return cwrent flows in the retmn conductor. This reduces
the reactance considerably. The elcc:trornagnetic field within the contact line area is
very narrow clue to the return conductor. This reduces the rnagentic field strength in
th<) range of ueighbouri!lg cable installations and, th(Tdon\ the interference. Guiding
or rd11rn conductors p(~rmit,s a si111pl<' ,111d lm\-rnai1tl('I1.--rnce tract ion <,uthing of the
4.9 References ___ .
4.9 References
4.1 DB: German railway directive Gbr 997: Oberleitungsanlagen (German Railway Directive
997: Overhead contact lines). German Railway, 1997.
4.2 Brodlwrb, A.; Senmw, M.: Simulationsmodell des Systems Oberleitungskcttenwerk und
Stromabnehmer (Model for the simulation of the interaction between overhead contact
line and pantograph). In: Elektrische Bahnen 91(1993)4, pp. 105 to 113.
4.3 KieBling, F.: Projektstudie ,mr Entwicklung einer Oberleitung fiir hohe Geschwinclig-
keiten (Studies for development of a contact line for high speeds). Siemens AG VT 3
Overhead power lines, 1992.
4.4 von Li11gen, J.; Schrnicf/;, P.: Wanneiibertragung und Strombelastbarkeit von Hochge-
schwindigkeitsoberleitungen im Tunnel (Heat transfer and current capacity of high--speed
overhead contact lines within tunnels). In: Elektrische Bahnen 94(1996)4, pp. 110 to 114.
4.5 Bauer, K.-H; KieBli11g, F.: Die Regeloberleitung in den Tunneln der N<\ubmrntrecken
der DB (The standard overhead contact line within tunnels of German Railway's new
high-speed lines). In: Eisenbahnter-hnische Runclschau 3G(1987)11, pp. 7UJ t.o 728.
4.6 Kie/31ing, F.: Vortrag auEi.sslich den Siemens Bahusymposiums (Cout.rihut.ion to Siemens
railway symposium). Erlaugcn, 1985.
4.7 Clwrnhron, B.: La co1Hluite du projet TGV Atlantique ct !es travallx de gt11i< civil. In:
1
:LS Barwr, IC-H.; I<idili11p,. V; S'eifor/,, IL l~iufluss dcr Konst.ruktim1spara11t('!<~r auf die Be-
fahnu1g eincr OherlciLung fiir hohe Geschwiudigkeiten-Tlworie llttd Vcrsllc:11 (Effect of
design par,u11ctcrs 011 Lit<! operation of ov<!rhcad contact lin<~s [ilr ltiglt speeds theory
and tests). 111: El<'kt.risdtc 13,dtllrn 87(1!J89}10, pp. 2G!) Lo 27!)
216 4 Des~snof COiltactEnes a1~cl C!OS~'l:-Span equipment
----
4.10 Breclwell Willis & Ch [Ad.: Constant tensioning uuit for electrified railways and rapid
transit syst<!llls, 1989.
4.15 Kindersberger, J.: Stand urnl Trends bei Freileitungsisolatoren (State of the art and
trends for overhead power liue insulators). ETG-Fachbericht 61, VDE Verlag GmbH,
Berlin, Offenbach, 1993.
4.18 Stadtwerke Oberha,usen AG: Die neue STOAG (The new STOAG). In: Die Zeitung fiir
den Nahverkehr 1(1997).
4.19 We-itlaner, E.; Schneider, E.: Balmstromversorgung fiir die Stadtbalm BTS Bangkok
(Railway Electrification System of MRT-System BTS in Bangkok). In: Glasers Analen
123(1999)6, pp. 253 to 260.
4.20 Marquez de Prado, M. 0.; Teradillos, J. L.; Kief31ing, F.: Gleic:hstromabschnitte der
Schnellfahrstrecke Madrid-Sevilla (Sections operated by DC of the high-speed line
Madrid--Seville). In: Elektrische Bahnen 91(1993)4, pp. 120 to 124.
4.21 Hardrneier, W.; Schneider, A.: Direttissima Italien, die Schuellfahrstrecken Bologna-
Florenz und Florenz-Rom (Direttissima Italy, high-speed lines Bologna-Florence and
Florence-Rou1a). Orel! Fiissli Verlag Ziirich urn! Wiesbaden 1989
4.22 11.11.: Die Regelfahrleituug der D<!utscheu Bunde:;ba.hn (Standard overhead contact lines
of Genna.11 Railway) . In: Elektrn,d1<~ Bahne11 77(1979)6, pp. 175 to 180, pp. 207 to 208.
4.23 Kief31ing, L-<'.; Semrau, M.; Tessuu, M.; Zweig, B.-W.: Neue Hochlei:;tungsoberleitung
Bauart Re :3:30 der Deutsdwn Ba.hll (The new bigh-perfonna1wc" overhead contact line
type Re:330 of German 8ailwa,y). 111: F,]ekt.risdw Uah11cll 92(1994)8, pp. 234 to 240.
4.9 Refer:enc~es ... --- 217
4.24 I<'ll:iip.fer, S.; Christoph, L.: I-Iochgesd1windigkcit.sstrcckc Berlin Hannover 1998 in Be-
trid> (Ha.1111over I3mlin high-speed line operative iu UJ98). In: EiseubaJmtechnische
Rumlschau (1997)46, No. 9, pp. 531 to 532, 535 to 540.
4.25 Thorese11, Th. E.; qjer/;se11, E.: Ncuc Obcrlcitu11gc11 d<'r :'-Jorgcs Statsbaucr (New over-
head contact, lines for Norgcs Statsbaner). In: Elcktrischc Bahncu 94(1996)4, pp. 115 to
119.
4.26 Kodwr, !VJ.: Das neue Fahrleitungssystcrn "BN lG0" cln Bcrn-Ncueubmg Dahn (The
new overhead contact line system "BN IGO" of 13<)rn-Nc1wulmrg Railway). Information
lnodmre of I3LS.
4.27 L11ppi, .T.; La.111011, .J.-P.: Histoire de la cat.enairc 25 kV. In: Tievuc Generalc des Chcmius
de Fer (1992)3, pp. 35 to 52.
4.28 Wa/;,<urnbe, I<..: Review and perspektive of SHINKANSEN. In: Elcktrische Balmen
83(1985)5, pp. 145 to 152.
4.29 Junsheny, L.; Z-irnmert, G.: Electrification of the line Harbin- Dalian within the Peoples
Republic of China. In Elektrische Bahnen 3, pp. 107 to 120
218 4 Desigr~_c:if contact lines and cross-span equipment
-----~~-
5 Calculations for overhead contact
line equipment
Table 5.1: Mass per unit length and load per unit length of new,
unworn contact wires, coudnctors and catenaries.
Design a tio11 A 711
1
G'
)
nun- kg/m N/m
Copper a11d copp<'t a.lloy
cables
AC- 80 80 0.71 6,98
AC-100 100 0,89 8,73
AC-120 120 1.07 10,48
AC-150 150 1.34 13,10
Conductors of E-Cu and 10 0.090 0,88
wrought copper alloy Bz II 16 0.143 1,40
25 0.218 2,14
35 0,310 3,04
50 1 ) 0.-1-16 4,38
70 0.596 5,85
95 0.845 8,29
120 LOGO 10,40
Aluminium conductors 240 0.670 5,57
625 1,732 16,99
Designation G' G' G'
N/m l\'/m N/m
Contact line equipment Re 160/2002 ) Re 250 2 l Re 3302 )
Contact wire 8,73 10,48 10,48
Catenary wire 4,35 5,85 10,40
Droppers 0,11 0,20 0,20
Clips 0,19 0,40 0,40
Stitch wires 0,15 0,85 0,85
Sum I: 13,53 I: 17,78 I: 22,33
value used in planning ~ 14,00 ~ 18,00 ~ 23,00
Acw rC:v\l
G~.:;w = -lcw ~:< :w /102 ')
(5.2)
N/m llllll-
Stranded conclu.clm s 111-tv<' i11dividnal strands up to 3 % long<'r than tlw actual conductor
length. The dead load due to fittings, droppers and other fittings may differ from
one span to the 1wxt. In practical design a.11d planning ,vork, the self weight of these
co111po11cnts is del('.l111i1wd for a typical span length, and <mT<'spouding loads per unit
l<~11gtl1 then ar<' <alrnlat,('d 11si11g this val11c. Table 5.1 i11Cli1d('s such approximated values
fm vari011s <011tacL lill<) d('sig11s
5_1_ Assumptio11s coucen1ing loads and stresses 221
Co11duc:t01s
10 10,02 7 4,1
1G 15,89 7 5,1
25 24,25 7 6,3
35 34,36 7 7,5
50 49,48 7 9,0
50 48,35 19 9,0
70 65,81 19 10,5
95 93,27 19 12,5
120 116,99 19 14,0
240 242,54 61 20,3
400 400,14 61 26,0
625 626,20 91 32,6
Contact wires
Cu AC-100 100 12,0
CuAg AC-100 100
CuMg AC-100 100
Cu AC-120 120 13,2
CuAg AC-120 120
CuMg AC-120 120
Cu AC-150 150 lcl,5
CuAg AC-150 150
The tensile .fmn's acting ou and withiu conductors and wires of overh<'ad cont.act
lines are determined b_v structural design principles. The tC'usil{' forces 011 co11tact and
cat<mary wires of ovC'rhead contact lin<'s arc usuall_v in t.ll<) mug<' of 10 to 1:-:i kN. lu
Llw stanclanliz<'d high-speed owrhead contact line design nc, :3:30, Uw Lcusil<' fore{' on
t.he cat.enary win is 21 k\f, a11d ou th<' rnnt,.wl. win' 27 ki\J [G.L :J.2]. The spc<'d-r<'rnrd
runs by the SNCF iu 1990 wer<' cani<'d out using c011t,1cL-wir<' t<'nsilc forces as high as
:13 kN [5.3].
Th<' basis of all (,\lrnlil!ions is th< p<'rn1issilile sl.r<'ss of I Ii<' n:,pl'ctiv<' 111aL<'rials which is
t1scd t.o d<'l<'nni11c the 11i;1.xi111u111 pnlllissihl< t,{'11sil<' f01ces. Tali!<- :-:i.:2 shows Ll1<' <'ssrutial
11wdta11ical p1opntics of co11ductors ,llld \\ in s crn1111w1d\ tts<'d ill cJ\<)rl1e11d crn1t;1ct lines.
1
Frnn1 t.li<' 11u1xi11111111 Jl<'tl11i!.t.<)d (<11sil< ~;I r<ss rrp,, n11d 111(' <"I oss s<ct io11 ,nea .\ of the
1<'SP<'ctin' <011<111( Ior t ll(' 111;1xi11111111 Jil'!//ll,,..Ulifr l111slli /01 n: /'1,.., is< ,tlc11 !,1 L<'d 11siug the
222 _ _ _ _ _5_C_'c_lkulations for overhead contact line equipment
Table 5.3: Factor kumip for contact; Table 5.4: Factor k1oad for contact wires in ac-
wires in accordance with EN 50119. cordance with EN 50119.
Contact. Maximum operating Design of overhead Wind and Wind
te1111>craturc contact line ice load load
wire type G0C 80C 100c CW and CA
Cu 1,0 0,9 automatically tensioned 0,95 1,0
CuAg,0,1 1,0 1,0 0,9 C\Y automatically tensioned,
CuMg0,5 1,0 1,0 0,95 CA fix<xl at ends 0,90 0,95
C11Sn 1,0 1,0 0,90 C\Y and CA fixed
CuCd 1,0 1,0 0,95 0,77 0,80
at ends
CW = contact wire; CA = catenary wire
equation:
EN 50 119 states that the maximum permissible tensile stress under operating condi-
tions should be calculated as follows
a per = a min 0,65 ktcmp kwcar k1oad h'cff kc1amp kjoint (5,4)
Table 5.5: FacLor ki.e,np for cat.cnary Table 5.6: Factors !.:wind and kice for catenary
wires in accordance with EN 50 119. wires in accordance with EN 50 119.
Type of maximum opera.ting Type of tensioning kw ind X:icc
c:atenary wire tc1nperatt1n\ up to above
G0C 80C 100c IJW 100 km/It
Cu 1,0 0,9 automatic tensioning 1,00 0,% 0,95
Al-alloy L,0 0,9 0,80 fixed at both ends 0,95 O,DO 0,70
CuAg 1,0 1,0 0,85
Cu Mg-steel 1,0 1,0 0,95
Example: What is the maximum permissible operating stress of a contact wire of type
Cu AC-100 in a DB-standard overhead line installation with fully compensated contact line
equipment and with welded joints? From the tables, it is obtained:
O"min = 355 N/mm 2 , in accordance with EN 50149,
ktemp 1,0 for i9rnax = 70C, from Table 5.3,
kwear = 0,80 at a maximum permitted wear of 20 %,
k1oad = 0,95 in accordance with Table 5.4,
keff = 0,95 efficiency of the tensioning wheels 2: 0,9,
kc1amp = 1,00 because the tensile force transmissible by the dead-end clamp 1s greater
than the nominal tensile strength of the contact wire and
kjoint = 0,95 because welded joints are used.
In accordance with equation (5.4), the maximum permitted tensile stress is calculated to
be 150,4 N /nun 2 . For the wire under consideration, the permitted operating tensile force is
therefore 15 kN. This value is higher than the value of 10 kN as obtained by using equation
(5.3) and the maximum permissible tensile stress according to the former DIN VDE 0ll5.
Hence the safety margin against breakage, calculated using equation (5.4) is 2,36 and that
calculated using to equation (5.3) is 3,55.
Analogously, acc:orcliug to pr EN 50 119, the following applies to wires used in overhead
contact line installations:
For equation ( 5.5), factors A\emp may be taken from Table 5.5, kwincl and kice from Table
5.6. Factors kerr and kc1a,np are defined in the same way as for contact wires. The factor
k 10 ac1 is used to describe the effect of individual loads on the catenary wires, e.g. section
insulators. If no other vertical forces act on the wires, the value k1oac1 - 1 is used. For
vertical loads which act on cross-span ,vires for example, the factor k10 ac1 0.8 should
be used in the calrnla.tions.
i-1 i+1
V;
---NN;
H
----+------ NNi+1 Figure 5.1: Effect; of different suspen-
sion point heights on the support reaction
fon:es.
kwind = 1,0 in accordance with Table 5.6, as vwincl = 93.6 km/h < 100 km/h,
kice = 0,95 in accordance with Table 5.6.
kc1amp = 1,0 and
k1oad 0,8 because a section insulator is installed.
Using equation (5.5), the maximum permissible stress is calculated to be 285,5 N /111111 2 assum-
ing ktoacl = 0,8. If the factor k1oacl 1,0 1 more frequent!>' the case. the maximum permissible
operating stress would be 356,9 N /mm'2 . Depending on whether the catenary wire is sub-
jected to vertical loads or not, the corresponding maximum permissible tensile force on this
conductor would be 14,13 kN or 17.66 kN respectively. For ktoacl = 1, a failing safety margin
of 1,62 is obtained. This must be compared to the value of 1,96 calculated in accordance with
former DIN VDE 0115. For k1oad = 0,8, the respective safety margin is 2,02.
G G' l (5.6)
The components of the reaction forces on the supports of one span are calculated using
the halcrnce of moments ,vith the dimensions shown in Figure 5.1.
I; -- G' (Ii+ /i-ti) /2 + H [(.VNi - NNi 1) /Ii+ (VNi SN;+ 1 ) / (+i] (5.7)
If the neighbouring supports are higher than the s11pport under consideration, the
reaction fore<~ is red11< <'d If the'\ an' lom'L t ]l(' r<',1Ction fore<' is inCT<\ased.
5.1 Assump~o~1~_concerning loadR and st,reRseR __ 225
i-1 i 11
C C
-b Figure 5.2: Horiwntal component FH of the
+b
-
direction
or line
tcusile force H acting on the conductor due
to the alternating lateral offset b of the wire
Ii ii11 (termed stagger).
Example: In DB standard overhead contact line im,tallations for up to 200 km/h running
speeds, the values b = 0,4 m and H = 10 kN apply. Assuming a pole spacing of 75 111 the 1
i+1
z;
'~ . . .
Figure 5.3: Horizontal com-
a . Zi+1
ponent of the conductor ten-
sile force due to anchoring or
tensioning equipment.
i-1 i+1
If all l values are equal and all z values are equal and the half-width of the pole is
ignored, the simplified equation is
(5.11)
.A.long a level track without super-elevation, the distance z = half the pole width +
l'vIFE, where MFE is the distance between the pole front edge and the track centre line.
In the following explanations, the dimension MFE at pole number i is designated lAi
For a mid-point anchoring pole, the following equation applies:
(5.12)
This is simplified as follows if the distances z are equal and the support spacing is
uniform:
Example: For a mid-point anchoring pole as shown in Figure 5.4 with a distance lA-;::::; 4 m,
a pole spacing of 65 m and a contact wire tensile force of 10 kN acting horizontally on the
anchor rope, the horizontal component acting at right angles to the track centre line is
calculated to be 1,23 kN.
Curved track.
On bends and curves, the horizontal components of forces acting on the conductors of
overhead contact line installations are clue to the pulling of the line along the curve,
the stagger and the anchoring forces.
From Figure 5.5 the following formula can be deduced for a curved track with curve
radius R:
5.1 Assumpti()~l~ concerning loads and stresses _ __________________ _ 227
\
\
\
\
\
\
\
\
\
\
I;._ \
\
--'
\ Track centre line
-
I
-
T b,
t:,L,
Figure 5.5: Horizontal components of conductor Figure 5.6: Change in t.he lateral
tensile forces in a curve. offset of a contact wire by flb due to
the change in position of a cantilever
of length l_:.._ i, initialized by thermal
expansion or contraction by fl Li.
The curve pull-off force, which is often also termed the radial load, is the sum of the
horizontal components of the conductor tensile force in the t,rn adjacent spans,
(5.14)
FH = Hl/R (5.15)
To take the additional lateral offset into account, a further component is adclPd:
(5.16)
and for the mid-point pole with automatic tensioning of contact and catenan wire
(5.18)
Thermally caused changes in the lengths of wires and conductms will induce
changes in the stagger and the related horizontal ('.Omponents. _-\ d1ang(' ~b in t lie stag-
ger may occur due to the tlienn.-11 expansion or contraction of the contact. and c,1t.enary
wire by 6L as shown i11 Fig11n~ 5.G. By applying the equation rt (/.\
i - ilh,)2 + flL/,
an approximation or cha.ug<' in stagger, ignoring the square terms (Jf ~/;, is gi\<'tt by:
(5.19)
228 5 Calculations for overhead contact line equipment
/A, i
I
I
I
I
I/-/ /-/
Resetting forces (also known as cantilever drag). The change !:::..Li, in the position
of the cantilever leads to the curve or pull-off forces exerting a moment around the
cantilever's axis of rotation. This moment is opposed by a moment due to the differ-
ence of the horizontal components of the contact wire forces. This difference is termed
resetting force. Part of the horizontal tensile force is exerted on the pole.
This resetting force is calculated applying the approximation sin O'. ~ tan a, which is
permissible for small angles, and as shown in Figure 5. 7, to obtain the equation
(5.20)
In relation to the catenary wire, lA is the distance from the track side face of the pole
to the center of the catenary wire clip. The sum of the resetting forces within half
an automatic tension length must not be greater than (0,07 to 0,08) H [5.4]. If the
temperature drops, the contact wire tensile force increases by the sum of the resetting
forces with increasing distance from the tensioning device. If the temperature rises,
the contact wire tensile force decreases accordingly. \,\,rhen planning contact line instal-
lations, it is important to ensure that the tensile forces in contact wire and catenary
wire are as nearly equal as possible on both sides of the anchoring mid-point support.
The resetting forces at each support within half a tension length can be calculated
by applying equation (5.20). The maximum contact wire tensile force change in the
vicinity of the mid-points is of interest. This can be expressed in terms of the sum of
the resetting forces.
For the last span before the mid-point anchor, the total change in longitudinal force
on the contact wire is
n-1
!:::..HR - L F1-1i l:::..Li/lAi (5.21)
i=I
Along straight st:r-etches of track, the resetting forces acting at individual supports
are the result of the contact wire and/or catenary stagger in accordance with (5.8).
However, as the lateral forces along a straight stretch act in opposite directions from
on<' support to the next, the resetting forces virtually cancel each other, Here too, the
individual resetting forc<~s ,tre calc:ulatecl using (5.20).
Along r.urves where R, /, and l,\ are constant, the resetting forcr~s will be calculated
using (5.14), (5.20) and inserting 6L; i In: ,6.t?. This results in:
6HI(, = 1. /2 0' 6d H /(R !,,) (5.22)
5. l ~ Assumptious coricerning _loads aud stresses
" " " - - - - - - - - - - - - - 229
--
In the last span before the mid-point anchor, tlw difference to the horizontal tensile
fore<~ in the centre position is
(5.23)
The cantilevers of an overhead contact line dcsign<:d for 19min - -30C and Dmax = 80C
(difforcnce 110 K) have to be adjusted in such a way that they assume their mean or
nominal position at a temperature of 25C.
Example: For a copper 100 K overhead contact line with an automatically adjusted tensile
force of 10 kN in a curve of radius 250 rn, 10 spans of 38,6 m and cantilevers of 2,5 m length, the
reduction or increase of the horizontal tensile force due to a respective temperature increase
or decrease of 6.rJ 50 K is calculated to be 912 N. Using the calculation according to [5.5],
which is considerably more complex, a value of approximately 820 N [5.6] is obtained. With a
reduction of the tensile force by 912 N, the sag in the span before the mid-point support and
of the catenary system will increase by 28 mm. The contact win~ sag between two consecutive
droppers spaced 12 m apart will increase by 1,6 mm.
The resetting force calculation presented here is an approximation, because there is
an assumption that (a) the cantilevers will be aligned correctly at a specific ambient
temperature and (b) the steady arms are also able to pivot about their end joints. Ad-
ditional resetting forces arise due to friction in the cantilever joints and the tensioning
equipment. Measurements carried out on a standard overhead line of DB type Re 250
have shown that these friction-induced forces in a tensioning mechanism are roughly
equal to 2 % of the horizontal force.
Fw - cw q Aw (5.24)
where the wind pressure q 1s related to th<' wind velocity vw as expressed by the
cq11ation
(j Ii\\
<J = u~v / l,G (5.26)
230 5 Calculations for overhead contact line equipment
Table 5. 7: Wind loads per unit length and aerodynamic drag factors of components of
overhead contact line installations.
Component cw Wind load per unit length
in N/m for
vw = 26 m/s vw = 37,1 m/s
Double-channel poles narrow wide narrow wide
side side side side
UlO0 8 m long 1,7 116 180 140 220
U120 8 m long 1,7 134 180 170 220
U140 12 m long 1,7 170 210 210 260
Lattice steel poles
600 X 800 L 100 x 10 12,5 m long 2,8 270 300 550 590
800 X 1000 L 120 x 11 16,0 m long 2,8 280 300 630 660
Concrete poles
NB3R 9,5 m long 0,7 180 360
Contact wires din mm
Cu AC- 80 10,6 1,2 5,37 10,94
Cu AC-100 12,0 1,2 6,08 12,39
Cu AC-120 13,2 1,1 6,13 12,49
Cu AC-150 14,8 1,1 6,88 14,00
For twin contact wires: 1 )
as._6-d: cwct = ewe 1,6
a> 6-d : cwct = ewe 2,0
Stranded conductors
A in mm 2 din mm
Cu 10 4,1 (dropper) 1,2 2,08 4,23
Cu 16 5,1 (dropper) 1,2 2,59 5,26
Cu 25 6,3 (stitch wire) 1,2 3,19 6,50
Cu 35 7,5 (stitch wire) 1,2 3,80 7,74
Cu 50 9,0 (catenary wire) 1,2 4,56 9,29
Cu 70 10,5 (catenary wire) 1,2 5,32 10,84
Cu 95 12,5 (catenary wire) 1,2 6,34 12,90
Cu 120 14,0 (catenary wire) 1,1 6,51 13,25
ACSR 185/30 19,0 1,0 8,03 16,34
ACSR 240/40 21,8 1,0 9,21 18,75
ACSR 300/50 24,5 1,0 10,35 21,08
AAC 240 20,3 (parallel feeder lines) 1,0 8,58 17,46
AAC 625 32,7 (return lines) 1,0 13,82 28,13
Contact line system Cu AC-100 + catenary wir<:' 50 mm 2 11,5 23,0
Contact line system Cu AC-120 + catenary wire 70 mm 2 13,1 26,2
Contact line system Cu AC-120 + catenary wire 120 1111112 13,7 27,4
1) a is the distance between the parallel contact wires. The drag factor is related to the area of
a contact wire exposed to the wind.
5.1 Assurnptionsconcerning loadsand.stresses 231
The aerodynamic coefficient of resistance or drag factor, cw, depends on the shape and
surface characteristics of the body exposed to the wind (cf. Table 5. 7).
The wind load per unit length on cables and wires of a diameter d is expressed by the
equation:
F tw = F w / l = (l I 2) 1 vw
2
cw Aw/ l = (1/ 2) 1 vw
2
cw d (5.27)
Table 5. 7 shows typical wind loads per unit length and the drag factors of the essential
parts of overhead contact line installations.
G'.ce d
c;ce 5 0,1 d (5.28)
N/m mm
must be assumed. The equation can be used for contact wires and conductors of a
diameter d in overhead contact line installations. Note that operating experience of the
German railway companies has shown that larger ice loads are stripped off thr lines by
the passage of a pantograph or they drop off due to heating of the wire!-:l. Thus the DB
takes the ice load per unit length 011 components of overhead line equipment as being
7 icc --
( -,, )
~,Or: + () , ()r.
;J(,
l (5.29)
232 5 Calculations for overhead contact line equipment
y
support
dx X
X a
II 2
s V
5.2 Sag
5.2.1 Single trolley-type contact line
5.2.1.1 Supports at equal height
This section considers the sag of a conductor under a specific load per unit length
and with contact wires with automatic tension control, that is, subjected to a constant
tensile force. Clause 5.3 deals with fixed anchoring at both ends which induces change
in tensile force from superimposed loading or temperature changes ..
The first case investigated is that of two conductors with supports located at equal
heights. Let S be the tensile force acting along the conductor. The \ertical component
of Sis termed V, and the horizontal component is termed H. Since the bending stiffness
of the contact wires and conductors used in contact line installations is relatively low,
only the tensile forces acting along these conductors must be considered. It is assumed
that the conductor has a pivot at the support but is anchored to prevent longitudinal
movement. The equilibrium of forces acting on a wire segment of length D..L, as shown
in Figure 5.8, is shown to be:
for horizontal forces
H+dH H=O, ~ dH=O
where, by integration H = const, and for
for vertical forces
V +di. - ii' - G' dL = 0, ~ di. = G' dL
\i\Tith dL = d.TJl + (dy/d.1:) 2 and the relation dy/d1: = F/ H, which is deduced from
Figure 5.8, the differential equation of the sag curve is found to be
as is explained in detail in [5. 7], which can be ratified by inserting the solution (5.31)
into the differential equation (5.30).
However, in overhead contact lines, the wire length L is only 0,5 to 1 loo longer than
the support spacing l. For this reason the assumption dL ::::::: cfa: can be justified with
the result, that the differential equation for the wire sag is simplified to:
(5.32)
Let the sag in relation to the support point be y 1 , cf. Figure 5.8. At any point at a
distance a from the support, this is
In comparison, for the sag y 1 as a function of the distance :c from the mid-point of the
span, it is obtained:
(5.35)
The maximum sag is to be expected for a = l/2 or for :r - 0. This would be equal to
The sag y 1 at a distance a from the support can also be expressed in terms of the
maximum sag .fmax as follows:
Example: The maximum sag of a contact wire type Cu AC-100 subject to a constant
tensile force of 10 kN at l = 40 m is
8,73 N 40 2 m 2
frnax m 8 10 000 N = O, 175 m
The same contact wire in a catenary overhead contact line installation with a dropper spacing
of 12 m would have a sag of approximately Hi mm between two droppers.
support
catenary wire
Figure 5.9: Sag in a line with supports at Figure 5.10: Sag in contact line equipment.
different heights.
where l1 is the span relating to the higher of the two supports and l 2 relates to the
lower support. The maximum sag in relation to the higher of the two supports is then
Ji, which is calculated by the following expression after l1 and l2 have been eliminated:
Ji= !max= G' z2 /(8 H) (h/2) (1 + H h/(G' l2 )) (5.38)
The sag fa at a distance a from the higher of the two supports, which is higher than
the other by h, is then equal to
fa= G' a/(2H) (l- a)+ ha/l (5.39)
If, as a simplified approximation, (5.39) instead of (5.36) is applied for the maximum
sag in equation (5.38), the equation for the sag at any distance a from the higher
support is
fa= 4 fmax a (1 - a/l)/l + h a/l = 4 fmax a (1 - a/l + h/(4 fmax))/l (5.40)
In overhead contact lines, the height differences are generally small, so that the square
terms in h can be ignored.
By inserting the total mass per unit length of the entire contact line equipment G~HL =
Ge:!\+ Gc:w and applying the approximation clLeA ~ clLew ~ clx, equation (5.41)
results in
GIOHL (5.42)
Integrating this equation twice with respect to ;r; produces the relationship
If an additional ice load is placed on the contact wire and the catenary wire, the weight
per unit length G~rrL of the contact line equipment increases to G~HL,ice = G~m, G(ce,
where the term G(cc is the weight per unit length of the ice deposit. As a result, the
catenary sag will change by:
2
HcA YcA,ice + Hew Ycw,ice = G~HI, ice J: /2
'
+ HcA YOHL (5.44)
The contact line equipment is designed in such a way that the contact wire without ice
load will have virtually no sag. The catenary wire with its tensile force of HcA has to
then support the weight of the entire contact line equipment, so that the catenary wire
sag can be described, as a good approximation, by the expression (G~mj HcA) (:x: 2 /2).
From this, the following relationship can also be considered to apply :
The sag of catenarv wire and contact ,vire under ice load, YcA,icc and Yew,ice can then
be deduced individually from (5.44) and (5.45). Thus:
(5.47)
Similarly to (f>.:3-1), if the sag is expressed in relation to the supports and the variable
J'replaced by Lil<' \itti,1.hlc' u, the following <!quation is obtained
The marimu'/11. 1:0-11,/11.cl w'/11, su._q wit.Ii it<' load will occur at position o. = //2. For this
position, the l'ollowi11g is olit.,tiued:
(5A8)
236 ------
5 Calcuh!.t.ions for overhead contact line equipment
Example: How much will the contact wire of a standard, main-line overhead contact
line equipment sag under ice load between two supports? Without ice load, a contact line
equipment of this type should show little sag. Half the ice load stated in EN 50 341-3-4
according to (5.29) is to act on the contact line equipment :
(5.49)
when its temperature is raised from {) 0 to 19x, where a is the coefficient of thermal
expansion. Tables 2.11, 2.12 and 2.13 show the coefficients of thermal expansion of
materials typically used in overhead contact line systems.
Examples: In all following examples, the change in length of a conductor due a tempera-
ture change from 19 0 = -30C to {)x = +70C is to be examined. For example, if the values
of a given in Tables 2.11 and 2.13 are used,
6.Lw = 0,0185 m for an iron conductor rail of length 15 m;
6.Lw = 0,0425 m for a composite steel/aluminium conductor rail of length 18 m and
6.Lw = 1,275 m for a contact wire of length 750 m.
For this reason, iron or composite steel/aluminium conductor rails have to be fitted with
expansion joints at 45 to 60 m intervals with supports that will not hinder expansion and
contraction. Contact and catenary wires are equipped with equipment to compensate auto-
matically all length variations with the objective of maintaining a constant tensile force.
When a linear force is applied to a conductor, its length will change as a result of
elastic strain. Provided the applied linear force does not lead to the elastic strain limit
being exceeded, the conductor will regain its original length once the force has been
removed. The change in a conductor's length due to elastic strain can be calculated if
the modulus of elasticity (Young's modulus) E is known. When the force acting on a
conductor is increased from H 0 to H:i:, the length of the conductor changes by
dL d:r J1 + (dy/cb:)2
From (5.33) it can be deduced that dy/d:r = G' -1.;/ H. Since (C' :r/ H) 2 << l for conduc-
tors used in traction overhead contact lines, we can express the preceding equation as
L = l + (G'/H) 2 3
({ /24) (5.51)
Example: The length of a catenary wire supporting a contact line equipment with 14 N/m
and subject to a tensile force of 10 kN stretched between supports 75 m apart is 34,5 mm
longer than the distance between supports.
If the weight per unit length changes from state O to state x, for instance due to ice
loads, the tensile force in a wire without automatic tension control will also change
accordingly. This variation is described by
(5.53)
The change in the length of a conductor without automatic tensioning when subject
to a state change from state O to state :r: is equal to the sum of the changes in length
due to thennal expansion and due to elastic strain.
Thus,
Since L ~ l for overhead contact lines, the simplified version given below can be applied
(5.54)
Equation (5.54) is the e<r1wtion of state c:lw:ru1e that can be used to detenuine the
force in wires and conductors fixed at both ends. For practical c:ousiderations, this
<)([tta.tiou can lw solved for ,~it.her 19:i: or fI". If tlw equation is resolved for I-Ii:, a third-
order equation that is laborious to solve by analytical methods is obtained. For this
rcar,011 nu1tHTical uwthods arc used to ohLaiu solutions aided by cornputer programs.
1
For 2.cl() tt11112 allllt1i11iu111 railway trnd.iou f('<d,~r lines supported by overhead contact
li1t<' poles ,rnd IIS<'.d as a pa.rail<)] f<'.<'der or hvpass feeder. t lie values given in Table
238 5 Calculations for overhead contact line equipment
-------
Table 5.8: Sag and tensile stress in a 240 mm 2 aluminium conductor without automatic
tensioning, in relation to temperature.
Span in rn
65 67 69 71 73 75
79 f (J
f (J
f (J
f (J
f (J
f (J
oc rn N/rnm 2 m N/mm 2
m N/mm 2
m N/mm 2
m NI mm~) m N/mm 2
-30 1,05 13,7 1,14 13,3 1,24 13,0 1,31 12,8 1,44 12,6 1,54 12,4
-20 1,19 12,0 1,28 11,9 1,38 11,7 1,48 11,6 1,58 11,4 1,68 11,3
10 1,32 10,8 1,41 10,8 1,51 10,7 1,61 10,6 1,71 10,6 1,81 10,5
- 51) 1,48 20,0 1,57 20,0 1,67 20,0 1,77 20,0 1,87 20,0 1,97 20,0
0 1,44 9,9 1,54 9,9 1,63 9,9 1,73 9,9 1,83 9,9 1,94 9,9
10 1,56 9,2 1,65 9,2 1,75 9,2 1,85 9,3 1,95 9,3 2,05 9,3
20 1,67 8,6 1,76 8,6 1,86 8,7 1,96 8,7 2,06 8,8 2,16 8,8
30 1,77 8,1 1,86 8,2 1,96 8,2 2,06 8,3 2,16 8,3 2,27 8,4
40 1,87 7,7 1,96 7,8 2,06 7,8 2,16 7,9 2,27 8,0 2,37 8,0
50 1,96 7,3 2,06 7,4 2,16 7,5 2,26 7,6 2,36 7,6 2,47 7,7
60 2,05 7,0 2,15 7,1 2,25 7,2 2,35 7,3 2,46 7,4 2,56 7,4
1) with 7,03 N/m ice load corresponding to ice load according to (5.28), limitation of maximum
tensile stress to 20 N/mm 2 .
5.8 apply. The values given in this Table, calculated according to (5.54), are used in
clause 6.11.5 as a basis for proving that railway power supply conductors conform with
clearance requirements.
The fixed contact wire of a tramway overhead contact line will be used to illustrate
how equation (5.54) can be applied. For practical applications, transformation of the
equation (5.54) to obtain the required tensile force parameter Hx, yields
(5.55)
For a tension length with n spans of different lengths li, we can substitute the ideal,
or equivalent span length as explained in [5.7]
(5.56)
Example: Determine the tensile force acting at -20C in a trolley-type overhead line
section with 10 spans and an equivalent span length of 45 m, comprising an Cu AC-100 contact
wire which has been installed with a tensile force of 8 kN at +10C. According to Tables 5.1
and 2.11: A= 100 mm 2 ; E 124 kN/mm 2 ; cv = 17 10- 6 K- 1 ; G~ G'.i: 8,73 N/1tL By
inserting these values and the temperat,mPs into equation (5.55) it is obtained:
where ccw is the spring constant. The length changes clue to the summation of various
factors, such that the total can be expressed as:
= E A G':z: 2 l'eq
2
/?4
~
(5.58)
Iu the case of ice loads. which are expected at tempe1at11n~s arouud -f>C , G~rnL:r: =
G~JIIL + c;C(: rnust lw tak<~ll into consideration.
fn ,dl other cases, G\)111 r = G~)IILO - G~:,\ + Gc:w If li1t1its arc specified for the value
fT 1, 1ax, tli< t<~nsilC' !'off<' ff<:.\ 11 in the catcnary ,vire at stat.< 0 has Lo IH' determined by
sohillg Lll<' ,1lim <) <'q11i\tion 1111111<ri(';ill\-.
240 5 Calculations for overhe;:~d contact line equipment
F~ = (1 / 2) 1 vR, cw d (5.60)
The aerodynarnic drag factor cw is taken from Table 5.7. Similarly to (5.34), the deflec-
tion of a single wire by wind, e.g. the contact wire of a trolley-type overhead contact
line installation, at a point x to the right of the reference support, as shown in Figure
5.11 is described by
The coordinate system in Figure 5 .11 was chosen to correspond to the definition of
a positive lateral offset as being on the right-hand side of the track centre line as
viewed in the direction of increasing support numbers. Contact and catenary wires are
connected to the supports with alternating lateral offset, called ''stagger". The lateral
offset when wind loads act on the system is the result of the superposition of both the
factors yw(:x:) and
(5.62)
By differentiating and equating the differential to zero, the position with the greatest
lateral offset cau be found:
5.4 Deflection due to wind _ _ _ __ 241
I
I
1/2 contact wire offset ew;(x),
/ wind blowing from inside of curve
Figure 5.12: Deflection of contact wire or catenary wire along a curved track.
mum deflection due to wind would be outside of the span under consideration.
For the case that occurs most frequently in practical applications, where bi - -b and
bi+i +b, it applies
Cmax = F{A,r t2 /(8 H) + 2 H ti /(F{v 12 ) (5.65)
//H (:i:) - -J R 2
- (:i: 2 - li/2) 2 + R .%
The absolute value of the offset l/I< from a line rnm1rc-ting the track centre line points
at the two neighbouring supports i aud z + 1 is calculated by:
'.IJK t;
= /(8 R)
By applying (:r - ld2)/ R << l in '.IJR(x) = J1 - (x - ld2) 2/ R 2 ) +R lU(8 R), the
following is obtained:
(5.66)
The curve is approximated by a parabola. The error in this approximation for the offset
'.IJK is 0,2 % for a curve of radius 180 m and a support spacing of 33,4 m.
Taking the stagger bi and bi+I at supports i and i + 1 into consideration, the position
of the contact wire in still air in the coordinate system of Figure 5.12 and equation
(5.62) is
(5.67)
The differences in span length in terms of the distance between points on the track
centre line and between the length of the contact wire between support points are not
taken into account in this case.
The contact wire offset relative to the track centre line is calculated as the difference
between (5.66) and (5.67):
Ys(x) - YR(.T)
(bi+1 bi) x/li + bi - x (x - li) / (2 R) (5.68)
In the middle of a span at li = l/2, the lateral position, which is often termed the
"c-value", is
(5.69)
For the most frequently occurring case, in which bi = bi+i = -b, this is simplified to
c=l 2 /(8R)-b (5.70)
where b is to be taken as the absolute value. The c-value is positive for {2 / ( 4 R) > b.
(5.71)
Tlw positive sign appli<'.s Lo ,viud act.ion from i11sid<'. or Ll1<~ <11rv< 1
t lic 11< g,lt iv<' sign to
1
When the wind blows from outside the curve, the contact wire offset from the
track centre line is
To determine the position at which the maximum lateral offset occurs, the state
dewa(x)/dx = 0 is considered:
(5. 73)
This leads to the following equation for the maximum lateral offset of the contact wire
under wind load:
As R approaches oo, equation (5.74) is transformed into (5.64) and for the most frequent
practical cases where bi= bi+I = -b, equation (5.74) results in
(5.75)
When the wind blows from inside the curve, the contact wire offset from the track
centre line is
Here too, the position at which the ma.1.:imum lateral o.ffset occurs is determined as
(5. 77)
which then leads to the following equation for the maximum lateral offset of the contact
wire under wind load:
For the case bi - b;+ 1 - -b, and taking the sign into consideration, it follows that
,.vin\ or contact wire, different. lateral offsets axP obtained for the effects of differing
,vind and t(\11sile forces . When the catenary wire and the cor1tac-t wire are deflected
differently by wind a('tion, they (~xert force components upon <'ach othn because they
arc connect.eel via tli<' dropp<~rs.
5 Calculations for overhead contact line equipment
Figure 5.13: Slanted deflection of the Figure 5.14: Force coupling component acting
overhead contact line equipment in cases through the dropper between the contact wire and
where the contact wire is deflected for- the catenary wire under wind load F~ CWCA
ther than the catenary wire and the drop- '
pers transmit coupling forces onto the
catenary wire.
The method applied up to nmv in practical calculations ignored this fact and calculation
of wind defiection of an overhead contact line equipment was based on the assumption
that the entire overhead contact line equipment is deflected by the same offset when
exposed to wind loads. The force exerted by the wind was calculated for the complete
overhead contact line equipment. It was used in the respecti\e formulae and the sum
of the tensile forces on the catenary and contact wire was taken to be the tensile force
(cf. equations (5.67) and (5.71)). Depending on the real parameters and conditions,
this method leads to offset value results that could be either lower or higher than the
real values
If the contact wire and the catenar: wire assume different offsets under wind load,
the droppers are pulled into a slanted position and transmit a part of the wind load
to the element experiencing a lower deflection. In the following text, a method based
on [5.9] is described, in which it is assumed that interaction \ia the droppers occurs
between contact and catenary wires along the entire length of the span. The forces
acting bet\\'een the contact wire and the catenary \\ire due to the action of the wind
are linear fqrce distributions, that is, forces per unit length which are assigned the
designation F{uwcA . As an approximation, it is assumed that the dropper lengths
along the span are all equal to a specific average. This rrwans, as can be seen in Figure
5.13, that all droppers in this span have the same deflection angle to a line plane
perpendicular to the track. This assumption is permissible for system heights greater
than 1,4 m.
A parabolic function is assumed to describe the horizontal deflection of the catenary
wire clue to the force per uuit ](\11gth F{v,r:wcA (~xened b, the contact wire. Expressed
5.4 Deflection clue to wind _ __ 245
Y = Fw,cwcA :r: 2/ (2 H)
I c
( 5.80)
To calculate the complete deflection of the catenar~' wire and the ecmtact wire due to
wind loads, the following loads per unit length must be taken into account
catenary wire
,
FWC/\,tot = F''WC/\ + F'W,CWC/\ (5.81)
contact wire
F{vcw,tot = F{vcw - F{v,cwcA (5.82)
In these discussions, it has been assumed that if the tensile forces on the catena.ry wire
and on the contact wire are equal, the contact wire will be deflected further than the
catenary wire because the former has a larger diameter. In such cases, the catenary
wire reduces the deflection of the contact wire by wind. In equation (5.80) the contact
wire stagger has not been taken into account. The difference in the lateral offset due
to the different deflections of the contact wire and catenary wire at the middle of the
span is assigned the term 6e It is calculated by:
2 2
(F{vcw - F{v,cwcA) l ( F{vcA + F~v ,cwcA) l
6e = ecw - ecA (5.83)
8Hcw 8HcA
Furthermore, from Figure 5.13, the following can be obtained:
6e 2F{v,cwcASH/(3G~w) (5.84)
Examples: Determirw the wind deflection of the contact wire aud the cateuary wire of
the standard overhead contact line equipments Re 200 and Re 3:30 used by the DB.
The specifications of the Re200 design are: G~:,, 8,73 N/m, Hew = He,\ = 10 kN,
b1 = -b-i.+ 1 0,4 m. For vw 26 m/s and taking iuto account the wind loads on the dips,
clamps and droppers according to Table 5.7, is obtained F{v 0111 = 11,5 N/rn. The individual
components derived a.re F{vcw = 6,5 N/m and F{vc, = 5,0 N/m. The span bdwct,u supports
is l = 80 m.
246 5 Calculations_ for overhead contact line equipment
------------
- catenary wire
contact wire
--
Figure 5.15: DB stan-
dard overhead contact
line equipment Re 200
subjected to wind load,
results of a Finite Ele-
ment Analysis.
The calculation is carried out using the coupling force F~,CWCA in accordance with equa-
tion (5.85) with and without taking the dimension b into consideration. The results of the
calculation are shown in the table of results for this example.
The deflection of a DB standard overhead contact line equipment Re 330 by wind was cal-
culated using following specifications: G'cw = 10,48 N/m, Hew 27 kN, HcA 21 kN,
vw = 37 m/s and the corresponding values in Table 5. 7
F~cw = F{vcA = 13,7 N/m, bi= -bi+I 0,3 n1. For F{vmIL a value of 27,4 N/m is assumed;
l = 65 m.
The results are also shown in tlw table. It can be seen that the results obtained using (5.85)
correlate well with the results obt,;i,ined by applying the finite element analysis.
The Re 200 example illustrat<\s that if the deflection of contact wire alone b? wind is
taken into account, tlw ddl<~ction values ("alculated are larger than those obtained if
the complete overhead co!lt ,1ct lit1<' ('<p1ip11H11t is considered. This is clue to the wind
5.5 Longitudinal_spans and tensioning sect;ionlengt.hs 247
having less effect 011 a cateuary wire thau on a contact wire subjected to the same
tensile force. The results of fiuite element analysis and the results obtained using the
approximation according to equation (5.85) coincide closely.
The Re 330 example also shows a good correlation of the values obtained by FEA
to those obtained according to equation (5.85). In this case, calculating the wind-
dependent deflection of the contact wire alone, leads to low deflection values. This is
because the tensile force on the catenary wire is lower than on the contact wire, ,,hile
both are exposed to the same wind load.
In the table of results obtained for these two examples, the values are given with an
accuracy of three decimal places in order to show the differences between the individual
methods discussed here. In practical applications, two decimal places are sufficient
because of the large number of assumptions made.
So far as the geometrica.l interactions are concerned, the rna;cim'um poss1,ble span length
is the distance between two supports where it is certain that the contact wire will not
move out of the range of operation of the collector strips on the pantograph, after
considering the anticipated Yehicle motion and the effect of given wind conditions.
Using this definition, the maximum possible span length depends on:
the operc:.~ing range of the pantograph collector head,
the wind speed assumed when designing the system,
the lateral displacem,ent of the pantograph at the point of c011Lact at operating
height, and
on the overhead contact line type, especially on the tensile forcc~s acting on the
contact ,vire and the catenary wire.
The parameters ,vind speed and overhead contact line type, incorporating parameters
such as wire dia111eter and tensile forces, have been discussed in the pn~ceding clauses.
In the follcl\ving sections, th<' vehicle-rdated effects on permissihl<' longitudinal span
l<\ngths of ovm-lwad cont.art line installations are amtlysed.
248 _ _ _ _ _ 5 Cal_t1lations for overhead contact line equipment
350 - , - - , - - - - , - - , - - - - - - , - - - - , - - - - , - - - r - - - , - - - - , - - - , - - - - - , - - - - - . - - - - - , - - - - - ~
mm
Figure 5.16: Lateral offset of the collector head used by the Deutsche Bahn as a basis for
calculating the limits of the contact wire positions, for a contact wire height of 5,30 m, as a
function of the curve radius.
-- ----
a)
450
~ ~
---1--r I I
,__ ICT a(q)=2
mm :.-- I I
-- - ------
i- in accordance with EBO
1iJ 400
I--- reference Jehicle
---1-
(1)
.c 1---
o
0
..<!'
0(.)
350
- --== -
-- -
i:::--
-AC:::::
ill
(/)
(1)
:S 300
0
' 250
cii
.
--- -
-
-
~
K""icT, a(q) 1 _
\
"
BR11
ICE 1
-
ai
j
200
5 5,2 5,4 5,6 5,8 6 6,2 m 6,5
Contact wire height
b)
- --
450
I
mm ICT a(q)=2
1ila,
400
- -- I - - -I - - - -- /
l,_.--
1-
I
- --
.c
--
I--- reference vehicle
0 -
-
-
0 350
..<!' I---
~
--
0(.) I--- I---
:5 - i - -i - - /ICT, a(q)=1
-
0
ro
'
cii
ai
300
250 -
-
1---i - -
"'-
"'-
ICE 1
-
j 200
5 5,2 5,4 5,6 5,8 6 6,2 m 6,5
Contact wire height
Figure 5.17: Lateral offset of the collector head of selected vehicles for R = 250 m (a) and
R 1000 m (b) as a function of the contact wire height.
250 5 Calculations for overhead contact line equipment
mm
8zu/
400+---r--,--,---,------i-~~~-r----+
100 500 1000 1000 2000 m 3000
R
Figure 5.18: Limit positions of the contact wire with deflection by wind, as
specified by the DB.
a) limit position in accordance with No. 9 Ebs 02.05.06
b) limit position determined from Figure 5.17, track fixed laterally
c) limit position determined from Figure 5.17, track not fixed laterally
centre of various vehicles and the contact wire height for curve radii of 250 m and
1000 m. The vehicles indicated by the abbreviation ICT are equipped with automatic
in-curve tilting mechanisms.
Section A-A
r- /a I
?~--. I I a3
-~-- f
(1)
C
I
;1
~I
(.)
I -~
Figure 5.19: Determination of the permitted contact wire limit positions, with and without
wind action.
limit position with wiud action
limit position in still air
a1 operating range of collector head at maximum speed
a2 operating range of collector head at low speeds
a3 range of permitted contact wire position with wind load
d collector head position at maximum speed
e collector head position at low speeds
f lateral offset of the collector head at maximum speed
the centre of the span, that is, the distance of the contact wire from the track centre
line at this point, the c-value equals zero. In other cases, the contact wire position
limit is the sum of the c-value and the deflection due to wind. Figure 5.19 indicates
how these factors are related.
The SNCF specifies a uniform limit position of 350 mm for all curve radii. This is to
accommodate pantograph heads with shorter effective widths than on DB.
Example: What is the maximum longitudinal span that can be used for a DB standard
overhead contact line installation for running speeds of up to 200 km/h? From Figure 5.18,
the position limit value eper = 0,55 m and the wind load per unit length is 11,5 N/m from
Table 5.7.
The horizontal tensile forces on the catenary wire and on the contact wire are 10 kN each.
For the offset b value of 0,4 m
lrnax = 2 20000
11,5 N ,<
V
N m ( 0 55 111 +o 55 2 m 2 - 0 42 m 2 = 80 3 m
' < '
) '
5.5 Lougitudiual spans and tensiouing section lm1gths
------------- - - - -253
-
In the case of an 8 % reduction of the tensile forces near the mid-point support, a maximum
span length, i. e. support spacing of 77,l m would IH\ permissible, if the reduction is 11 %,
the maximum permissible support spacing would b(~ 75,8 111.
As illustrated in Figure~ 5.12, the maximum possible longitudinal span length in a curve
depends 011 wllC't.llC'r the wind blows from inside the rnrvc or out.side the curve. For
practical applications, only the case where the wind blows from outside the curve is of
significance. If e - eper is inserted in equation (5.75), the equation for the maximum
possible longitudinal span length in a curve is
Example: What is the maximum longitudinal span that. can be used for a D13 standard
overhead contact line for running speeds up to 200 km/h 011 a curve of radius 250 m?
For this calculation, a reduction in the tensile force by 8 % must be taken into account at
the mid-point support, i. e. the tensile force is 20 kN 1,6 kN = 18,4 kN. In accorcla11ce with
Table 5.7, the wind load per unit length is 11,5 N/rn. In accordance with Figure 5.19, for
b = 0,4 m and Cpcr = 0,47 m
11,5N/m
lmax = 8 (0,47 m + 0,4 m) ----
/ ( 18400N
+ -1- ) = 38,8 rn.
250m
If the offset values b at consecutive supports along the curve are not equal and the
values bi = b1 and bi+I - b2 are applied to Figure 5.12 or equation (5.74), it can be
shown that an equation for determining the maximum longitudinal span length can also
be applied to contact line systems, provided that the substitutions (5.81) and (5.82)
are applicable to the case. The following equation, first described in [5.5], applies in
cases where the wind blows from outside the curve:
l,nax == (5.89)
Table 5.9 contains values describing the relationship between longitudinal span length
and curve radii as specified by the DB and by the SNCF.
Table 5.9: Relationship of longitudinal span length to Radius Longitudinal span length
the curve radius, as specified by DB and the SNCF. m Ill
DB SNCF
2: 2000 80,0 63,0
1800 79,8 63,0
1600 77,5
1500 76,2
1400 74,7
1350 58,5
1300 73,2
1200 71,6
1100 69,7
1050 54,0
1000 67,7
900 65,1
850 49,5
800 62,5
700 59,8
650 45,0
600 56,1
500 52,4 40,5
400 47,9 36,0
300 42,5 31,5
2.50 38,6
180 33,4
Tension lengths affect the installation investments. The number of overlaps decreases
with increasing tension lengths, which means that installation investments decrease
accordingly. Use of the longest tension lengths possible without forfeiting conformity
with the specified quality parameters is one of the main goals in designing an overhead
contact line installation.
The tension lengths that can be achieved depend on a large number of factors as
discussed in clause 4.1.10. The main factors are:
the working range of the tensioning equipment;
the variations in the horizontal tensile forces acting on the wires due to the
reaction forces and also acting on the number of spans in a half tension length,
the stagger and the distance between the pole and the track centre line;
the operating tensile stress that can be achieved, depending on the tensile strength
of the conductor material;
the variation of the lateral offset or stagger of the contact wire at the supports due
to thermal expansion and contraction of the conductors, whereby the cantilever
lengths and the nominal temperature also have an effect;
the curve radii;
given, i.e. expected, wind speed;
o\erhead contact line teuqwrature range, as well as
mechanica.l design of the tensioning mechanisms.
Clause 6.5 contains fnrtlwr disc-11ssious co11cerning the choice of tension lengths.
5.6 Referenc;~c; ____2c.__5,5
5.6 References
5.1 KieBli11g, F.; Seumw, M.; Tess1111, H; Zweig, IJ.-W.: Nell(: Hochleistungsoberleitung
Bauart Re 330 der Deutschen Balm (The new high-perfonrnuice overhead contact line
type Re 220 of German Railway). In: Elcktrischc Dahncn 92(1094)8, pp. 234 to 240.
5.2 Bausch, J.; KieBli11g, F.; Semra11, ]\II.: Hochfostcr Fahrdraht ;n1s Kupfer-Magncsiumle-
gierungen (High-strength contact wire made of copper magnesium alloys). In: Elcktrische
Bahnen 92(1994)11, pp. 295 to 300.
5.3 Gourdon, Ch.: Die TGV-Oberleitungsanlage der SNCF (The TGV overhead contact line
of SNCF). In: Elektrische Bahnen 88(1990)7, pp. 285 to 290.
5.4 Siiberkriib, M.: Teclmik der Bahustromleitungen (Technology of overhead contact, lines).
Verlag Wilhelm Ernst & Sohn, Berlin/Miinchen, 1971.
5.5 Naderer, G.: Die Fahrleitung, Bauweise und Speiseleitungen (The overhead contact line,
design and feeder lines). In: Elektrische Bahnen 11(1935), pp. 65 to 75 and pp. 112 to
117.
5.7 Fischer, R.; KieBling, F.: Freileitungen, Planung, Berechnung, Ausfiihrung (Overhead
power lines, planning, analysis and design). 4th edition, Springer-Verlag, Berlin, Heidel-
berg, New York 1993.
5.8 VEM handbook: Energieversorgung elektrischer Bahnen (Power supply of electrical rail-
ways). Verlag Technik, Berlin, 1975.
Design planning
Prepare overhead contact line
system circuit diagram
I
Identification of
constraints such as points,
sub-sectioning, structures,
railway crossings, etc
D
Preparation of the wiring
design wilh the mast
locations al constraints
D
Preparation of the wiring
design with the mast Explanatory report, overhead
locations in between contact line system layout plan
constraints
implementation planning for the electrification of existing lines. This inspection assists
with the identification of all installations that may clash with planned pole locations.
Items to be considered include underground services, culverts, drains, permanent way
profile, signal visibility and neighbouring buildings. A report is made of all information
gathered during the inspection and conclusions drawn for planning of the overhead
contact line system.
For new lines, the design plan is agreed and confirmed, at a joint meeting, by all
project participants. The departments responsible for planning of track, civil engi-
neering, bridge works, tunnelling, signalling, telecommunications, 50 Hz power supply,
point heating equipment, substations and disconnector remote control systems must
take into account all proposed pole locations during their subsequent work.
After fixing the pole locations along and across the track, a transverse profile survey
is carried out at each pole location in order to establish foundation requirements and
pole lengths.
Detailed verification is required that adequate clearance exists between live parts of
the merhead contact line system and other assets. Pole locations and lengths must be
assigned in such a manner that the required minimum clearances are provided. After
the owrhead contact line system layout has been determined, the materials are selected
frorn a set of standard drawings for the chosen overhead contact line system design and
in accordance with static load calculations. 1\Iaterial selection and the calculation work
are simplified by the combination of standardised components into standard modules.
A \iable project must ha\T(~ a prn7ect implementatum, plan, which includes the following:
(1) An e:rplan<Ltory re;/(/rt covering the ov<~rlwad contact line system equipment and
civil engineering aspects of the' proj<~ct,
G.l Objecti\lc alld process 259
Approval of
the design study by
the respective customer entities
D
Projecl implementation planning
D D
SuNeyof Subsoil
I transverse profiles I investigation
Internal D D
review
Fil foundation Design of
to transverse profile,
determination of
I foundations
D
Checking and
approval for construction
by the customer
D
Material procurement
D
( Start of construction )
(2) Overhead contact line system layov,t plans to a standard scale 1: 1000 or 1:500,
(3) Tra:nsverse profiles for opcu track and stations,
(4) Longitwlznal profiles for 11011-olivious routing of traction power lines,
(5) Longi{'U,dinal profiles for overhead contact line system, he'i,11ht ncdu.clum.s,
(G) Prn_jed-spcc,Ufr s/,r1u:/u:res wit.It d1awi11gs aud calculations,
(7) Ca:ntilevr:r- aud droJJJH'.l frn,r1th 1:11Jt11,lations,
(8) Polyyon calnda/um.., for h<'ad-spau structures,
(9) Ea:rthznq plu:n.., for st.a lions,
( 10) Cahle layout JJlm1.s for the control cables of disc:on1wdor remote control system,
( 11) Cmnp/e/,e J)(J.T/,,, list. cottsisti ttg of' polr: and fou:ndatum. tables, ovcrluo,d wn/,11,ct line
syste'f/1, to.hi!' aud ,1 !isl of ol li<'r rnat.criaL
_:\11 i11t.crnal r<'\'i<'\\' pruc<ss (Jr i11l<rnt<'.diat.< and fi11al results dt11i11g p1oj<'cl itllplemen-
lnt.i011 plalll1iu,t2, ,m>ids <rrms ;111<1 lit11s addit.io1rnl costs and li111<' d<L1\,; \[ntcrial pm-
260 !. Pl,~nning, of overhead contact line systems
curement and construction work commences after checking and approval of the project
by the customer. The process of project implementation planning is illustrated in Fig-
ure 6.2.
In order to shorten the project implementation schedule it becomes necessary to ap-
prove parts of the documentation before all documents are completed. This particularly
applies to the civil engineering portion of work relating to poles and foundations and
includes parts (1), (2), (3) above and the pole and foundation tables from (11).
Construction supervision ensures that implementation is carried out according to the
design. Where obstacles arise, necessary deviations are implemented after agreement
with the project engineer and other affected parties.
Variations from the implementation plan, which arise during the course of the construc-
tion work, are to be carefully and continuously recorded in the project documentation.
After completion of the work, the revised documents will give an accurate picture of the
installed overhead contact line system. These documents provide the system operator
with the basis for operations management and maintenance.
The plannuu; doc:11:111,ents represent the line, whether newly installed or existing. They
form the basis for the design of the overhead contact line system and include informa-
tion relating to existing installations and the topography. Document form and contents
vary for new, existing and pre-electrified lines that are to be modified. These variants
arc~ treated sepa.rat<'I\' lwlow.
------ _ _ _ _ _ __:2::c:6c:c:l
Table 6.1: Example of technical requirements fr)r the DB, He 200 standard design.
Technical requirements Re200
General data
Rated voltage in kV / frequency in Hz 15 / 16,7
Traction power supply system central
Speed on main lines / secondary liues 200 / 100
Desigu for maiu lines / :;econdary line:; Re 200 / Re 160
Pantograph UIC 608 Appendix 4a or b
Static: cont.act pre:;sure minimum / maximum in N 60 / 90
Dynamic contact pressure minimum / maximum iu N 40 / 200
Coutiuuous cunent carrying capacity without parallel
feeder at C / A 70 / 560
Line information
Position of the line (e - exclusively, i - iuc:lusively) A-to\\n (i) - B-town (e)
Gauge in mm 1435
Specification for gauge DS 800 01
Line length in km 63
Number of tracks 2
Minimum track curve radius in rn 900
Climatic information
Ambient temperature (average value of the annual extremes)
in C 15 / +37
Temperature workiug range of the overhead tontact line
system in C -30 / +70
Temperatme for the central position of the cantilevers in C +20
Average relative humidity in % max. 50
Climatic: zone (coastal or inland) inland
Environmental pollution by industrial areas yes / no 110
Altitude H of the line above sea level in m 0 < H < 50
Wind speed vw in m/s 26
Construction tolerances
Distance between top of rail and top of foundation or pile
('e' dimeusion) in mm 30
Distance between track centre and pole front face
('TP' dimension) in mm 50
System height SH in mm 30
Contact wire stagger at :;teady arm with no wind in m1t1 30
Contact wire height at support in nun 10
Contact wire gradient d1ange < 1 1000
Constant-tension section length in Ill 1
6 P~anning_of overhead contact line
Cantilevers
l\,latmial : aluminium / steel aluminium
Design in S(\Ctions accessible f01 public cotn)sponding to : Ebs / other Ebs
Connection to pole: movable / fixed fixed / fixed
Poles
Standard spacing TP from front face of pole to track centre in m 3,70
Minimum distance track side of pole to track centre TP 111 ; 11 in m 2,55
l'viaterial : steel / concrete / wood steel/ concrete
l\founted or inserted steel pole mounted
Standard for steel pole Ebs
Single poles, head-span structures or portals single poles
Termination poles : with / without pole anchor (guy) with pole anchor (guy)
Standard for c011crete poles / steel poles DIN 4228/
EN 50 341-3-4
Foundations
Standard spacing track side of foundaticm to track centre in m 3,70 (concrete pole)
Type of standard foundation piling
Type of foundations for difficult soil conditions special foundation
Reinforcement : yes / no / if necessary if necessary
Anchor bolt material steel
Rating of pile foundations / concrete foundations in accordance with EN 50341-3-4
Earthquake risk no
Subsoil report available yes
Railway earthing measures
Earth conductor : yes / no 110
Connection of pole directly to rail : yes / no yes
Type of connection flexible conductor
Safety clearances
For short duration distance of energised parts to railway earthed
parts in accorclauce with EN 50119 in nun 100
For long dmation distance of energised parts to railway earthed
parts in accordance with EN 50 119 in mm 150
Minimum height of contact wire at railway crossings in rn 5,50
Electrical disconnect.or remote control
Cable type NYY-J
Location of control unit, signal box Lh
Use of trough d1a1mels yes / no yes, where possible
Headroon1
Overhead contact line systeltl lluder structures in m 5,90
Overlapping sectious uuder st 111ctmcs in m 6,20
Aft('r <ompilaLion of tl1<) t<'dl!lical r<'.quirc111ents, fmther planning for a new hne requires
info, 111atiou on the /nu:k layout, topo1rmphy, system, con,,sf'ro:ints and sozl conditwns.
Detailed docm11entat ion oft !tis ittformatiou would be provided in the following format:
The surucyor's l(l,yo11I JJlo11. wlticlt shows Uw track la_vrn1t to a sndc of 1:1000 or
I SOO, S<'pilt,ll,t'I\ for ()j)<'ll t til<"k and sli1lio11s. Tltis d1awiug is prmidcd either in
i\ll,dog111 [,11r11 ilS i\ p,,p<'I d!i\\\'ill,l!, ()!' i11 digit,;tl rorn1;1t. \\ !t('I(' ( II<' lilt tn is to hr
264 6 Planning_ of overhead contact line systems
preferred.
A list of co-ordinates for track layout and gradient over the route.
The permanent way transverse pro.file, as designed, for each pole location.
Signal position layouts. The signal designs to be used follow from the technical
specification of the signalling system. The dimensions of the signal, of the tread
of steps and access ladders form the basis for verification of safety clearances
between signals and energised parts of the overhead contact line system.
The track insulation layouts, which provide a basis for the specification of the
railway earthing.
Cable layout plans and information related to underground services, v\'hich may
impinge on pole foundation positions.
A list of railway crossings to permit a check of the necessary thoroughfare clear-
ance based on the kilometre distances and crossing angle.
Bridge drawings showing mileage, headroom, bridging width and crossing angle.
The pole locations, the contact wire and system heights under the structure and
any necessary alterations to the structure can be obtained from this.
Subsoil condition information, which forms the basis for foundation type selection
and foundation dimensions. The soil conditions also give an approximation of
the earthing resistance. If no soil documentation is available, then probing or
other site investigations must be carried at selected locations during the project
implementation planning phase.
All parties involved in future planning, e.g. for the erection of buildings after the
electrification, conversion of tracks and the extension of station platforms, are to
be consulted during the design of the overhead contact line system. This reduces
subsequent alterations and thus planning and construction costs.
Information regarding tracks to be wired together with loading gauge details and
details of specific routes allowing out of gauge loads.
Electrical sectioning plan, showing the arrangement of electrical switches, insu-
lated sub-sections and sub-section insulators.
Information related to traction power supply lines; -such as bypass lines. parallel
feeders, feeder lines and return conductor cables, which are shown on the overhead
system layout and longitudinal plan.
The planning of the overhead contact line system disconnectors for local or remote
control, which requires information on the control location, the route and the cable
type. Endeavours should be made to achieve co-orclina.tecl cable laying,
An agreement between the customer and the contractor on the scope of the pro]ect
to avoid duplication of work and misunderstandings.
A project schedule to control the project engineering and aide achievement of the
construction start elate.
A joint review of the documentation is carri(xl out by planning engineers from both
the customer a.nd the contractor. Agreement is reached 011 the necessary provision of
missing documents and the\ rc\sulting effocts this drlay will hav<' on the planning process
and the co11strnctio11 start date.
6.2 Fundame11tals a1_1~l i11itial d,ita 265
6.2.3.4 Alterations
Conversions to overhead contact line system8 are often preceded by track alterations
similar to section 6.2.3.3. This work usually needs to be carried out in a number of
stages. Staged construction conditions require additional information:
Track layout is designed for each conversion stage. Station alterations often re-
quire several intermediate track 8tage8. Each of these requires track layouts and
information related to the construction programme.
An inventory or revised plan for the existing overhead contact line 8ystem. Invalid
and outdated drawings may require that the overhead contact line system be
resurveyed.
J\Ieetings between parties involved in the project before and during planning assists
co-ordination with other affected projects.
Track layout and topography are important bases for overhead contact line system
planning. Track layout is shown in the layout plan. If an up-to-date layout drawing
is not available, then the track layout and terrain profile must be surveyed prior to
commenC(\!IlC:mt of planning. The most common form of track and terrain surveying is
the terrestrial survey, during which the track layout and the track profile are recorded
,,, it h the aid of theocloli tes. Track layout drawings and transverse profile drawings at
the pole locations are then created. PhotogrammetTic r-ecording8 [6.1] can survey tracks
and railway profiles more rapidly. Stereo-infrared cameras record the line from a moving
railway V<'hicle. Digitalisation of the spatial recordings is performed with the aid of a
projector. An accuracy of 10 mm can be achievecL
Aerial photos are suitable for the simultaueous ncording of track layout and trans-
,erse profile. The flight [6.2] with a stereo camera. and tlw subsequent digitalisation,
prm ides t.l1rec-dimensional drawings from which lungitudinal and transverse profiles
can lw produced. Tlw accuracy is dependent upon t lie experience of the analyser and
\"C').>,<'L;-lt.irn1 on Llw gro1md. i-\n accuracy of GO 111111 ca11 lie achieved.
'Ten ain smveving with the aid of ,1 c;to/)(l,l Poszt10111ru; Sys/cw. ( GP8) is already an
cst;ililisll<'d rnet.l1od for ov<~rlread t.rn.ns111ission line planning . 1t is ('ltlployed on new
mil\\;)\' li11<'S frn s111v<\Ying the trnC'k layol!I. and till' pole loc,it.ions prior Lo track con-
st 1 ti< I iun I'll(' fit st. r<'ndiug ohs<'IV(~s a k11ow11 p()i11t \\'ltil<' t.11<' sNo11d n~,iding recei-vC'S
266
Substation
cii cii
D D
Q) Q)
.l!! cii .!
.c D .c
0 Q) 0
C C
(\J JI! (\J
.0 .c .0
0
C C C
Switched .Q ['? .Q
sub-section
u25 .0
c
um
open line .Q '?
I --- ----~-------- ~ 0
i ___ 0----~~------- -------- ------ -----1
the co-ordinates of the relevant location from several satellites. More than 24 such
satellites are currently in orbit around the earth, of which only several are available at
any one time for a particular recording position.
Correction programs [6.3] calculate the co-ordinates for the track layout and interesting
terrain points based on the world co-ordinate system WGS 84 using the recorded data.
By conversion, co-ordinates based on the Gauss-Kruger co-ordinate system with an
accuracy better than 10 mm can be obtained.
The topography together with track, structures and crossings are also shown in the
planning documents, as these features influence the type and dimensions of the sup-
porting equipment, poles and foundations.
137,8 137,9
I I
?;
PH
RC
= point heating
= return conductor line
I~ electric
~ station boundary
;;g/; l,m 137,820
Figure 6.4: Extract from a line diagram with switching instructions for a typical statiou.
groups. Ma.in lines for passenger and freight traffic and secondary tracks each form
separate switching groups. Sub-sectioning of switching groups on main tracks provides
benefits for maintenance and repairs in long stations.
The design of electrical sectioning of the overhead system should always be carried
out in consultation with the relevant train operations department. Figure 6.4 shows an
extract from a single-line diagram with switching instructions for a typical station. The
normal disconnector position is to be defined in the overhead line switching diagram.
Switch1;ng sectfon boundaries are designed as insulating overlaps in through tracks and
arranged such that no traction vehicles can stop with raised pantograph within the
insulating overlap when the signal is in the stop position. Electrical disconnectors can
connect the overhead lines at the overlaps. Switching sections and switching groups
ca,n be interconnected with electrical switches.
Auxiliary loads are feel frorn the overhead line via disconnectors. Overhead line switch-
ing and disconnector id<!ntific:ation is listed in clause 10.5.
The line feeder dia_grarn, which shows the feeders for an entire line or several lines in a
dear manner, is derived from the overhead circuit diagrams. Figme G.5 illustrates an
extract from Et line feeder diagram.
and t.o g1i;t1antce c-onti1111011s <outad, iu curves and under \\iud action. Inst.cad, it is
st rnng with au 11,l/,1'TnuJ,in1J lall'ral 1hs1,la1:c'f!l,en/, along th< trnck, also k11ow11 as a zuvag
1
or slu,_rJ_tJ<T. _:\ co1itad, win stagg<'r, at tit<' s11pp01t, of 0A 111 is 11s<'d 011 DB's ov<'rhcacl
1
li11<' lvp<'s 11<' 100 to 200 011 st.might trnck A stagg<~r of 0.:~ rn at th<' s11pports is used
011 strniglil t1,wk !'rn L\'j)<'s l{<F>0 and ;~;H). s<'<' Figur< G.G, for tit< rnn<' sit11,ttion see
\'i_~lil<'S (j <'-\ ,\ltd (j ()
,
268
/il
Switching post
D-town South
;,! substation
SS G-town (SS or SP)
railway station
line branching
.c Catenary wire _
0) +
C
Q) stagger
- -1
1=
Ol
iii
.c
C
0
:ffi
ai
U)
C
.c
0)
C
~
Pole inclination
_J ___,, _ _ _ _ _ __
Q)
0
0..
Plane of top
of rails
0
D Measuring bolt
Ol __L,, ,.,,,,,,.,,
C
1 Distance TP track centre - :::J
(f)
(f)
cu :.
u
Q) pole front surface cu
E
i=
At DB, with overhead contact line system types Re 100 to He 200, the catenary ,vires
on straight track are located at the supports vertically abme the cen'.,re line of the
track and in curves, vertically above the contact wire.
Hm,c'v<:r, the catenary wires 011 overhead contact line systern typc!s He 250 and He 330
are r\tTc\llgcd vertically above the contact wire both on straight track and in curves.
\ Vli<'ll specifying contact WU'e sta_r;ger in curves, the wind displacement of the contact
wir<' is taken into account for both tlw inside and 011tside of the curve,, The ruaxinrnrn
co11t i\('(, wire position displaccntellt within a span s!tot1ld lie less titan or equal to frnax
(S('(' Figllr<! G.G)
!11 c11ncs with lmgC' radii. Lit<' ('Ontact win! 1rn1sL IH' ,1tT,t11gC'd willt alternating lateral
pci~;il i(HIS i11 ritd<'r 110(, to t~x<t'<'d <'lllax !11 this <,1s<'. h 1 / h~ as sli()\\'11 in Figure G.8.
270 __________________ G_Planning ofo,erlwad contact line systems
Table 6.2: Span lengths, contact wire Radius fl Span- DillH)!lSiO!l Dimension
length u{)'' "c"
staggers at midspan (dirncnsion "c") and
at support (dimension "b") for DB over- { bi b2
Ill Ill mm mm IIllll
head contact line system type Re 200
relative to track radius, for wind speed 00 80,0 --100 +400 0
of 26 m/s in accordance with DB Ebs 20000 80,0 --100 +320 0
02.05.06. 10000 80,0 --100 +240 0
7000 80,0 --100 +170 0
5000 80,0 --!00 +so 0
4000 80,0 --100 0 0
3500 80,0 --!00 -60 0
3000 80,0 --!00 130 0
2700 80,0 --100 -190 0
2400 80,0 --!00 -270 0
2000 80,0 --100 -400 0
1800 79,8 --!00 -400 +40
1600 77,5 --!00 -400 +70
1500 76,2 --!00 -400 +80
1400 74,7 --!00 -400 +100
1300 73,2 --!00 -400 +120
1200 71,6 --!00 -400 +130
llOO 69,7 --!00 -400 +150
1000 67,7 --!00 -400 +170
900 65,1 --!00 -400 +190
800 62,5 --!00 -400 +210
700 59,8 --!00 -400 +230
600 56,1 --!00 -400 +260
500 52,4 --!00 -400 +290
400 47,9 --!00 -400 +320
300 42,5 -JOO -400 +350
250 38,6 --!00 -400 +360
180 33,4 --!00 -400 +370
In curves with smaller radii, the contact vvire is only staggered to the outer side of
the cun-e.
The varying contact wire stagger ou urban transportation S_\-stems should, far as pos-
sible, also achieve even wear of the contact strip. \Vinci displacement should also be
taken into account, as on main lines.
It is convenient to commence the configuration of the contact wire stagger in curves,
since the lateral position is ddined by the track radii. In transitional curves, a. change
0,90 - - - - - - - - - - - ----_-------------------------------
m
-- a)
_.
-<:_
8 pcrm
- ...._
0,60 - ..-- _. __________ c 1 = 0 Wind displacement for v ;:::--26-07/s
0,50
0,40 - - :::: -------------
____ _ ---------------
0,30
--:.,;:.--c. ___________________ ------::::...--- -----
0,20 ..-- _. Contact wire in still air
0,10 - .,.-
0,00 - '--- Track centre line
-0,10
-0,20 --
-- -
~ eperm -- ...... ......
-- --
-0,30
-0,40 ......
-0,50 + - - - - - - - , - - - - - - - , - - - - - - - - , - - - - - - - , - - - . - - - - - - - , - - - - - - , - - - - -
0,00 4,50 9,00 13,50 18,00 22,50 27,00 31,50 m 36,00
1,20 b)
- - --
-- -- --
m ......
0,90
...... --....
0,80 - .,.- <--e '
g:;g __ / / / .r<::-::.-~----=-:_-::-_~ __
0,50
g:;g ,_______
C
/
perm
7
;:-__~_9~r:!_l:-__-:::_::__-::-__ ---.. , '- ,
....
-::::..- - - - -- - ___ - --
0,20
0,10 ~/
/
- - - -- -- ......
'
'
0,00
-0, 10
-0,20 -
4.
-
/
/ ~ --
eperm
......
.......
.......
'
-0,30
-0,40
--
- /
/
' '
-0,50 - 1 - - - - - - - - - - - - . - - - - - - . - - - - - , - - - - - - - - . - - - - - , -I - - - - - - - , - - - - - . - - - - - - - - - - - ,
' ' ' ' ' '
0,00 5,99 11,98 17,96 23,95 29,94 35,93 41,91 m 47,90
Span length I -----------
Figure 6.10: Contact wire stagger in a span, (a) for c 1 = 0 mm with l = 36 m and (b) for
c2 = 320 mm and l = 47,9 m for DB overhead contact line system type R.e200 with a wind
speed of 26 m/s.
of the contact wire from the inner to the outer side of the curve can become necessary.
The distance between the contact wire in still air and the centre perpendicular to
the plane of the top of rails (canted track centre line) at the centre of the sp,rn, also
known as dimension "c" (Figure 6.8), serves as a method of checking the contact wire
position with side-wind. Table 6.2 shows the band c dimensions and the span lengths for
overhead contact line system type Re 200 for a wind speed of 26 m/s. The calculation of
w1.nd displa.cem,ent given in chapter G guarantees a correct contact wire position in the
span for deviating dimensions. Table 6.2 contains the contact wirP stagg<~L at st1pports,
for overhead line type He 20(L
The determination of tlw spall length is based on static contact wir<' sfa111w1 plus wind
dl<Tt. \Vith small radii cm-vcs, the cont;-wt win~ at the centre of the span li<'s on the
opposite side of the nmtact. wire position at the supports, as vi<~w<'d frnrn t It<' canted
centre lin<~ of the track. As sl1ow11 in Figme 6.10, longer span lcngt !is ca11 h<' achieved
iu this 1mu11ier.
Seal<~ distortion of th<' ovcrll<'ad lmout. diagra111, transversely t.o !.It<' t.rnck, allows for
,1 d<'Lail<~d t.reatuwnt of tll<' coll! act wir<' stagg<'t in track cun<~s, t rnllsi t.iumd curves.
O\'<'l"Ll p~; ,u1d nossm<r ar<~as.
272 _ ______ 6 Planning of overhead contact line systems
I
.. --~---~-~--- -"----~----
eporm
The distance between the contact wires in overlaps is fixed depending upon the type
of overlapping section, i.e. air gap insulated or uninsulated tensioning overlaps, and
the operating voltage. The span lengths and the contact wire stagger at the supports
(Figure 6.11) are determined from consideration of maximum wind speed and the
permissible lateral contact wire position emax The distance between the contact wires
at DB is 450 mm at insulated overlaps, and 200 mm at non-insulated overlaps. In 25
kV systems, SNCF employs a distance of 500 mm in insulated overlaps and 200 mm
in non-insulated overlaps.
Radial forces occur in contact and catenary wires because of the change of direction of
the overhead line at supports. The radial force FI-I of the contact wire should remain
within a specified range, e.g. at DB within the range 80 :\ < FH < 2500 N for a
light-weight steady arm. A shortfall can occur as a result of an insufficient contact wire
deviation at the support. This condition may be tested by using equation (6.1) and
Figure 6.12 (see also chapter 5).
(6.1)
with
FI-I contact wire radial force in N
Hew contact wire tensile force in N
k distance between the examined support and the line connecting its neigh-
bouring supports in rn (Figure 6.12)
l 1, l2 span lengths in lll
l~, z; contact win~ length lwtween the supports in m
Sufficient acc11nic_,- may lw ad1ievwl by letting l' I . Th<' dist ,rnce /;; can either be
calculated or deri,<~d fron1 a, distorted scale overhead li1w la:,011 t 01 a CAD layout plan.
For span lengths / 1 = I 2 = GS m and a contact win~ stagge: on straight tracks of
b = 0,30 rn, with a rnntact wir<' teusil<~ force Hc1vv - lS k\T. a crn1ia.ct wire rndial force
F11 = 27(U) :\ r<'sults. Tl1is is gn,1ter tlrnn the mini1111m1 t,1di,d f<>rce F 11min = 80 N.
6.4 Detenni11aLiou of spm~_l~)l1);,ths 273
90
m
80 - - ------ 1 - - - - . ---
---
i---
~
170 - -~
V
l.---- ---
--- ---
.-- ---- -~--
---- - - - - -
---- ------
,- - - - -- - - - - -
---
V
:-;~ -~ ,:,._.,,.-,.,..
/ .,..,:-1/
- / ~ - Span length for V 26 m/s -
.,:;- ---
/4
/ .,L_ -
Span length tor
Span length for
v = 29,8 m/s
v = 32,1 m/s
40 -
30
v?
0
0
0
0
0
0
0
0
0
0
0
0 g 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
om o
0
C\J C') lD (0 I'- CX) 0) 0 ~ C\J C') sj' lD (0 I'- CX) 0) 0 ~ C\J
C\J C\J C\J
Track radius R ------
Figure 6.13: Span length dependent upon track radius for overhead contact line system type
Re 200.
The radial contact wire force can be increased by reducing the span length or increasing
the conta.ct wire stagger at the support. It is possible to exceed the permissible value
through excessive deviation of the overhead contact line system and a wind force acting
in the same direction as the radial force. The radial force must therefore be checked in
conjunction ,vit.h the wind load.
The detennination of radial forces also forms the basis for examination of pole torsion
in accordance with clause 7.5, which can arise when two cantilevers are installed on
one pole.
14
C:
I
f 13 I
0 I
8: 12
::J
..':: 11
I
0
I
~ 10
9
I
z I
8
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0
C')"Sj"l.[)(Df'-
0 g g gC\I OC\I~ ~
C\I
gC\I ~
C\I
~
C\I
gC\I C\I
2 g
C\I
m g
C')
Track radius R - - -
Figure 6.14: Dependence of the number of supports n per half tensioning section length
upon radius R for overhead contact line system type H.e 200.
L
L = 7l + 190 (6.2)
lt1 Ill
Equation (G.2) is valid for on!the,.td co11tact !in<' svste111s with rated forces of 10 kN in
tlw catenary wire c111d co11Lwt wirP, a wi11d sp<'<'d of 2G rn/s arn! ,1 lateral displacement
of O,cl m. Thus, tl1<' nrnxi11111111 li,df tc11sio11i11, sc-ct io11 l<'ngtl1 is 7GO n1.
Using [G.G], an npti1niscd J(];itio11sl1ip lH'im'('ll 1l1<' li,df te11sio11i11g sect.ion length and
s11pport spacing is ,wl1i<'\<d !(11 ;i 11,wk to p<il1 disl c11ic<' o!:2.:J 111 ,111d I>\' t;iking ,-tch,rntage
275
900
,. ;
m ,. ,. ,.
,. ,. ,.
800 ,. ,.
,.
i'1 700
E
-.J
.c
Ol 600
C
..Q?
C
0
t5 500 -
Q)
(I)
Ol
sC
0 400
iii L = 7-1 + 190 [6.5]
C
.2:! 2 L = 11,8 I - 55 [6 6]
m 300
I
200
30 40 50 60 70 m 80
Span length
1000 . , - - - - - - - - - - - - - - - - - - - - - - ~ - - - - - , - - - - - - - , - - - - - - - ,
Number of spans for condition 1 and 2
m
9 10 11
900 - t - - - - - - - + - - - - , f - - - - - - - - - + - - - - - - + - - L ~ . , . _ ' _ , _ _ - - + - - - - - - J . . - - - - ---!---
_,.,
------------
___ .,,.,."
i'1 / 2 ,.,.'
E 800 -l------1-~<--- ---~---+--------+-------+-------,-----~~--- -
-.J
DB
NCF
300 - f - - - - - - - - - , - - - - - - - - + - - - - - - + - - - - - - - + - - - - - - + - - - - - - f - - - - - - - - - ,
200 600 1000 1400 1800 2200 2600 ill 3000
frack raclius R
t~-J/
IOI ~l[L, PS
F=u
Open track Overlap Station
of the permissible restoring force for the same overhead contact line systems. The
numerical value equation applies
L = 11,8 l - 55 (6.3)
It follows from this that permissible half tensioning section lengths of 750 m are also
achievable with span lengths of 68,6 m and a greater number of spans. The largest
achievable half tensioning section length is of significance for planning of overhead
contact lines.
Based on equation (6.2), whose validity is also assumed for SNCF, half tensioning
section lengths are calculated and shown in Figure 6.16 relative to the radius of the
track for DB and SNCF. The span lengths were determined for DB in accordance with
(5.63) and Figure 5.11. They apply for the standard overhead contact line systems for
speeds up to 200 km/h. The values in Table 5.9 are valid for SNCF. According to
[6.6], the achievable half tensioning section lengths, which result when the permissible
tensile force losses of 8% were found for different cantilever lengths lA, are fully utilised.
These results are also illustrated with the necessary number of spans in Figure 6.16.
Half tensioning sect.ion lengths larger than 900 m are not achievable. The tensioning
section length is also dependent upon the working range of the tensioning device and
the temperature range of the overhead line. See chapter 5 for more details.
For standard lines operated at speeds up to v 200 km/h, the distance ltotal between
the signal and start of the first point of the station is dd.ennincd as shown in Fig-
ure 6.17. The distance l1.otal between the signal and point start rnust therefore be at
least 205 rn for contact line type Re 200 with l - l 1 - 65 m for a threc-spall overlap.
This ensures that an approaching traction vehicle with raised pantograph has already
reached an adequate speed when it passes the overlapping contact wires, guaranteeing
that spot heating of the contact wire caused by current flowing between the switching
sections via the pantograph does not lead to a contact wire burnout. Overlaps on
double-track lines are arranged in parallel to each other. Owrl1c!ad line poles are to
be positioned at least 10 m from signals. Various types of on'rlaps arc described in
clause 4 .1.11.
Blade
a
'-~
"& Branching track
PE" Figure 6.18: Layout
Check rail ~ '
~~ of a point.
a)
~ Q)
PE ~
:5
(/)
PS PE gi
E
PC n Units of measurement
b)
of the point PS does not correspond to the start of the switchblade BS for geometric
reasons.
The tangent representation as shown on Figure 6.19 a is used to illustrate poinr.s in
layout diagrams in simplified form, which cannot however be used for point wiring.
The wiring is made possible only after entering the radius into the track point drawing
in analogue and digital diagrams (see Figure 6.19 b).
The parameters branching track radms R and point branching angle 1 : n determine
the type of point and point pa.ssage speed for t lw branching track. Simple points can
he passed as follows:
Branching track radius R = 190 ll l lip to speed V= 40 km/h,
Branching track radius R = ;100 l tl 11[> to speed '/) 50 km/h,
Branching track radills R 0 ()() l ll llp to s1wecl '/) 60 km/h,
Branching track radius R - 7GO ll I 11 j) lo speed '/!= 80 km/h,
Branching tra.ck radius R= 1200 Ill ttp Lo speC'd '/!= 100 km/h,
Branching track radius R 2:i00 111 ttp 10 sp<\ed v = 130 km/h
Considerablv high<:r spe.c~ds ,m~ possi h!(' ()11 t 11(' 1.11 rough-track. Clothmdal poinf.c; as
wdl permit higll(~r sp('<!ds on 111(' hrn11<l1ing 11,wk 111,rn simple poiuts ,,ith constant
<11rv,1tlln~.
6. 7 Contact liun above points 279
't:.
E
0
0
0
E
0
i \\
0 0
~
0
II set
II
er: 0::
PS Figure 6.20: Cmvaturc at a
clothoidal point.
Knowledge of the track point, de.':iigr1,ahon and then track point type identifier arc es-
senUal prerequisites for wiring of points in practice. The track layout diagram contains
only the standardised point desi_qnation. The conventions at DB arc
60 - 2500 - 1 : 26,5 fb
The branching track has a constant curvature with the aforementioned point form.
In addition, clothoidal points with variable radii on the branching track arc used on
high-speed tracks. Track changeover speeds up to 200 km/h can be achieved in this
manner. A typical clothoidal point designation would be
GO - 10000/4000/oo -1 : 39,1131
l l Radii R
Rail type UIC GO.
l
Angle 1 : 39,1131
10000 / 4000 / oo m
Figure 6.20 illustrates the cmvature of the annotated clothoulo,l pm:nJ,. The followings
speeds are possible on the branching track of dothoidal points for track c0111t< ctions 1
PE
PE
b) ---===~R~ad~1~us~R~~~~~~~
:~ Radius R 2 ,
I I
I I
I I
I
I
I
I
c) ',---===::::=====--~:=:;::::--~-------
Figure 6.21: Design of a contrary
flexure turnout (b) and a similar
flexure turnout (c) from a simple
PE point (a).
Table 6.3: Heights of rail types.
Rail shape S -!l S 45 S 49 S 50 S 54 S 64 UC 60 R 65
Rail height H in mm 138 142 149 152 154 172 172 180
If the point data are not known, they can be determined from the track layout in the
following manner. The objective is to find the PS, ,Yhich serves as the fixed point for
the wiring of the point and the longitudinal placing of the poles. The measurement of
the rail section height provides the rail type as shmvn in Table 6.3.
The camber process in accordance with equation (6.4) and Figure 6 22 assists the
determination of the branching track radius R.
R = l/(8 hr)
The start of the point can he localised on site with the rail type, the branching track
radius and the dista.nce a between the point blade and the start of the point as shown
in Table 6.4. A check of the point position and longitudinal placing of the poles into
the station or out onto the open line is performed after determining the start of the
entry or exit point and making a mark on the rail web with the marking PS.
Q_
CWH ist ::i
0
Lateral displacement I of the ,~ontact wire
(0
(') at the support
400 I
-,-
Collector strip width 1030
400
,___ ___________________,
600 600
I
75 250 Pan-head operating range 1450 250 75
----------~1--------------l---'------"'.---"'------------""'\,-<-l----
Emergency range Total width of I pan-head 1950 Emergency range
I
1_ _ _ _ _ _ _ _ _ _ _10_5_0_ _ _ _ _ _ _ _1._________
10_5_0_ _ _ _ _ _ _ _,
All dimensions in mm
CWHexist: existing contact wire height
Uplift in accordance with EN 50 119
---
a) correct b) still permissible c) incorrect
--~? \
I
@ Approaching contact wire on branching track
0 Through track contact wire
- Centre perpendicular to top of rails
Figure 6.24: Approach conditions for contact wires of contact lines above switches.
The fitting-free area to the left and right of the track centre line, measured from the
centre perpendicular from top of rails is to be kept dear of
feeder fittings, contact wire fittings, stitch wire fittings and insulators, taking into
account deflections caused b_v wind,
wedge-type dead-end fittings and
butt connections or contact wire splices.
Railway companies in Svvitzerla.nd, Norway and Russia also define a fittzng-free area.
These criteria shall ahvays lw olis<'n<~d at speeds abo,e lGO km/h. A rn1t1prnllliS<' is
possible for requirements ('.2), (:3) attd (4) at lower speeds. Th<' crit<'ria ll<'<'d l)(' observed
only if the point geometry p<'rlllits: this can heco111e impossible at radii of l :200 tu and
less with contact win\ t<)ttsil<' fon-es greater than 10 k:\. Th<' use of points wi!l1 radii
gn~ater than 1200 m tlwrdon' lwrnlll<'S It<'C<\ssary for high-speed litt('S
284 - -~_Pl,uming of overheacl contact line systems
--ll-+--1--
CWH
'57
Support I Support II
I PE
I
Througl1 track contact wire
I /
/
PS
Figure 6.27: Preferred posi-
tion of contact wire crossing
Granching track contact wire at switches.
It results front the sum of the horizontal movement of the pantograph 6F' and half of
the pan-head working range S/2. The position where the spn\ad is equal to BF is to
be marked in the point layo'/1,t diagram.
The overlapping section begins when the distance between the centre lines of the
through track and the branching track is equal to the fitting-free area plus 600 mm. At
DB, Bu = 1,05 m as shown in Figures 6.23 and 6.25. An overlap of the contact wire
is to be expected from this track centre line spread in the direction of the start of the
point. Both contact wires are to be routed from the start of the overlapping section
to the contact wire crossing position BI< so that they are located between the track
centre lines, including wind conditions. The contact wire of a track can lie on the centre
perpendicular from the plane of top of rails during ,vind conditions (Figure 6. 24 b).
The contact wire crossing is conveniently positioned when the track centre line spread
Br< is as shown in Figure 6.27:
(6.5)
For this, bI<s and b1<.z are the distances between the contact wire crossing and the centre
perpendicular from the plane of top of rails respectively on the through track or the
branching trade Only low contact force peaks at the contact wire crossing result when
b1,z rv 2/3/Jz und bKs ,.___, 1/2bs. In equation (6.5) bz and bs signify the standard contact
wire stagger on straight track at the supports for the overhead contact line system
types used for the branching track or the through track respectively.
Furthr.nnore, the distance :i: between the contact wire crossing aud support I with B 1
is to be identified (Figure 6.28). Support I can be located from this position in the
direction of the start of the points.
Correspondingly (Figure 6.28), contact wire support I lies on the side of the start of
the point aud support II on the side of the end of the point. Snpport II on the through
track is first defined as shown iu Fig me 6.29. To ;-n oid support II being displaced into
the fitting-fr<'(' area during tcrnperature changes. a dC'a1ance ls 1,s is to he ohsNved on
the througlt track and a c:l<~arn11c:< lsKz in the branching trnck r<'spcctiwly hetvveen
1
support II and the int<~rsection of the outer bouulmy or Lh<' litting-frc<' area with the
respective t.rack centre line . The values / 81 ,s and / 81 ,'/, are clcpcnd<'nt 11pon the rnovement
of tl1c contact wire due to U1.rT111.<J.l n:y)(J:11,sion and tll<'r<'fot<~ rrnlll t II<' respective conti'lct
lirw length Tit<' lon_<rilud1.nal dv,Jilaccm,cnf.o; / 81 ,s and / 81 ,1/, rn<' dd,crn1irwd from the
U tllpt 1c1t 11r<' rnng<'S and tit<' dist ,llt<<~~; hct,,<'<'ll t lw 111idpoi1ll ;1t1clto1 and ! ltc s11pport in
1 1
286 ----~ G Planning of overhead contact line systems
Range for
support II on
Support I x branching track
'PS -------=::
0,55 I
Preferred position of
Support I contact wire crossing Support II
X
PS
accordance with the rules described in section 5.3. Values lsKs and lsKz are not equal
since the different contact lines are not equal. The profile clearance Bp for pantograph
passage on the through track relative to support II on the branching track and Yice
versa (Figure 6.29) is also decisive for the values lsKs and lsKZ
At support II, it is beneficial to place the thro'Ugh track contact wire near the track
centre line, to ensure that the contact wire is positioned in the overlap area is between
the track centre lines. The possible range for support II on the branching track is
determined by a parallel to the centre line of the through track at a distance equal to
the profile dimension Bp, by the permitted lateral position bz of the contact wire at
support II of the branching track, by the distance lsKz, and by the possible cantilever
length lA from the centre line of the through track This range is marked in Figure 6.28.
The position of support I on the through track is determined by drawing a straight line
from support II through the contact wire~ crossing point, which lies at position BK at a
distance of bs/2 from the through track, until the permitted lateral position bs of the
contact wire on the through track is reached. The lateral position of the contact wire
at support I on the branching track can then be defined with bmaxz - 0,55 m relative
to the track centre line of the brand1ing track. If one furthermore returns from this
point with a straight li11e through the crossing point to support II on the branching
track, one obtains the rn11wnie11t stagg<'.r tlwre for the contact, wire. If this lies within
tli<' predetermined rang<~ as shmrn iu Figm<~ Ci.29, the solution found in this manner
nm be wwd as the basis fo1 fu1 t lier <onsid<rn t ions, ,1hov<) all the examination of the
PE
~ 0,55 m
Support I Support II
wind displacement If this is not the case, it must be decided from a judgement of the
situation, how the crossing point or the position of support I must be altered so that
a practicable solution will be possible.
The wind displacement must be checked after the provisional definition of the supports
and the lateral positions of the contact. wire. If non-permitted lateral positions result, it
would be appropriate to shorten the span lengths between supports I and II or to alter
the lateral position of the contact wire at the supports. These measures are however
limited by the restrictions defined by the fitting-free area.
The span length between supports I and II should not be more than 65 m to restrict
the dynamic impacts on the contact line and therefore to achieve convenient. transi-
tion characteristics in the point area. The span lengths should be reduced in front of
the point, while observing the specified maximum difference of the span h!ngt.hs. An
example at the end of clause G. 7. 7 illustrates the crossing-type contact line w-irm.g of
points.
150
Branching track contact wire
mm
I
I
I
I
I
X I
I I
s
u
I
I I
I I
I
I 30 : 30
I I
Through~k contact wire for Re 250 : I
10
:o
I
0 ------------- I
I I km X----
,_ _ _ _ _ _x_ _ _ _ _ ~-1I of I
1
I
=1
~: i:o t: I
the shape of a quadratic parabola by a further 120 mm. This gives a height difference
of 150 mm relative to the nominal contact wire height of the negotiated contact wire
on the through track contact line. With a dynamic uplift of:::; 100 mm, the pantograph
cannot reach the raised contact wire at support I (Figure 6.31) for the branching track.
In addition to an exact contact wire height, the dynamic uplift of the negotiated con-
tact wire is transferred to the overcrossing contact wire by crossover droppers before it
is negotiated. Convenient transition conditions in the points area with limited contact
forces are the result.
Only one contact wire may be negotiated at one time at support I with a speed v >
160 km/h. The distance :i: between the contact wire crossing and support I should
permit a raising of the branching track contact wire, which guarantees that the raised
support in the branching track is not reached, even as a result of dyna:rnic uplift of the
contact wire on the through track.
A contact wire that is raised up to 150 mm above the contact wire height of the
through line is considered negotfoble in the raised state. Support I on the branching
track is to be configured with a maximum lateral contact wire displacement b = 0,55 m
and a bending angle a :::; 5 for main lines and a < 15 for secondary tracks. Only
contact wires that are raised by more than 150 mm are considered non-negotiable in
the raised state and can therefore be configured with b > 0,6 m and a larger angle than
respectively 5 or 15. This results in the position for the termination of the diverging
contact wire (Figure 6. 30).
The verification of the contact wire height increase y at support I is performed according
to (,5.22) with the contact wire tensile force Hew in k::'-J
(6.6)
Table 6.5: Necessary distances :i: between the contact wire crossing and support I
awl the specified points design.
Type of Tensile force of Specific load of Dista!lce :r Specified points design
c:cmtact wire contact wire contact wire
Hew in N G~:w in N/m lll Ill
/1= 47 50
X 18 50
.... 8.50
..
PE
Support l! Support l
Figure 6.32: Wiring of EvV 60-1200-1:18,5 with the fitting-free area that is valid for DB for
contact line type Tie 250.
The muuttll!lll distances x for nusmg the contact wire to Li0 nun are contained in
Table G.G. This height increase is possible only ,dwn t.he points geornetry permits. The
points design to be used nrn be found in Table G.5.
The next step is the e:w,minatfon of the lateral contact w11e forces at the supports,
which must lie within the range 80 N < F 11 < 2500 :\J for lzyhtweu;ht steady arms.
Finally, th<' opposiu12, fraud of the co:ntile'Ue:r.s and th<' frccdom frum rnntact at the
temp<'rature ra1112,<' lirnits is to he cxm11i11ed.
(Figure 6.25) and the next midpoint anchor of the contact wire on the through track is 450
m. The existing point is located in a track connection that consists of points of the same
type. The distance between the track centre lines is 4, 7 m.
The processing steps are:
D,istort the points: The track layout plan is to be magnified by the factor 10 as explained
in section 6. 7.2, in order to add the branching track radius. This also achieves a clearer
representation of the lateral position of the contact wire.
Mark the fitting-free area: Draw the fitting-free area in the points layout diagram par-
allel to the track centre lines at a distance of 0,6 m and with a width of 0,45 m.
Draw the locations for Bp, Bu, BK and B 1: The profile dimension is 1,22 rn at DB.
The start of the overlapping area lies at Bu 1,05 m. The position of the contact
wire crossing follows for overhead type Re 250 according to equation (6.5) at the track
centre line spread
BK = 0,5 bs + 0,66 bz = 0,5 0,3 + 0,66 0,3 = 0,35 m.
The contact wire crossing lies at the position where the track centre line spread is
0,35 m and is spaced 0,15 m from the through track. The mark B1 for support I with a
distance x = 18,5 m rounded to the next half meter results from the minimum distances
between the contact wire crossing BK and support I in accordance with Table 6.5.
Determination of support II on the through track: Support II is to be positioned on
the through track such that the contact wire fitting does not move into the fitting-free
area because of temperature-dependent length changes. Profile clearance should also
be present relative to support II on the branching track and from the branching track
relative to the support on the through track. This is at least the case at a distance of
4,5 m from the intersection point A at position Bp. It is added half of the distance
between the cantilevers at support II with 0,6 m and obtained initially the pole location
with ls Ks, rounded to 5,5 m. It is expedient to place support II on the through track
so that the contact wire stagger is zero.
Determination of support I on the through track: A straight line is drawn from support
II on the through track through the contact wire crossing to marker B1. The contact
wire support point I is obtained on the through track with a stagger of 0,2 m for the
span length li = 47,5.
Determinat'ion of support l on the branching track: Support position I for the branch
track follows at the location of the already determined support I on the through track
at a contact wire stagger of 0,55 m relative to the branching track.
Determination of support II for the branch:ing track: A straight line is drawn in the
direction of the end of the point from support I through the contact wire crossing.
Support II is obtained for the branching track at the intersection A with the line B-C
with a contact wire stagger 0,10 m. Position C marks the permitted stagger of 0,3 m
for support II on the branching track and a profile clearance Bp. Support II on the
branching track can lie only between the position B and C or on a parallel line in the
case of a larger profile dimension BF.
Examination of the wiring parameters: The examination of the span length shows that
the resulting span length l 1 47,5 m is less than the limit span length of 65 m.
Undesirable contact forces in the area of supports I and II are not to be expected.
Support II on the through track may not nt0V(! into the fitting-free area. Its travel for
this effect is examined . This is dependent upou tlw distance between Support II and
intersection A of the <~xtcrnal boundary of' th<~ fit,ting-fr(~e area with the track centre
Q? Contact. line al>ovnyoint.s 291
19 00 10.00
N
N
-
0 30
12
/
Support II Support I
Figure 6.33: Corrected wiring of EW 60-1200-1:18.5 with the fitting-free area that is valid
for DB for overhead contact line system type Re 250.
line of the through track, in the example support II is 450 m from the nearest midpoint
anchor, the coefficient of expansion a = 17 10- 6 K- 1 and half of the temperature
range (for overhead contact line system type Re250 619 = 50 K). The travel Lw for
support II on the through track is Lw = L a 679 = 0,38 m.
The movement of the contact wire fitting at support II on the through track is with
0,38 m much smaller than 6.LsKs = 4,5 u1. Travel at support II on the branching track
can be ignored for the shorter overhead line length on the branching track.
Both contact wires at marker Bu must be arranged in accordance with Figure 6.24.
This is the case for the cielccted contact wire Ktaggers. The requirement that only one
contact wire is negotiated at support I is satisfied. The distance x between the contact
wire crossing and support I is 18,5 m and corresponds to the value in Table G.5.
E:carn.'inat,ion of the wfrui rhsplacement: The examination of the wind diKplacement
gives the dashed line shown in Figure 6.32. The contact wires on the through and
branching tracks move <W<!r the centre line of the through and branching tracks under
wind influence and can lead to incorrect contact wire overlapping b<~twcen support
II and the rnutact \Vire crussiug. A remedy can be found by increasing th(' contact
wire stagger at snpport II (point D in Figure! G.33) on the through track to 1.:~2 m. A
straight line from s11ppo1t I [ on the through track with the lateral position -0,10 m
through the crossing point givc's support I on tltc tl1ro11gh track at position 131 with the
lateral position -0,2() lit Sttpport I on the branchiug track is found at a distance of
O,G5 1t1 frorn tl1c bratl< lii11g t ra<'k ccutn) line A straight line is drawn fro111 this support
t,hrouglt Llw contact wire'< rnssi11g position. Taking tit<) rn11Lact wire position under wind
itdlucncc i11to considc~1atio11. Sttpport rr Oil tit<) l>r;111diing liuc is fotllld at position C.
Tit<) sp,111 il'11gt 11 /, 1 i11c l<'ilS<'s I():)() 111 wii.11 Lil<' displ,1cc111<'11I nfsuppmt II <lll Lile throngh
292 6 Planning of overl1:_ead c:ontct~t line s_ystems
Support I Support II
54,0 55,0 54,5 51,5
1--------1--------.i-------------1---------
60-3000/1500-1 20 tb
19,3
--
200 PS
500
60-3000/1500-1 .20 tb
Support II Support I
Figure 6.34: Typical wiring of a transition connection with the fitting-free area valid for the
Norwegian main-line railways.
track from position D to position E. Support II on the through track is also displaced
50 m on the span length. The contact wire crossing position is displaced slightly in
the direction of PE and lies 0,15 m from the through track centre line for the selected
variant. This satisfies the requirement 0,5 bs. The crossing position lies at a distance of
0,20 m compared to the branching track centre line. The branching line contact wire
does not violate the permitted range emax in the area of the contact wire crossing.
Examination of the horizontal forces: The observance of the horizontal forces of the
contact wire at the supports I and II can be examined with the aid of equation (6.1).
The following horizontal forces in N at the supports for the selected wiring lie within
the permitted range 80 N < Fr-I < 2500 N.
Support I Support II
Through track 159,5 128,2
Branching track 379,5 317,2
Figure 6.33 shows the described contact line -,.,iring of point EW 60-1200-1:18.5.
Table 6.6: Dirnew,io11 P defined the area Type of point Point angle Dimension P
of location fen- support B (Figure 6.35). tann mm
EW 60-1200-1:18,5 0,054 4,00
EW 60- 760-1:14 0,067 3,30
EW 60- 500-1:12 0,083 2,30
EW 60- 300-1: 9,4 0,106 2,00
EW 60- 300-1: 9 0,111 1,80
EW 60- 190-1: 7,5 0,133 1,50
I
,_
I
- - - --- -
0
~-
0
PS
--p---1 . . p ...
PC
Figure 6.35: Simple tangential point overhead line wiring without auxiliary
overhead line.
is !101 ll('('('SSi\l\'
294 GPla.1111ing of overhead contact line systems
~I~ '.'.3-1; I
~ 0 ~I ~I
II
Q) l'::II ________ _ II
Q)
II
I~ ~ I Negotiated contact wiW I
Q) Q)
0
Catenary wire
0 10 C\l_
~ LC)
0
~10 II g_1 ;:? ~I ~I
II 11
Q) ~
~ ci Negotiated contact wire
1-- II I ~
Q)
II 1 111
Q)
-----
Figure 6.36: Tangential point wiring with auxiliary overhead line for a high-speed point
tg 1:65 on the SNCF Atlantic line.
6.8.2 Points
The locations of overhead line poles at points are correlated to certain positions. The
possible locations of supports in point areas are handled in clause G. 7.6. During plan-
ning points can be displaced with the consequence of necessitating alterations of pole
locations. Then, adaptations of the wiring are atternpted by changing the neighbour-
ing span lengths. If this is not successful, moving of the supports in the point area is
possible within certain limits, which avoids renewed wiring of the affected point.
Observance of the minimum clearances between the support requirements at points
and crossings and the supports needed for other electrical switching groups must be
examined. The required minimum clearances can usually be realised with small sup-
port movements. The supports allocated to the individual tracks need not be located
opposite to each other at track connections between main lines.
Contact wire
Minimum dropper length
Top of rail TR
Figure 6.37: Minimum clearances
Liftin reserves applicable in case of reduced over-
head contact line system height.
According to BO Strab, clearance from the road surface to the energised parts of over-
head contact line systems on urban transportation lines, operating at up to DC 1500 V
and AC 1000 V, is to be at least 4,7 m. This headroom can be reduced to 4,2 m under
structures. Signs in accordance with the road traffic regulations warn of the headroom
restriction. The height indication on the warning sign is to state the actual clearance
less a safety margin of 0,2 m.
Bridge superstructure
Bridge span Transition span Centre spans Transition span Standard span
Figure 6.38: Arrangement of transition and centre spans at overhead contact line system
height reductions.
S as shown in Figure 6.37 for standard contact wire and s~stem heights cannot be
achieved, then as a first step, the catenary wire can be lowered by reducing the span
lengths. A limit occurs when the minimum dropper length is reached at the centre of
the span (Figure 6.37). If this is not sufficient, a bridge reconstruction can be avoided
by lowering the contact wire to the minimum contact \\ire height. The contact wire
height should not be lowered below 5,15 m, considering all influences, with regard to
freight transports with loading gauge violations. If a further reduction of the system
height is necessary, then sliding droppers with an installation height of approximately
70 mm can be employed instead of standard droppers. HoweYer, this will result in a
reduction in the overhead line elasticity. Uneven wear of the contact ,vire can occur as
a result of the uneven elasticity. Sliding droppers are therefore only suitable for speeds
up to 120 km/h.
Further possibilities for reducing the installation space for overhead contact line systems
exist in the employment of double or triple contact \\ires without a catenary wire. Only
small uplifts occur due to the reduced elasticity of such merhead contact line systems.
For low bridge structures, the catenary wire can be earthed in the area of the struc-
ture, anchored to the structure or lowered to contact wire height and routed through
the structure as a second contact wire. Under extremely cramped conditions, neutral
sections can be inserted into the contact line on each side of the bridge structure.
The earthing of the contact wire achieved in this manner permits the restriction of
the clearance between the contact wire and the structure to the dynarnic uplift plus a
mechanical safety clearance. It is however necessary to operate the traction unit main
circuit breake.r ea.ch time such a bridge is passed. If such special constructions are not
sufficient, it. is theu necessary to lower the track, raise or reconstrnct the bridge.
\rVhcn mini1tllllll clearances between the bridge and energised sections of the overhead
contact liuc cm\ e!llploycd, Hashovcrs caused by birds und<'r the bridge or the formation
of icicles in winter occm frequently and lead to overhead line disturbances. The catenary
wire sl10llld lw protected by a shrink-on insulating sle(\\'f' to en oid this.
Wear of t.lu r:011Jru:/, wire is to be ronsiderc~d during wrification of the clearance. Wear
of 20 % 0I1 th<' couiact wire reduces the load of tlw contact \\ ire OIi the catenary
wire ;111d l<'ads io <I I11on' dc>vat<'d catC'nan wire position. Saf<'t\ d<'arnnce may not be
viobd<d 1111d<'1 ! liis rnwlition.
298 ~6 Planning of overhead contact line systems
I= 45m
a= 15 m
Once the heights and supports for the contact line under the bridge have been deter-
mined, then the layout of the contact wire gradient in the neighbouring spans may
proceed. Differentiation is made bet,veen transition and centre spans (Figure 6.38).
Dependent upon the permitted speed Vmax, the maximum gradients in the transition
and centre spans are to be observed for the DB overhead line types as shown in Ta-
ble 6.8. The lowest point of the contact wire in any of the transition or centre spans
ma, not be lower than in the bridge span.
Since Sv < S, a reduction of the contact wire height follows in the next step.
Reduction of the contact wire height:
A minimum clearance to the bridge is given with the contact wire height at 5.2 m
Sv = LH (CWH + SH - fx) = 6,1 m - (5,2 m + 0,85m - 0,31 m) = 0,36 m
Since Sv > S, the specified minimum clearances can be achieved. The employment of sliding
droppers is not necessary.
Determination of the contact wire gradient in the neighbouring spans:
The contact wire heights for the neighbouring supports are to be determined with
reference to the permitted gradients set out in Table G.8. The objective of v;.1rving the
contact wire gradient is to produce a sinusoidal form for the contact wire height giving
a constant vertical acceleration of the pantograph, especially in the transitions to the
horizontal. The system height SH is to be raised uniformly along the contact wire
height to achieve a continuous increase of the elasticity. A longitudinal profile as shown
in clause G.11.3 depicts all relevant data for the overhead contact line system height
reduction to scale.
At speeds higher than 2:30 klll/h, increased contact pressmes in overhead line height
reduced sections caus<\ the dropp<\l damps to tilt, whicii can lead to ovnlwad line
disturbances. This is also one of tlw reasons for the a,oidance of plaun<'d contact, line
wire height reduetious at speeds greater thau 230 km/h.
I?azlwu.y /Jridges also form rnnstraiuts to pole positiouiug. HiglHT wind loads require
shorter span lcugths . Poles arc positi01wd a.how bridge pins for mchit<~ct.11ral and tech-
nical reasons. These r<\<ptircttt<'nts permit, only lirnit,~d possibilities for t.!1<' positioning
of poles 011 bridges. The lougitudinal coun<t<~ beams 011 hridg<'s on ll<'W lin<'s can ac-
rnu111wd<II,< pol<' fot1ndatiot1s ( Figure G.40) . These pol< locatiolls an t.o lH' planrwd in
close co-op<rntiou with l Ii<' hridp plrn111<'L
300 G Planning <JL_<J'_'~~rhea~ contact line systems
~
- - -
~
- - -
Crossing overhead lines pro
vided with a cross-contact
bar (negotialed crossing)
Overhead lines cross
without touching (without
cross-contact bar, non-
negotiated crossing)
(Xl
X
---
----x
(Xl------
_::::::::::--;-
---
Overhead lines cross
.-+--
~ ----<>
fixed termination double point with clamped
contact wires
<>
Overhead line system
with catenary wire
automatic-tensioned
termination
~
~
Electrical connection
of two lines
C .~e
.___ Electrical connection
r,
0
~ 6 6
fixed termination between catenary wire
and contact wire
Overhead line system with
~
tensioned catenary and Section insu1ators
contact wires
~ -u-
automatic-tensioned
termination Intermediate insulation in
~
"4--tl-- contact wire and/or cale-
fixed termination -- \I
~ t t
tensioned catenary wire conlacl wires
and twin contact wire
~
(compression and tension) i t
automatic-tensioned
termination Contact wire-conductor
~ -
~ connection without --{)- :)- - -
fixed termination insulation
Contact wire-conductor
Planned termination
~*(iii>
64*~- 6 connection with
intermediate insulation
-lf-- - 'f-- - - -
Midpoint
)(
~N Overlap
ITT 78 Cl
8'-
Midpoint anchor I Con\acl wire stagger
at head-span structure )( )\!(
I
/\40
'l/0 640 ~
6.9 Layout plar.1 ....
Table 6.10: Transverse support element sym- Table 6.11: Symbols for poles and soffit
bols. posts.
Designation Symbol Example Designation Symbol Example
Cantilever across Lattice steel pole
two one tracks
J t Lattice steel pole
Pull-off for one track
y
0 on bracl<et ., J. J.
Pull-off for two Concrete support pole
or more tracks
~ 8 @
~ ~
Head span suspension
---
--t-~+ Concrete tension pole
@)
~
I
Wooden support pole
I
Tensioning portal structure
with intermediate pole --- jo ()
~ ~
Wooden tension pole
I I I
Portal
--- 00
~
Twin cantilever support H-bearn pole
on a wall
!l ---!! @
~ ~
Support in tunnel on wall Anchor
without steady arm
1 l -l
~
Support in tunnel on wall Pole with wheel protection
with one steady arm
1 l /
0
\
/
6
\
Support in tunnel on wall So/fit post in tunnel on a
with two steady arms
1 I wall without steady arm
b 6 6
Sotfit post on ceiling in
tunnel with one steady arm ! I I
Soffit post on ceiling 1n
tunnel with two
steady arms
~ I I
304 G Pliu111ing_ofoverhead_contact_line systems
Table 6.12: Symbols for traction power lines. Table 6.13: Symbols for disconnectors.
Designation Symbol Example of application Designation Symbol Example of application
Traction power line
--- # [-AL-240 DisconneGtor
(e g 2 reinforcing line
feeders E-AL-240)
'6 - open
Single suspension
with strap *)
EHL
I
6
EHL
mechanism, triangular key
Disconnector
- with hand operated
D
Double suspension
I
DH
6
DH
-- mechanism, square key
D1sconnector
- motor-driven, for 1000 A,
0
locally controlled
V-suspension V V Disconnector
I
6 - motor-driven, for 1000 A,
remotely controlled
Traction power line
termination at pole ~ ~z:_
Double termination at
traction power line
cross arm
Double termination at
- OT
~
r Disconnector
- motor-driven, for 2000 A,
remotely controlled
Disconnector
cross arm for switching
lines*)
Intermediate anchoring
-#I e ~OT - motor-driven with short
circuit indicator *)
Switching transverse line
0 0~
- ~
T- ~ T
at traction power line ~ cross-arm ~)
cross arm
*) = Des1gnat1on and symbol used by former Control cable
Deutsche Reichsbahn (e g 3 core 1,5 mm 2) ---1-t5__ _
.3
Circuit breaker
Table 6.14: Symbols for traction return cir- Table 6.15: Miscella.neous symbols.
cuit and protective earthing.
Designation Symbol Example Designation Symbol Example
Rail longitudinal bond ') Earthing plate
I\
' I \ Ja.
Rail bond*) Transformer
3
Rail bond for single-rail Substation boundary *)
j
i.:::--:;;g
E:--3
insulated tracks *)
UwfUw2
T
Right rail insulated*) Maintenance boundary
0 X
~
Connection line connected
to left rail*)
ffi
*) -~ Designation and symbol used by former
Deutsche Reichsbahn
306 6 ~I_anning of overhead contact line systems
porting element such as single cantilever, portal or pull-off. The location of poles must
consider the type! of superstructures, underground cables and pipes, trough channels,
traction power lines strung on the overhead system poles, with minimum clearances
from objects and the subsoil conditions. In case of double track lines, facing pole lo-
cations are the objective. The supports associated with points can lead to staggered
pole locations at switch connections. The poles in curves on single-track lines are to be
planned, if possible, with the poles on the outer side of the curve. The span lengths,
which designate the distance between the adjacent cantilevers at their central position,
are to be entered in the layout diagram. The layout of the overhead contact line system,
the contact line supports and the poles are to be represented in the layout diagram
using the symbols shown in clause 6.9.2.
6.9.7 Portals
Portals have a similar function to multiple-track cantilevers. They perrnit greater umn-
bers of tracks and widths to be spanned, but are restricted to a maximum leugth
of about 45 m for structural reasons. Portals can also be arranged obliquely to the
track centre-line, in the same way as head-span structures. Portals offer advantages at
point crossovers of high-speed lines, since they can accommodate overhead c-ontact line
supports that cannot be carried by single poles and simultaneously allow mechanical
separation of overhead contact lines.
I
' l;i
I
a)
Feeding
Station
~ insulated rail
earlh rail
-
r-~- l insulated rail
; i:::+-r_~_-J_--
,~,
__ 0
track reactor
- - IG/2
2
Poles
c)
open track
?
Station
earth rail
t
--------------.....__________ insulated rail
track reactor
Poles
d)
insulated rail
earth rail
insulated rail
track reactor
- - - Traction return current of track /T
Rail current / R
Figure 6.41: Track release circuits (a) with single-rail insulation, (b) double-rail insulation,
(c) transition from double-rail to single rail insulation and (d) special reactance coil joint.
lines such as in overlaps or neutral sections. In the event that the catenar~- wire is in-
terrupted under bridges, the provision of an electrical connection before and after the
structure serves to distribute the current load. The same applies to the installation of
additional electrical connections near earthed structures, such as signals and interlock-
ings. The installation of further electrical connectors is expedient in sections with high
electrical loads drawn by electrical traction vehicles, for example on steep gradients.
The Z-connecting betwe<)ll tlw c:atenary wire and the contact wire fulfils the function of
an electrical conn<!ctor, so that the provision of electrical connections at the midpoint
anchor is u1111eC('ssarv. Drop1wrs nw be designed to serve as electrical connections (see
clause 4.Ll2A).
Bonding to connect
x) insulated rail
xx) not insulated rail Feeding Figure 6.42: Track release
circuit of a point.
The details are to be included in the planning documents and especially the earthing
d'tagram. The specifications resulting from the various designs of the rail insulation
relative to the sleepers are to be taken into account. It is possible that either both
rails of a track are not insulated relative to the sleepers, one rail is insulated and the
other not insulated or both rails are insulated relative to the sleepers (Figure 6.41 b),
corresponding to the requirements of the track release system.
The extent to which insulated rail joints are provided in the rails, is dependent upon the
design of the track release circuits. In the case of track release circuits with frequencies
of 100 Hz or 42 Hz, as employed on DC systems, the insulated rail joints provided, must
be bridged using reactance coils. In particular the insulated r-ail Joints in points and in
stations should be considered during the design of the traction return current circuit
(Figure 6.42), since single-rail insulation is mainly used there. \Vhen audio frequencie8
at 16 kHz or 10 kHz are employed for the track release circuits, S-shaped rail bonds
form the boundaries of the individual track release sections. In this case insulated
rail joints are not provided on open track. Track release circuits can also be used for
rail failure detection, consequently the rails can only be used for railway earthing in
accordance with theses systems.
It is the planners task to design in detail the measures necessary for a safe traction
current retu7"n aud rnilway earthing. The fundamentals are specified in EN 50122-1
(6.10] and German railway directive [6.11]. All rail joints are to be documented during
the inspection on foot and to be provided with longitudinal connectors consisting of
copper cables. The bonds between the rails of the individual tracks and between parallel
tracks are also to be configured. The rail and trnek bonds rnust generally consider the
track release circuits. Ia audio frequency track circuits, snch bonds arf~ found at the
ends of the track release circuits. Rail and track bonds ar<' to be recorded in the layouts
using appropriate symbols. The configuration of the 1d1l'fn current wn:nectfons to the
substations is an i1npo1tant aspect. The rail and track bonds at tlt('.SC locations are to
be designed to suit the total currents.
The specifications of tlw track release svsteu1 c1rc to I)(' c-011sid<'t<'d during th<' iutcr-
ttteshing of' st.ations or points. One rail i.-; oft.en d<'fi1l('d ,ls Uw <';-ltt h rail in this area,
which can ltowevc.r cha11g('. from Oil<' rail to anot!1n. Tlw bonds !wt\\"('('!! the i11clivicl-
ual rails c\t(' to lH' configlln'.d COtT('S[)OIHling t.o the a1 r,utg<'lll('tlt ol t lt<' <'.arth rails. In
priuciple, t lw prnt.ective cart.l1i111-', can IH' nutd<'. di1 <'< U\ to tit(' <';111 li mil in AC systems .
'l'l1<' n11ntlH'r or <',ullt 1,onds is r<stricl.<'d h\ sp,1ci11g i11t<1\rtls (II <1pp10\:i1n;ll<'h :iOO tu
.,1 '
i\
1 II
'
310 ---- ------- ___ ------- 6 Planning of overhead contact line systems
0
ci
0 (0
LO
U)
6tS'69L I
U)
~
J-
si
.
cri
(0
,___ ___ ~ I 0
r--:
U)
0
E
.Y
en
I-
I
0- .
111~---------;,:,~HHrii4r::::::1'\? g ?5
-
L\7'69L
-
:,
O++j+
I
i
I-" '<r1 '
\7L\7'69L
I
CL
.. [[ I\ :K
'\ I
0
~ ~ I
(")
U)
~ I\ ~ I
. ~I\ o
Lc:\7'69L -l--------U-Jil=alt-- ( s ~
+
tC:\7'69L
0
LO
U)
0
c\j
U)
0
co
s;-
69S'69L
with track rd(:asc systems that arc also used for rail-fracture detection. All strnctures
to be incl ud(~d in the earthing arc Lo be connected in this case by means of parallel
return feeders.
Direct railway earthing cannot he used a.s a protective measme 011 DC systems, since
this would involve stray currents. The measures to be adopted in this case arc dependent
upon the op(~rating voltage. Necessary connections to the rails are made by mea.ns of
voltage limiters, which establish a couclucting connection after a threshold voltage is
exceeded, especially in the case of short-circuits.
Connections between the tracks and components to be earthed on AC railway systems
are to be carried out with galvanised steel cable, galvanised wire or flexible copper
conductors. On DC railways, these connections must satis(y the current capacity re-
quirements. They are therefore normally implemented as copper conductors. In espe-
cially important and critical situations, e.g. on railway platforms and loading roads,
two earthing conductors are to be laid in parallel. Individual measures for earthing
and traction current return routing are to be co-ordinated with the signal engineering
designs.
The appropriate measures are used to create an earthing diagram, which is contained
in the layout diagram for the open track and is established as a separate document in
stations.
CJ7
CJ7
CJ7
36-6
$
>-'
~ '.ff1//-
0
..,
1-j
.,___;;r, // 0,
:::en
~//
11 /r/'~_- I@
~WI 3...,
en
'.';)
t- -
....
-=,-, ~
- - - -U6=_ 15b
\,/
,,'\
' -
~__....,-38\
1
::r:
'.';)
,-
~
136-11~ @ ~~
-_, "'"-11~ I I i:.--_:iBi_-+__ ~- ...
..,r,r, n-
Platform
-~6-63
D0~ D D
?:-,
- ;:::_ ~J
$ ~
- - ......
-:;_ -:: Jq
- -
c- :r.
_:
:::
,..
,..,;
-
....~
(i)
O')
<'"
< i,i:,..
::::: Q1
CF.:
;: ~
-;...... -
< er-.
-
< ;:" 0
- t=---- -s
?.;"
,.;.,-
-=::.,,~
~
w
>-'
w
314 6 Pla11ni!1g of overhead contact line systems
----------------
35-11 35-13
_;\...
-
0
706 7~
~
35-14
35-12
8 4 3 3 4 8 6 5 6 8 4 3 3 4 8
a) b) c)
TP TP TP
Figure 6.48: Iuterface between pole and founclatiou, (a) bolt-mounted pole, (b) inserted
pole and (c) p11ll-ove1 pole.
6.10. Transvmsc~ pm file dia&r,1H1 315
face or tlw pok is desiguated the dimension TP. The difference in height between top
of rail and the top surface or the foundation is the dimension e and the pull-over or
insertion length is th() E-dirnem;ion (cf. Figure G.48).
Paralleling disconnector
Supplementary feeder line
Figure 6.49: (a) Schematic diagram of disconnector lines between disconnector and overhead
contact line, (b) across track line between disconnector cross-arm and opposite pole.
pull-over dimension E,
distance between the top surface of the foundation and the top surface of the
rail e,
contact wire height CVVH,
supplement for superelevation 2/3 'U,
system height and
pole overlength U e. I
,I
Example: The pole length Mltotal of a concrete pole for DB contact linetype Re 330 is to be
found. e = 1,15 has already been determined from the track profile. The track superelevation
is 0,15 111.
overlength U e 0,30 m
system height SH 1,80 m
contact wire height CWH 5,30 m
supplement for superelevation 2/3 'll for n = 0,15 m 0,10 111
pole length NilTR above TR 7,50 m
difference e between TR and top surface of pile 1,15 111
pull-over dimension E 0,50 m
Lot.al pole length A1l1ot.al 9,15 rn
~.IQ 'f.r_,-1:_r1c;_verseprofilc\ diagram ----------- _ _ _ _ _ _ _ _ _ _ _ _::_;_31::_:_7
FL
nc (!)
:::i
I :i:::
(/J
n:
I
f---
Ql
>
0
_Q
<1l
m
0
f---
~ TP
I
(_)
JI
E
0
LO
' y TR
c5 (!)
/\I
FL
RC
7---
- . TP - ~ t/
JI
T TR
---
100
r\\'0
\e""'
"'s\'<}'l
Registration arm length ~'""'~-------1
Figure 6.52: Dimensions for manufacture of a DB cantilever with pull-off contact wire
support.
The pole length is to be increased to comply with a raster size of 0,25 rn, therefore to 9,25,
to reduce the number of pole sizes. The e-dimension is to be corrected correspondingly and
implemented at 1,25 m.
6.10.6 Cantilevers
A cantilever calculation program is used for determining the cantilever type with respect
to tube lengths and configuration. A dimensional check is performed after erecting the
pole. The cantilever calculation and manufacturing are executed taking into account
any deviations that may arise during the construction phase.
General contact line system data, specific weights, su 1>port data and route data are
necessary for the determination of the cantilever type and calculation of the net element
lengths.
The general contact. line system data consist of the cl(~signation of the tensioning section,
system, type of insulation, temperature range, cantilever type, tensile forces in catenary
and contact ,vires, and other wire and cab!P types. Tlw following support data is also
necessary: pole number, pole type, span leugth, contact wire height, contact wire and
catenary wire stagger, distance between tn-1.ck side of pole and track centre line, pole
inclination, track radius and line gradi()IIL The tc)stdts an) presented in a graphic or
talrnlar form with the dirnc\nsions for (II(' 111;,u111f';,wt111e of the cantilever (Figure 6.52).
G.10 Transverse profile\ diag_r:am 319
Table 6.16: Concrete pole types of type He 330 for wind speeds of 33 m/s,
radiu8 greater than 2000 n1.
Pole pattern Tube diamel.er
of driven Pole type Pole types Pole type Pole type
pile tube I 3, 4 Hild G 5 8
21 RI NB 2 NB 4 NB 3 NB 5
22 R2 NB 2 NB 4 NB 3 NB 5
23 R3 NB 2 NB 4 NB 3 NB 5
24 R2 NB 2 NB 4 NB 3 NB 5
Pole pattern 21 with Pole pattern 22 with Pole pattern 23 with Pole pattern 24 with
- Overhead contact line - Overhead contact line - Overhead contact line - Overhead contact line
- Return conductor - Return conductor - Return conductor - Return conductor
- Parallel line feeder - Parallel line feeder - Parallel line feeder on inner side of pole
at pole head on inner side of pole on inner side of pole - Feeder line
- Feeder line
FL
~ RC
FL Q) (l)
.J
J
RC
,-a:
a:
f--
::r:
C/)
g!
0
::r:
Cf)
<l) .D
> ro
-- --
0
.D
ro
b ~ b
~ :::c:
i0 TP i0 TP s:(_) TP TP
:::,
TR TR TR
(l) Q) Q)
lLJ lU 1JJ
t.
Figure 6.53: Pole patterns for standard cateuary system Re 330.
a) b) c) d) e)
r1 /
I I
I I
Figure 6.54: Important types of foundations,
(a) block foundation for bolt-mounted poles,
(b) block foundation for inserted poles, (c) driven
pile foundation. (cl) driven tube foundation, (e)
direct embedding of a concrete pole.
The foundation type is determined from the soil properties, construction resources and
the pole design. Steel and concrete bolted-base poles require concrete block or round
foundations, or driven pile foundations with anchor bolts (Figure 6.54 a). Poles may
also be attached to structures such as bridge decks. Concrete foundations with core
holes accept inserted poles of steel or concrete, which are embedded in concrete or stone
chippings after erection (Figure 6.54 b). Concrete poles can also be embedded directly
in the ground (Figure 6.54 e). They can also be mounted on steel or concrete driven
piles and cast in mortar (Figure 6.54 c). Steel or driven pile tubes can also be used to
support concrete or steel poles (Figure 6.54 d).
Foundations are selected according to the application. soil type, and bending load in
accordance with tables or, in individual cases, with the aid of static calculations (see
clause 7.5). Transverse profile diagrams combined with longitudinal profiles enable a
clear representation the geometric dimensions and materials to be used (Figures 6.55
and 6.56).
I I
1-t-
0
C\J
6
/II Ftie''
111
3,098
ii
....... .. .
2,400
---t
01l FL
II II L
0
C\J
6
YI
~, ~
I If
I
RC RC '
co 0
0 ~ t.O
o_
(\J ~
1,777 209) C\J
~()() 2,739 2,438~ ~()\) 2,438 : ~
1
0
~.40
,-
I
-- ------
0,40 I
0 0
oi 0
0 oi
co 0
co
l{)
l I
i,-j
3,10
I 3,10
I I ~
~;;-_rttt---::/7==il=-=-=~==::l==-=~::::;.J::::====--it__:'._=-=--~=--=-;=t=_:::_=_:Jl==;".::=~---H1~~P_t- 1
/
~,_-. .--------~ I R=3000 R=2995,3 it--r----...1----'--
0
li)
c5
' 3,35 4,70 3,35
- 0
li)
6
/II /II I
of--- -C)
\ 1
) Pole inclination mm/rn
Figure 6.55: Tta11sv<~rsc profile of a double track liue with individual poles.
322
--------------------------
6 Planning of overhead contact line systems
I/. v\
...
I
r
\_.;
.'\ ' I
I I I 1\ \ \~.
11 I r
\__,
" \\ I
lO
lO co
f'-.
--
-
f'-.
co
~-
f'-.
l!)
co co
C'J
(0 co
(0
-
-
-
-
-
-
TR
---
v ~-
1 1
'
_,r-
-r--
---- ... --
5,00
- - x.___ X---- FL
- - X X - - X X - - RL
0
=
+ I
(/)
- -~
0
u Q
u
m .9
OJ I
E C > (/)
0 Cll 0 u
lf)
ti) u5 .0
Cll m
u
I 1: C
s0 0)
<ii
E
lO_
Cll
u5 0
E
.c 0
E '
lf) <O
OJ 0 VI
en>, I
TR f'.2-- s0
Figure 6.57: Accommodation of track height differences, (a) by means of different system
heights and (b) by means of lowered cross-span wires.
structure. The head-span wire sag is dependent on the span width of the head-span
structure and the relationship between sag and span width of the head-span structure,
which should lie within the range 1/5 to 1/10.
The poles are to be fitted into the track profile in the transverse profile diagram and
the pole lengths determined. The polygon shows the lengths of wires for the head-
span structure and permit prefabrication in the workshop. Disconnectors, across-track
feeders and jumpers together with intermediate insulators in the head-span wires are
contained in the profile diagram.
Configuration programs provide a representation of the geometry of the head-span
structure with material requirements (Figure 6.58). This type of representation sim-
plifies the installation and provides material data for reconstruction of a head-span
structure after damage.
6.10.9 Portals
The modular design of portal.s with standardised end and intenncdiatc frames as used
by the Norwegian Long Distance Hailways (JBV), (Figure 6.59) pennits simplified
configuration. These lattice frawc,vmk portals carry the supports in stations and on
winding open tracks, to avoid push-off contact wire supports. A maximum of 9 tracks
can he spa11nccL
.Jl3V li,1s (~mplov<~d portal types 12 and],] since 1997. These have different. angle sections
and can IH' selcd<'d as shown itt Tahl<' (i.17 Porbd LypC' 12 is <'lllplo_v<d to span two
324 .. -- . -~---- _()_rlanning of overhead contact line systems
(J) RL
C\J
C') 5,03 i_iil. C\J
FL 5 87
11)
q 11)
0 ~
ci
O
0)
0
11) II 0
lD lD 0)
20,16 II lD
II
I
-65 -65 -15 -15
I -20 -17011 -220
o -20 I -40 -170 -220
Ill ill
I
IV
A
0
C')_ _,_3_,1_9___,__4_,9_0_ _ _ _
1,_71---+____
4,_40
____
--I~
I I L ~:,~
--r+----+-i~t~
Figure 6.58: Transverse profile in stations with flexible head-span structure and disconnec-
tors, across-track feeders and jumpers at the Portuguese State Railway CP.
6 Intermediate frames
End frame
1-----
Q)
C .c
:c
~ Ol ii3
Bracket arm .c Lattice steel
Solid wall pole
cQ)
ii3
.c ~ pole
u E
_,:: Q)
3:
u 17i 0(1J
(1J
>
i'.:: (/)
c0
0
tracks with cross-span widths up to 33 m, and portal 14 for more than two tracks with
cross-span widths of 28 m to 43 m.
The portal bridge length results from the spacing of the pole centres, which are deter-
mined from the track system and rounded up to the nearest whole metre.
Bracket arms are mounted on the portal to support standard cantilevers. Track height
difference are accommodated by varying the system height at the cantilever or changes
in the height of the bracket arms on the portal.
The radial loads in curves and the portal length determine the pole types to be used to
support the portal. Where the radial loads are less than 6000 N and the portal lengths
shorter than 30 m, a double-channel pole is used on one side of the portal and a lattice
steel pole manufactured from angle sections on the other side. Lattice steel poles are
used on both sides of the portal where the radial loads are greater than 6000 N and
the portals longer than 30 m.
and manufactured at the construction site after measuring the position of the contact
line support fittings.
Pole A Pole B
b= +0,4 b= -0,4
(push-off) (pull-off)
/y =14 m
Catenary wire Bz II 50
Hr =10kN
Dropper Bill 10 E
cq
Hy =1,7 kN
lo
Stitch wire Bzll 258
c5
0
0
0
c5 0
LO
0
C')
0.
0
C')
0
LO
0
0
0
0.
0
j j
0 0
Stitch wire Bzll 25
j
c5 0 c5 c5 H =2 3 kN
Contact wire Cu AC-1UO '
Hew= 10 kN
----- ...
2.5
... 95
""' """'
95
""'
9.5
... 95
...
75m
95 ... 9.5 ...... 9.5 -135,2 _ ..
.
Droooer dimension iHy1 iH1 iH2 iH3 iH4 iH5 iH6 iHy2 IHy1
Dimension I I inm 1 006 1.305 1.051 0.907 0.873 0.949 1.136 0.991 0.884
Dimension1 II) in m 0.936 1.035 0.781 0.637 0.603 0.679 0.866 0921 0.814
Dimension I ll inm 1.028 1.127 0.873 0.729 0.695 0.771 0.958 1.013 0.906
Figure 6.60: Dropper spacing and lengths in span type Re 200 for droppers not capable of
carrying currents.
m
6,30
---- (])
11,0
UI 6,10
m
6,30
=i
t,
6,20 2 6,20
if)
~-,~
6,10 6,10
6,00 (0 LC)
_:~_ Ol lD lD 6,00
C'l_ 0 C\J_ 0 ~- 0 -st.o lD_
5,90 lD 'St_
II
lD
II
~-
~
I C')
lD C\J_
II ~
lD 'St_
II~
lD
II
5,90
5,80 -
~
II
~ ::r:
II \ I ~ ::r:
II
~
II
I 5,80
5,70 u ::r: C/) u C/) 0
'J
0 u Cf) 0 V5 u 5,70
C\J.co C\J_ <D
5,60 lD co lD co 5,60
II c5 II c5
5,50 ::t: II ::t: II 5,50
5,40
:s: ::r:
0 (/) Ci ~ 5,40
5,30 5,30
5,20 5,20
5, 10 ' - _, \ I '
- /
5,10
5,00 5,00
4,90 4,90
4,80 4,80
l l~j
0 ~ C\J C') 'St lD
~ ~ ~
Figure 6.61: Extract from a contact wire height reduction for DB type Re 200.
22.0
1'e-
0 Ql
-al 0)
D
(") en Ql
C\J l!) C\J 0) 0)
-
0) 0)
20.00 E E 20.00 0
"- id id "- C\i
E II
V 1xAl625!. V 19.16 0
0)
II
a
~ <Xl
E i'il
E
15.97
Line
(\J
co
(')
12.15
10.50
.__________
5 40
26 25
-- ---7.35 28.85
2950
...
26 90
30 90
Table 6.19: Minimum clearances from various objects to energised components of the
contact line system to German railway directive 997 [6.11], voltage AC 15 kV.
Kr. Object Direction Clearance Basis
from Object
in m
1 Standing surface for electrically downwards 1,50 EN 50122-1
skilled staff, electrotechnically sideways 1,50
instructed persons and railway upwards 3,50 l)
system instructed persons 2,75 2 )
2 Standing surface for general public downwards 5,00 997.0101 pp 10
sideways 2,25
upwards 3,50
3 Platform upwards 4,50 997.0101 pp 13
4 Obstacles with plate-webbed mesh all 0,18 997.0101 pp 11
(mesh width < 30 mm) 0,60 Ebs 02.05.19 Sh.2
5 Structures such as platform roofs, all 0,15 3 ) 997.0101 pp 13
superstructures, tunnels, buildings, 0,22 4 )
6 Signal or lighting poles, working all 1,50 5 ) 997.0101 pp 13
platform parts of signals,
which are negotiable,
7 Barriers open all 1,00 997.0101 pp 14
8 Structures that are not ascend, such all 0,60 997.0101 pp 14
as signal vane, obstacle on ascents
2,25 5)
9 Windows in buildings for sideways 997.0101 pp 14
3,57 7)
electrically skilled staff, electro-
technically instructed persons and
railway system instructed persons
10 Windows in building for general public sideways 2,75 5 ) 997.0101 pp 14
4,07 7 ) valid from 01.01.97
11 Road surfaces on crossings upwards 5,50 997.0101 App. 2
pp 207
12 Catenary system another circuit group all 1,50 997.0101 pp 10
13 Feeder line downwards 2,00
14 Return current cable upwards 0,50 997.0221 pp 5
sideways 1,25
15 Across-track feeder all 2,00
16 Contact line system - Across-track all 0,10
feeders in same circuit group
1) outside DB property, 2) DB property, 3) for Re 75 to Re 200, 4) for Re 250 to Re 330 , 5) may
be reduced to 0,6 m under certain circumstances, 6) up to component, 7) up to track centre
used to calculate the required minimum clearance at midspan. Only the sags according
to 40C conductor temperature need to be considered in case of wind action.
Verifi,cation of clearances between adjacent conductors as well as to the ground and
any objects under and close to the line is required with sags and conductor position
occuring under th<~se temper;-ttmes and c:ouclnctor loadings. The clearances between
the r<:turn cmT011t conductor and the termiuatcd contact line equipment are verified as
,rn <'x,u11pl<!. The foll<rwing <'.O!lditions apply
Anc)pt,1hl<' cl<\cUanc<: is !o lw \<'rificd ;1L conductor position with resulting in Lhe
6.11 LongitudiILc1l profiles------~ 331
. ----------- --------------------------=---
Table 6.20: Minimum clearances to traction power lines and their fit-
tings for AC 15 kV and AC 25 kV.
No Object Direction Clearance Standard
inm
1 Loading platforms vertically 12,0 EN 50122-1
2 Ground surface ILegotiable vertically 5,5 EN 50122-1
3 Climbable trees vertically 2,5 EN 50122-1
5 Buildings with: all EN 50341-1
Roof pitch > 15 3,0
Roof pitch :S 15 5,0
Air-inf-lated hall, thatcliecl roofs 10,0
Antennas, lightning protection 2,0
Detail
i---
1
I
I
-~!------: 6--:
-"' Pole A :
I I
Pole B
m
a
I
I I XI
Return conductor line centre line
I
Detail
I 1-- ---- ----- ----- l
I Return conductor line
I : oleA :
: Return conductor line :
I I +-+--T----- -- -- I
y I I a: I-- ,:j I
I m I -"' f)C/i I
<( I Co/Jt. I Ore(j I
Set Ii
~ _,
A I
/Je ~ I
'
Co/Jt. :
Set;,, i
I
-Q
I : DA 'f)e1
I I I
I I I
I I I
I Track centre line
Figure 6.63: Top view onto terminating contact line and the deflected return current con-
ductor. Where:
T PA distance between track side face of pole A and the track centre line in m,
T Ps as above for pole B,
DA pole diameter A at the height of the return current conductor suspension,
Ds as above for pole B,
b contact wire lateral displacement of the terminating contact line system in m,
kR distance of return current conductor centre line to attachment of the contact line
system at pole A in m, kR = DA/2 + T,
T cross arm length in m,
l span length between pole A and B in m,
a distance from the centre line of pole A to the verification point in m,
whereby a measures to the end of the live side of the insulator.
The verification of minimum clearances is carried out with the following steps:
Determine the point a of the smallest clearance between the return current con-
ductor and the terminated contact line,
Determine the position of the verification point, i.e. at position a,
Determine the position of the return current conductor centre line at position a,
Calculation of the return current conductor sag .fac at point a,
Calculation of the spatial clearance RRc-cA between the swung return current
conductor and point a.
Figure 6.63 shows the arrangement of the return current conductor and the terminated
contact line in the plan view. Figure 6.64 shows section AA.
The sag of the return current conductor .faL at point a, viewed from support A, for
return current is obtained according to (5.34) and (5.36),
with
RC y
, C/\
YRC-CA cw
TR
Figure 6.64: Section AA of the deflected contact line with return current conductor at point
a. Where (all dimensions in m):
RCA deflected return conductor,
RC centre line of return conductor,
RCR position of rest of the return conductor,
CA catenary wire,
CW contact wire,
RRc-cA spatial clearance between the return conductor line and catenary wire,
ZRC-CA vertical distance between the return conductor line and catenary wire,
ZRC-RA vertical distance between the return conductor line centre line and the deflected
return conductor line,
YRC-CA horizontal distance between the return conductor line and catenary wire,
YRC-RA horizontal distance between the return conductor line centre line and the deflected
return conductor line,
ZRC-TR vertical distance between the return conductor line centre line and TR, (TR = top
surface of rail)
!Re sag of return conductor line at fJ = 40C at point a,
1PR deflection angle of the return conductor line in degrees.
The sag of the return cunent conductor .foe at point a is calrnlatcd for differing support
point height,s from (5.37)
I I - u. . ("
.foe - G a
2
H + h a/l - -1.fiicmaxlO 1
.6.hnc is the height difference between the suspension points of the rct,un1 current
conductor at pole A and pole I3 It follows for ZJlc nA and t/nc--H_.\
334 6 Planning of overhead contact line systems
Pole A Pole B
X Return conductor line centre line
Catenary wire
tf CA a
Contact wire
z
TR
Figure 6.65: Side view of the terminating contact line system with return contact line.
RRC-CA > s
Example: The clearance between the return current conductor and the anchored catenary
system is to be found at point a.
1. Initial data:
Type of return current conductor 240-E-Al-DIN 48 201
Tensile force of return current conductor sH 20 N/mm 2
Span length l between pole A and B 65 m
Position of verification point a 25 m from pole A
Suspension points of return current conductor equal height
Maximum sag fRcmaxrlO 1,87 m
Traverse length T of return current conductor 0,55 m
Maximum sag fcA,na,dO of the cal.euary wire
for type Re'. 200 seen from the higher support point 0,739 m
Pol<~ type rnncret<'. pole NB 1
G.12 Project . clocurnentatior1____________ 335
The geometrical layouts correspond to Figures 6.62 to 6.65 with zcAA-TR = 6,70 m,
ZCAB-TR = 7,30 m, ZRCA-TR ZncB-TR 7,10 m, DA/2 = 0,15 m, TPA = TPn = 3,60 m.
2. Calculation of the distances YRC-CA and zn.c-CA
3 calculation of the minimum clearance between catenary wire and return current conductor
With the minimum clearance S = 0,30 m to be observed, it follows that S < Rnc-cA-
No violation of the minimum clearances occurs if the construction tolerances are ob-
served.
If the minimum clearance is violated, it is possible to increase the installation height
of the return current conductor or to employ a longer outrigger. The return current
conductor is normally installed at the height of the catenary wire. The return current
conductor is attached to a traverse or a pole when terminating catenary systems are
routed to the anchor or with a centre-point anchor cable. In this context, clearance
verifications for feeder and auxiliary feeder lines are to be performed for other objects.
Clearance RRc-cA is to be rechecked if the local geometry is altered.
The objective of the explanatory report is to establish the planning fundamentals and
assumptions made for the project, in order to inform the examiner and subsequent
construction manager of the configuration constraints. Information losses can thus be
avoided during handover of the project for construction.
The explanatory report contains the technical requirements, planning documents, tech-
nical explanations for the equipment and approvals for project implementation.
The technical requirements for the configuration of the overhead contact line system
can be found in Section 6.2.2. If the configuration is based on a standard design, then
the technical requirements are defined in advance and it is sufficient to state the type of
overhead contact line system. The planning documents corresponding to clause 6.2.3,
upon which the configuration is based, are to be cited. Reports, such as inspection
reports and other meeting reports, which contain information relevant to the system
layout, should also be listed.
The technical explanations relating to project equipment are subdivided into poles,
cross-span elements, overhead contact line system, traction power supply line, return
current system, railway earthing and protective measures and profile clearance. Special I
structures with calculation notes and drawings, as necessary.
The description of the subsoil based on an existing subsoil investigation and the type I
of foundations should be included in the technical explanations to the construction
project part. Any special foundations are to be listed in the construction project part.
The overhead line diagrams follow the explanatory report. Earthing diagrams, adjust-
ment diagrams and transverse and longitudinal profiles are to be attached to the project
as needed.
The material list, which includes the pole and foundation table at DB, forms the basis
for the erection of the overhead contact line installation and subsequently for the spare
parts inventory. It is expedient to use data bases to administer all project data, which
can also assist the operator to perform maintenance and to achieve more rapid fault
repairs.
SICAT MASTER
IProject administration
ITrack geometry
Wiring
Selection of
Layout diagram
components
Contact line
equipment
Contact line
equipment and
feeder line
longitudinal profile Cantilever lists
IProject administration
Figure 6.66: Modular structure of
SICAT MASTER.
The processing of systems for both stations and open track with different technical
requirements and parameters is possible.
t
I
.t
i
, Spiege
"
.
I----
+-
loi:! II Abbruch !! GP-lisle
Figure 6.67: Entry of contact line system elements m the distorted scale representation.
~I
t
,&.
+-
-+
+
f{r
"2l
13 ....
'
(xO.yO) (0.00. 0 00) (d,cdy) (3943 92. i 580 03). obs 1240 64____
Figure 6.68: Interactive window for cont.a.ct. line syst<!lll hci,ht n'.d1rction.
G.13 _Co111p11Lcr supported configuration 339
specific global data. Project-specific system data is generated during the course of the
configuration work. The system administers both data categories in separate databases.
A new project database is created for each new project.
6.13.5 Application
The strnctme of the program systern corresponds to the project phases shown in Figures
G.l and G.2. The processing of individual consecutive modules compels the project
engineer to use standard processes, which ensure uniform quality of the design. The
flexibility and ease of use of the system results in considerable time and cost benefits,
especially clming alterations to the project specifications, such as track layout and
signal locations.
All configuration clocurncnts and a rompletc database of the systems, which can be
used for maintenance, arC' availahk at rnmpktion of the configuration work.
340 6 Planning of overhead contact line systems
6.14 References
6.1 Grunder, H.; Waeckerlig, W.: Informationen ,mm Gebrauch von photogrammetrischen
Aufnahmen / Erfassungen im Eisenbahnbetrieb (Information for the use of photogram-
metric survey / survey during railway operation). In: Brochure Grunder Engineers /
Furrer and Frey, 1994.
6.3 Geissler,G.: Einfiihrung in die Vermessung mit GPS-Systemen (Introduction into the
survey using GPS). Information brochure of Engineering company for geodatic systems,
Munich 1994.
6.5 German Railway: Ebs Regelwerk (Standard design book for overhead contact lines).
6.6 Krumpolt, J.: Optimierung von Oberleitungen elektrischer Bahnen (Optimizing of over-
head contact lines for electrical railways). TU Dresden, Institut Elektrische Bahnen,
diploma thesis 1996.
6.7 Berg, G.; Renker, H.: Weichen (Points for railways). VEB Verlag fuer Verkehrswesen,
Berlin, 1976.
6.9 Kief31ing, F.: Projektstudie zur Entwicklung einer Oberleitung fiir hohe Geschwindig-
keiten (Studies for development of an contact line for high speeds). Siemens AG VT 3
Overhead power lines, 1992.
6.11 DB: German railway directive Gbr 997 - Oberleitungsanlagen (Overhead contact lines).
6.12 EN 50 341-3-4: Overhead electrical lines exceeding AC 45 kV. Part 3-4: National Nor-
mative Aspects for Germany (NNA). 2001.
6.13 Burkert, W.; Puschmann, IL System zur interaktiven Projektierung von Oberleitungs-
anlagen (System for interactive planning of overhead contact lines). In: Elektrische Bah-
nen 93(1995)3, pp. 104 to 109.
7 Cross-span structures, poles and
foundations
7 .1 Loading assumption
7 .1.1 Introduction
Contact lines are subject to different loadings. Dead loads from conductors, fittings,
insulators and supports act permanently and can be determined accurately from techni-
cal data and dimensions. The conductor tensile forces also act. However, they depend
on the conductor temperature in case of non-automatically tensioned installations.
Where not installed in tunnels or other protected areas, contact lines are exposed to
the weather and occasionally experience heavy additional loadings from wind action
on conductors and structural components as well as from ice accretion on conduc-
tors. These loadings can be determined by statistically evaluating records of long-term
weather observations. \,Vind and ice are randomly distributed variables; their frequency
of occurrence can be described by probabilistic laws [7. I]. During erection and main-
tenance, contact lines can be subjected to additional loadings that must be withstood
by the structures to ensure personnel safety. Specification of design loads includes an
additional factor for construction and maintenance loading.
where Ii and /;+ 1 arc the span lengths adjacent to the support, NNi is the height of the
supports all(! H the horizontal conductor tensile force.
'flw lwrizontal condw:tor tensile force results from conductor tensile stress and cross
s<'.ct.ion Th<)V also dctcrn1iw'. the horizontal loads at tlw supports according to the
gc)Oilldri< <()llditious Tlic detenniuation of thcs<' cornpon<'ll!.s is d<)1-dt with in clause
342 7 Cross-span.structures, poles and foundations
.5.1.3.2. For a support with adjacent span lengths li and li+J ,vith the track radius R it
follows
(7.2)
where h is the height above ground, a the roughness parameter and 1, 10 the reference
wind velocity 10 m above ground. Meteorological wind velocities may be evaluated ac-
cording to standard [7.1] which applies to transmission lines and distinguishes between
four terrain categories:
Category A: extended water surfaces in wind direction. flat coastal areas and
deserts.
Category B: open terrain with very few obstacles, e.g. farmland with few trees
and buildings.
Category C: terrain with numerous small obstacles like hedges, trees and build-
mgs.
Category D: suburban areas with more or less densely arranged buildings and/ or
many trees.
For these terrain categories; the exponent a may be taken as 0.12; 0,lG: 0,22 and 0,28
respectively [7.1]. Equation (7.3) applies to the mean values of wind velocities averaged
over 10 min or 1 h periods. Refer to [7.2] for deterrnining design wind velocities by
region.
In practice, design of contact line installations refers to standards for transmission lines
and civil engineering. Figure 7.1 depicts the wind regions and reforenc-e wind velocities
for Germany according to [7.3]. Germany is dividr.d into four ,,incl regions. The wind
velocities are related to a 10-min averaging period and a GO year return period.
From these basic assumptions, the design wind velocilu:s vn. are dc)rivrd. vVhen design-
ing, difforentia.tion is mad<\ lwtween loadings which u1w-;t 11ot. lim<) au:, effect on train
Figure 7.1: Wind map for Germany acc.
to ENV 1991-2-4.
Reference wind velocities
Region 1 24 m/s
Region 2 28 m/s
Region 3 32 m/s
Region 4 33 m/s
operation and loadings under extreme conditions where no damage to the supports may
occur. This applies especially to areas where extremely high winds occur, for example
due to hurricanes. As an example, DB AG (German Railways) designed the contact
lines for their classical network such that an unrestricted operation is guaranteed up
to 26 m/s. In coastal areas, where high wind velocities have to be expected, 29 m/s is
used. For high-speed lines, routed partly on high viaducts, a value of 37 m/s is used.
From the design wind velocity VR the aerodynamic wind pressure is given by
.
qo = r /2 VR2 (7.4)
3
where I is the air density being 1,25 kgm- in most cases.
The wind pressure determines the wind loads on the structural components such as
conductors, cantilevers and poles. The wind load on a contact line span with length l
on each of the adjacent supports is
1
Fw = (Jo cw l/2 d sin \JI (7.5)
where cw is the drag co(dficieni being 1,0 to 1,2 for conductors (see Table S.7), cl is
the conductor diameter and / the span length. The angle \JI is relative to the line, for
\]I = 90 the wind clin)ction is perpendicular to the line. The wind load, according to
(7.fl) acts squarely 011 the conductors. To detennine the total wind action 011 a support,
the ,vind loads from the adjan11t spans an~ summed geometrically.
'The wiild load 011 supports, esp<'ciallv 011 tlw poles, acts in th<' din!<t.iou or tlw wind
nt th<' C('tlt n of grmit., of I It< pol<' and is giveu by:
F\\ I' == 1/o. (p ..\ (7.G)
344 7 Cross-span structures, poles and foundations
where A is the total projected area of poles or pole sections. The drag coefficient cw
depends on the pole design. In the case of lattice steel poles it varies over a wide range
depending on the solidity ratio, i.e. the portion of area filled with steel sections to
the total area (see [7.2]). For practical applications of contact line design the values
provided in Table 5. 7 may be adopted.
:rviany standards contain information on wind velocities and corresponding wind forces.
The European standard ENV 1991-2-4 for wind action and EN 50 341-1 combined
with EN 50 341-3-4 are considered relevant in this case. It should be mentioned that
according to EN 50 341-3-4 the wind pressures on poles and conductors differ by the
factor 0,75. This is due to the reduced wind reaction of conductors to gusts. Only gusts
with a duration of more than 30 sec cause an equivalent force on supports compared
with poles where gusts of a few seconds cause full reaction. Therefore, Table 7.1 also
lists data used for verification of operational reliability in Germany. In the European
standards for overhead contact lines, specific wind loadings are specified.
where d is the conductor diameter in millimetres. For Germany. the n\turn period of this
ice load can be assessed within a few years [7.5]. DB AG designs their contact lines using
half of the value resulting from (7.7) because of the current heating of conductors and
the ice cleaning effect of pantograph operation under the contact wire. Nevertheless,
ice accretion has occurred widely throughout DB AG's nct\rnrk for extended periods
and caused significant impairment of operation. In the case of autornatically tensioned
contact lines, this is due to a considerable increase in sags and not to mechanical
overloads.
which is fixed to the cantilever tube. In addition to supporting the catenary wires, this
provides the connection with the top tube or top anchor rope. With this design, mainly
tensile forces occur in the top tube, to a large extent permitting the use of ropes instead
of tubes. Mainly axial forces form the loadings of the structural cantilever elements in
this type of design. The cantilever shown in Figure 4.31 uses a catenary wire clamp
which is moveable along the top tube. Consequently, bending moments occur in the
top anchoring element requiring an adequate rating. Mechanically effective cantilever
elements may consist of steel tubes, steel or copper alloy wires, aluminium tubes and
bars or tubes made of glass fibre reinforced plastics, which also serve as insulators. The
design and geometry, as well as the magnitude and direction of acting forces form the
basis for determination and analysis of the cross sections of the elements, together with
the materials used.
Flexible support equipment for contact lines can have benefits in areas such as stations
having more than two parallel tracks because space to install poles between tracks is
not needed. The individual supports can be arranged within the cross-span as desired.
This is advantageous especially for the wiring of station ends with many points. These
types of flexible cross-spans have reached lengths up to 80 m.
In practice, they should be limited to 40 m because of operational and maintenance
issues. Figure 4.34 shows the principles of arrangement. The vertical loads, resulting
from the loads of the individual contact lines, are carried by head span ,vires and the
horizontal registration is held by cross-span wires. The upper cross-span wire carries
the horizontal loads resulting from registration of the catenary wires and the lower
those from the contact wires.
The head span and cross-span wires connect the contact lines mechanically. Any move-
ments are transferred between the lines. This is considered undesirable with high-speed
traffic. Consequently, DB's Gbr 997.0101 [7.6] guidelines recommend separate poles for
each track of DB's high-speed lines. These guidelines have generally been adopted
system wide.
The head span wires have a sag between one eighth and one tenth of the cross-span
length. Design of head span equipment involves calculation of the head span wire loads
and selection of dimensions. However, rating of c:ross-span wires is simple because their
sag can be neglected.
In the case of portal strnctv:res, a rigid beam carries the individual contact liues. The
beam is supported by poles 011 both sides of the line. Some designs use dniJ! vcrhcals
with swivel cantilevers fixed to the crossbeam, ,vhile with othern the nossli<'atll carries
tlw vertical loads and is used onlv for the lateral guidance of the ratemn\ ,vires. A
lower cross-span wire is us<\d to rq!,istn the contact wires. Figme 4.39 shows a beam
designed as a lattice ginlcr Portal structmes are used for lengths up Lo 40 in. For long
portals, lattice steel design pnw<'s t.o h<' advantageous. For spans up Lo 2:J ttl I-I-beams
01 hollow st<)C! sections rnav lw lls<'d To reduce maiut<~n,wc<\ al111t1iuitr1u portals hav<'
7 Cross-span_ structures, poles and foundations
2 4 4 2 6 5 7 8 4 3 3 4 8
7.3 Poles
7.3.1 Types of poles
Poles used as supports of a contact line must perform various functions. Figure 7.4
depicts a tensioning section of a contact line outside stations (open-route). The con-
tact line equipment starts at a tensioning pole (Type 4 or 8). This pole has to carry
the loading from the cantilever and also the forces exerted by tensioning of contact
and catenary wires. In some cases, anchors are arranged to counterac:t the tensioning
force acting in line direction (Type 8) thus reducing the loading on the pole and its
foundation.
The intermediate poles (Type 3 and 4) within the overlap section have to carry two
cantilevers arranged on brackets. They are loaded by bending moments and by torsional
moments due to different radial forr.es of the individual contact lines. These poles
require torsional stiffness.
The suspension poles (Type 1) are equipped with just one cantilever and have to
withstand loads created by contact wire and catenary wire stagger, radial forces in
curves and wind loads. The mid pmnt pole (Type 5 ) is arranged approximately in the
middle of the tensioning section. It is loaded by the contact line and the mid point
anchors. There are section poles for termination of mid point anchors (Type 6 and 7)
adjacent to the mid point pole, that are loaded by forces in line direction and frequently
anchored. The poles in the next overlap are similar to those previously described.
The poles for head-spans carry loads from the head span wires, cross-span wires as well
as those from tensioning equiprnent a.ctiug in line direction if any. The height of these
poles must take into account the sag of the head span wire.
The poles carrying crossbeams are loa,ded by vertical and transverse loads only since
the crossbeams are fixed to the pol<'.s by hinge joints, to avoid moment joints. Loads
from cross-span wires, cantilevers and terminated contact lines have to be added to the
loads from crossbearn,.'L Poles in contact line installations, in addition to being used for
cantilevers, are also used for rad'ial r:onl,act l-ine registration and terminations without
cantilevers. These poles have to lw ra.ted a('cording to the applied loads.
Trnct'ion power l1,rw8 cue often installed on the overlwa.cl line pole::; resnlting, in different
condnctor configurations and additional loads. The traction power lines are usually
Table 7.2: Loading condition for contact line poles.
Designation Type of pole Permanent loads Variable loads
of pole 1 l
1 Suspension pole dead loads of conductors, -- wind loads
with one cantilever cantilevers and poles
forces due to radial action
and stagger
3, 4 Suspension pole as 1 - as 1
with twin cantilever torsional moment due to torsional moment due to
radial forces and wind action
stagger
5 Mid point pole as 1 as 1
- loadings due to anchoring
of catenary
6, 7 Mid point pole as 1 - as 1
loadings due to anchoring
of catenary
2, 8 Tension pole - as 1 as 1
- loadings due to
anchoring of catenary
1) see Figure 7.4
supported with suspension or tension insulators. Figure 6.53 depicts some pole config-
urations as adopted for DB AG's high-speed lines in Germany. The power lines may be
parallel feeder lines having the same potential as the contact line. Therefore, they only
require a reduced clearance to the contact line. Supply feeders or by-pass feeders can be
switched separately from the contact line. In accordance with German standards, they
require a clearance of at least 2,0 m from the contact line. Pole types may be divided
between suspensfon poles equipped with suspension fosulator sets, intermediate tension
poles and dead end poles equipped with tension insulator sets.
The dimensions of the pole top must be determined in correlation with the traction
power line arrangement This ensures compliance with minimurn clearances as specified
by relevant standards such as EN 50 341-1. In Germany, required clearances are 0,20 m
for 15 kV and 0 ,35 m for 25 kV. The sag of traction power lines must also be considered
at mid span.
the contact lines are considered as normal loads. Table 7.2 shows commonly adopted
load combinations. E.ueptional loads can also occur if traction power lines are installed
on the poles. They account for less probable loading conditions, e.g. unbalanced ice
accrebon on individual spans or loads resulting from component failure. When rating
poles, the load combination resulting in the maximum stress has to be selected.
Loads from tensioning of contact lines are high and act permanently. To accommodate
this characteristic they are factored by increased partial .factors. The loads due to
traction power lines have to be determined according to the application of the pole,
e.g. following the assumptions in EN 50 341-L The wind velocities are specified in
Table 7.1 and must be stipulated for each installation separately.
For head span poles, crossbeam arrangements, midpoint anchor poles and tensioning
poles, the loads have to be combined following prescribed principles. To cover all rele-
vant combinations in practice is beyond the scope of this book. Poles must be rated for
the given loading cases and the forces resulting from the loads occurring for a particular
application. The design methods and varying design factors affect the results.
-- --
350
0
0
0
0)
-- 600
increase of the diameter from the top to the bottom by at least 15 mrn/m. They are
spun in two-part, horizontal casings that are rotated on their longitudinal axis. The
spinning process achieves a high concrete strength of 70 N/mm 2 according to C70/80 I
and recently up to 100 N/mm 2 according to C95/105. The high density of the concrete I'
protects the reinforcement against corrosion and prevents cracking.
Concrete pole reinforcement can be fabricated adopting conventional reinforcement
bars or pre-stressed, using high tensile steel wires. The pre-stressed poles have become
more popular for railway applications. Pre-stressing of the steel wires is carried out
before spinning. After the concrete sets, the pre-stressing strands are cut at the mould
ends which then induces a compressive force in the concrete pole. During bending this
pre-stressing must be exceeded before the concrete sees tensile stresses and subsequent
cracking. Figure 7.8 shows the structure of a spun concrete pole.
Over the past years different kinds of defects have been reported in spun concrete poles
[7.8, 7.9, 7.10]. These defects included cracks along the separating joints of the nwttlcls,
longitudinal cracks of differing lm1gth and width, transverse cracks and torsional cracks.
Results of various investigations into the dd<'c-ts suggest that the faults were due to
flaws in structural design including inadcqnate conncte thiclrness and reinforcement.
cover, insufficient helical rciufon-cment and rnishandling during rnanufad.tue. i\Iocl-
ifications to t.lic st;-rndan!s and qualitv ,tss111;u1c(' 11icasures Lak<'ll IJ:,' 111,uutfadurers
irtdicat<\s Umt simi!m defects will not. n'-O<Tlll i11 t.lH' future a!ld spl!Il connd.c pol<':-;
352 7 Cross-span structures, poles and foundations
----------------------'~-----'-'------------=-
Longitudinal
reinforcement
Helical
reinforcement
-----------'V1<
3 FcA,W FcA,H
.----v---v------l----------o,,' - -
4
~'---------- ~
Fcw,w
-
fcwH
7.4.2 Cantilevers
7.4.2.1 Loading and internal forces and moments
The load carrying elements of a tube-type swivel cantzleuer are the top anchor, the
cantilever tube, the registration arm and the diagonal strut. if any (Figure 4.28), sup-
porting the cantilever tube towards the top tube and reducing the def-iection.
On the cantilevers and thereby on poles, various load combinations act depending on
the pole position, whether outside or inside the curYe.
the type of support: pull-off or push-off,
the wind action and
the ice e.ffect, if any.
The individual components of the load result from
the vertical load due to the contact line according to equation (5.6a),
the vertical load due to the ice-covered contact line.
the radial load of the catenary wire according to equation (:3.10),
the radial load of the contact wire according to equation (5.10).
the wind loads on the catenary and contact wire according to equation (5.7),
the dead load of the tube-type swivel cantilever, which is assumed to act approx-
imately at half of the cantilever length.
Figure 7.9 shows the forces acting on a cantilever. The ,,incl action has to be assurn.ecl
as acting iil both dirPctions alternatively. To sim-plify the analysis. the individual inputs
i
are summed to vertical and horizontal components. i
!!
(7.8)
The force F 10 P adi11g 011 the top anchor 1s, if the rn111ur effe( r of t lw force Fe.\ is
negfocted
~--
7' 6 7
(7.13)
Without a diagonal strut, a bending moment occurs at point 4, where the registration
arm is fixed
(7.14)
The diagonal strut modifies the system to one that is statically indeterminate. However,
since the diagonal strut is, applied as closely as possible to point 4 (Figure 7.9) it may
be reasonable to assume that the strut carries all the forces acting perpendicularly to
the cantilever tube and transfers them to the top tube. Then, the force acting in the
strut F 0 can be obtained from:
(7.15)
(7.16)
Figure 7 .10 shows the strain in the registration arm ca used by the load from the contact
wire. Thus, \/cw is the weight force of the contact wire span supported by the steady
arm with the dead weight of the steady arm, the fittings and the registration arm
included. In the case of a push-off cantilever, the force For in the dropper is
(7.17)
(7.18)
If Fcvv hs 2 1 c::w l,1_ 7 a compression force wou Id occur in the dropper leading to an
uplift. which should be avoided when designing a cantilever. \Vhere necessary, a strut
has to be provided instead of a slack dropper. The bending moment at the attachment
of the dropper is
(7.19)
7A_ Hating of cross-span supports
(7.21)
In (7.21) Nsc1, .IVly,Sd and .Mz,Sd represent the actions in tension and bending acc. to
(7.20) and Npl,Rd and Mpl,y,Rd, respectively, the plastic strength according to
and
(7.23)
Here, ar is the yield strength of the material, A the cross section, ll'p 1 the plastic sectwn
modulus and S the static modulus. In case of tubes
(7.26)
(7.27)
356
- - - - - - - ----------- ------ --~- ---
7 Cr?ss-span structures, poles and foundations
Table 7.3: Charad,<\ristics of aluminium and steel tubes used for overhead
contact lines
Material Diameter, A I H1e1 z Wp1
tl1ickness
Illlll mm-
)
10'1 mm'1 HY1 mm:l rnm 10:i mm 2
If (7.27) yielded a higher value, kmax = 1,50 would apply. The undimensional slender-
ness >." applying to tubes is
The imperfection coefficient a may be taken as 0,21 in case of tubes. The value , in
(7.27) is obtained from
!l = L 4~ + (TVp1/M1e1 - 1) (7.30)
The data for TVp 1 and Hie! may be obtained from Table 7.4.2.2. The example shown in
clause 7.8 demonstrates different procedures of verification.
To guarantee serviceability for use, the deflection of components in cantilevers is limited
to 1/100 of the member length. This limitation can be decisive in cases of cantilevers
without diagonal struts. In case of a proof based on the pt order theory, the component
of the force in the rcgistr;,,tion arm perpendicular to the cantilever tube ;,,ccording
to (7.15) causes the deflection. Using nomenclature according to Figure 7.9 and the
condition that /5 _ 1 is less than l,i--i the ma:nrn'u:m deff,ection follows from [7.13] to
(7.31)
V By
Fsx =Hru,. -
A ~L~ B
-h-- F Bx =Ha,
- OB ,
~
h QA Y1 Y2
-~
Headspan wire Urmer cros
h OR
span wire
V1 V;, Vu Lower eras
h UR
span wire
l-=!-X_1_ _,_
X2
x, -- -----
- FO FO -
Figure 7 .11: Forces and sags
a -
within a head-span
(7.32)
The dead weight is equivalent to a vertical load of 220 to 250 N for each support.
'CJ111.1 GoHL1
VimLi Go111,; + 2:';0 (N). (7.33)
In addition to thc' support loads, the dead load of head-span and cross-span wires, of
section insulators and an (\red.ion load of conventionally 1000 \T lu--'l\ e to lw considered.
These loads should be distributed to the individual 8Hpp01ts to sirnplif\ tlw analysis.
Head-spa.n wire8 are 8trnng with a oag Ymax equal to 1/8 to J/l() or the lwad-sp,lll length
a (Figure 7.11). Note that. t.he dfect. of t<'tt1pen1tun~-dep<'lld<'nt \i-lriation of length on
tlw sa9 of hc(l,d-s7;m1. w1:n:s n1av lw 1wglect<'.cl.
The calculat:io11 of forces and the oag of lwad-spau wires rna\ lw dc'l<'rn1itl('d graphically
or by 11wa11s of' cqttivalcul 1110111ent.s. Th(' grn.pltind 1net,hod t <J d(tcr1ui11e force::-; and sags
is dC'alt, wit.It itt ddail in [7..I,I] .
358 7 Cross-span structures, poles and foundations
The following Figure 7.11, represents a head-span supporting three contact lines along
the tracks. The analytical calculation of head-span wires is explained below. The hor-
izontal components of the conductor tensile force at points A and B are known as top
reaction forces. Both horizontal components have the same value:
(7.34)
Since the sag Ymax is given, the horizontal component of forces in the head-span wire
is obtained from the maximum equivalent moment Mrnax being
where n is the number of contact line supports. Starting with the balance of moments
at A
n
Vsy a= L Vi Xi+ Rax 6.h
i=:l
(7.37)
vc\y = t= Vi - (t v;.
1 1 i== 1
Xi+ Rax. 6.h) Ia (7.38)
k-l
1:\y Xk
1
= Rax Yk + L (xk .1:i) (7.39)
i== 1
At the position of the maximum sag the value Yk is equal to Yrnax Then from (7.39)
the horizontal component of the head-span wire force can be obtained
Rax = ( 1/\ y Tk
/;,-]
L Vi(:rk - xi)
) / Ymax (7.40)
t=l
T'he vctlue .IJmax follovvs hrnn the sag a11d frorn the selected l<\ngths of pol<'S.
7.4 Hatingof cross-span supports 359
v~
,B
A: -Y:a~
:I~I
- ~ I
I
I SSH
--
I
I
I
I
I SH I
I
--'- I
I
LSWH I hB
I
I
--- I
I hrn I
hA I
I
I
I CWH I
I
I
I
I
I
I
I
e~-+
I
I
I TR
--- I
I
- ----- - - --- - - 7-
I
I em
eA I FO
I
8 011 8 m2
-I - Figure 7.12: Determination of
a
pole lengths within a head-span
The sag of the head-span wire forrning the last term in (7.41) is chosen between 10 and
15 % of the span. The dimension em results from the difference in height of the top of
both foundations and the top of rail of the reference rail being
(7.42)
The relation between the heights of head-span wire fixing and the value hm according
to (7.41) is then (Figure 7.12)
(7.43) l I
'
From a stock list of available pole kngt.lis h\ and hll are selected and the sag Ymax has II
to he deten11i11cd finally frorn equation (7..-ll):
,,
it
"i/
~
:1
11
r'i :J
360 ________________________ 7 Crnss-span structures, poles and foundations
The cross-span wires are loaded by the pre-stressing force Fps, the radial forces of the
contact line and the wind loading. The radial forces act in determined directions set by
the support positions, while the wind loadings change their direction. The forces Fucs
in the upper cross-span wire follow from
n n
Fucs = Fpsu L FcA,Hk L FbA,Wk lk (7.45)
k=l k=l
and
n n
L FcA,Hk L FbA,Wk - lk (7.46)
k=l k=l
The forces FcA,Hk and FcA,Wk result from (5.10) and (5.17) respectively for the catenary
wires. For force Fies in the lower cross-span wires it applies analogously
n n
Fies = Fps! + L Fcw,Hk L Fbw,w1c l1c (7.47)
k=l k=l
and
n n
Fies= Fps! LFcw,m L Fbw,w1c lk (7.48)
k=l k=l
The forces Fcw,Hk and FcW,Wk result from (5.10) and (5.17), respectively. The cross-
span wire springs are installed at the pole that experiences the lower load resulting
from the radial forces. When determining the cross-span wire forces from the loadings
of the individual contact lines, due consideration must be given to a situation where
the radial forces and wind forces balance each other. E. g., the wind loads need not be
considered for pole B if the radial forces that act on pole A are greater than the wind
forces.
(7.49)
where ~/Q and ,Mi are partial factors, n is the number of parallel wires and A their
cross section In most cases, at least two, for long-spans sometimes four Bronze wires
with 50, 70 or !:Fi mm 2 cross section according to DIN ,18 201, part 2, are adopted.
In case of the rating ;-tpplic-able for DB AG's installations rQ is 2,7, i\Il is 1,1 and
2
a 560 N/mm . For <Toss-span wires 70 mrn 2 Bronze should at least be used and will
suffice in most cas<'S V<'rification again follows equation (7.49).
7 .4 H atiug,of cross-span ~1:!_l_)J)_()_rt_s- - ,, _____________________ - - - - - -361
-
_ _ _ _ _ _ _ _____;;;a'------------
_ _ _a_o_1_ _ ------------a_1_2 ______ .,.._ _ _a_2_:i___ ,
1
h A[A ~ Ho,
; Fcw,_,1-1.,._1_a+1--"+------,H-12___
H_12_ _F._cw_,1-1_~-+:
'!-~/
.
~-l
/\-f c
V1 V2 1
The poles are loaded by the head-spans with the forces Hax, F~cs and Fies Frequently,
loadings from traction feeder lines, from termination of contact lines and from can-
tilevers fixed directly to the poles have to be added. The rating of the poles will be
treated in clause 7.5. The approach given there can also be adopted for rating cross-
span poles. The foundations can be designed by the methods described in clause 7.7.
For the rating of head-spans, computer programs or table formats are used which sys-
tematically utilize the principles of rating as described above.
The tensiollc-d wirC' supporting support 2 must carry the resultant fore<~ from H 12,
l"c:w, 112 alld 1 2 .nd hils to be ananged in the direct.ion of their lirw of action. Since the
gradient or th<' teusil<' \\'ires is low, 011lv, it applies
(7.52)
362 7 Cross-span structures, poles and foundations
_..,,.__ _ _
3
Te-n-si-on-in_g_w_ir-es-~--A,,
3
I
-
Contact wire
/-
5
- - Transverse
6
span wire
5'
6'
- ,-
4
________, .,__________
/24
.., I' .
___ _ .( I 44' /42
0 A2
(7.53)
From the distance a 23 to the pole the difference between the height of support 2 and
the attachment at the pole follows:
(7.54)
The rating of the support wires and ropes can be determined from the equation (7.49).
The poles have to be rated for the forces H01 and H 23 respectively, which act at a height
corresponding to the sum of contact wire height, the design height of the supports and
the values hA and h8 .
On tangent track horizontal registration, arrangements in accordance with Figure 7.14
are used. Where the distances between the individual supports do not exceed 20 m the
stagger is distributed over several spans. Therefore, only vertical loads occur at the sup-
ports, the wind load excepted. Tensile forces and design heights can be approximated
from the following:
(7.55)
taking advantage of the symmetries, n 1 should again be ~;elected between 10 and 15.
The height at point 3 will be
(7.56)
(7.59)
The supports have to be rated with these forces and their heights of application. Fre-
quently, several tensioning forces act at one pole. These forces have then to be com-
bined geometrically. Details on calculation of horizontal registration configurations can
be found in [7.15] and [7.16].
Example: Fore 0,70 rn, CWH = 5,50 m; SH= 1,80 m and AL= 0,10 rn a pole length
of 8, 10 rn would result. Since pole lengths arc available in steps of 0,25 m or 0,50 m a length
of 8,00 m is selected. Compensation is achieved by selecting the value e = 0,60 m for the
construction of the top of foundation.
where rG and rQ are partial factors and \Ji 0 the combination factor. They are
i'G 1,35 for loads increasing permanent actions,
~(G 1,00 for loads reducing permanent actions,
~/Q 1,50 for variable actions,
Wo 0,60 for ,vind,
Wo 0,70 for ice.
The moments and transverse forces at the top of foundation can be calculated in
accordance with Figure 7.15. Loads perpendicular to the track result in the moment
.\/\' and the transverse forces CJz, while loads parallel to the track produce the moment
"t and the forces Qy- The force CJx represents the sum of the vertical loads. The
moment J\Jx which represents a torque on the pole axis, may result from asymmetrical
action of loads in relation to the pole axis. At the top of the foundation the vertical
forces will he
n1 11q
\\here /ca aucl rcprcsent t lw iudi\ idnal partial factors and \ 1, \ i tlw vertical loads,
~,Q1
which result from ('qw1t io1t (,> 7) fo1 '-'ires a11d coudll(:tors. Tll<' l<Jads pc)rpc)ndicular to
7.5 _Rating of pr~lf~s
z
/er!Jen . ~....----- Y
o trc1c1r 0'1cu1c1, parallel to
track
X
V;
hyi
.,.,...Pole
~
--
Mz
Ox
Figure 7.15: Loads and internal forces and
Mx moments at an overhead contact line pole
The forces FHk result from the contact lines and traction power lines in accordance with
equations (5.10), (5.14) and (5.17). The forces Fw,zk are wind loads from equation (5.27)
for contact lines. They may act in alternate directions.
The forces in parallel to the track
m1
are derived in most cases from terminations of contact line and traction power lines.
Wind action only needs to be considered if no cantileYers are attached to the pole, e.g.
poles for contact line terminations without suspension of cantilevers. The permanent
maximum load is increased by a partial factor rG,i of 1,15.
The bending moments, clue to the transverse forces and weight forces acting at distances
Yi and 2.k from the poles central axis are
1111 '///.i
and
Ill /1.i
I
9-----~
h
! \
I\\
\
I \
I \
I \ 0
I
-c:
I ::,
-c:
jox14
I
sf,
Ox14/ /
lo~,
'
Sy ,Ii(' Sy Sz
1 2
Loads due to terminations of contact lines and other loads may act eccentrically to the
pole central axis and create moments lvlx around the central axis. For example, this
applies to poles equipped with twin cantilevers, if the loads from the individual contact
lines differ. If zk and Yi effect the eccentric load action, it applies
n1 m1
These internal forces and moments are used for rating of poles and foundations or
for selecting them from available documentation of loading capacities. In the case of
slender structures, e.g. H-beams, the deflections must be limited at contact wire height,
in order not to impair railway operation.
cross sections, it is permissible to analyse the poles face by face by considering the faces
as two-dimensioned truss-structures. In accordance with Figure 7.16 the leg member
forces are
(7.o7)
where lz and ly denote the distances between centroidal axis of the leg members. Com-
pression forces receive a negative sign and tensile forces a positive.
The bracing forces can be calculated according to Figure 7.17 based on [7.2] from
(7.68)
and
(7.69)
In equations (7.68) and (7.69) by,k and bz,i denote the pole width at the loading appli-
cation points. ld is the system length of the bracings and byo, byu as well as bzo, bzu are
the widths of the pole above and below the bracing being analysed. D.y and D.z are the
increase of latitude. The factor m has the value 2 for single warren and 4 for double
warren truss.
Each structural member must be assessed to ensure that cross sections are able to
withstand applied tensile and compression forces and that joint design is adequate.
The introduction of European standardization requires consideration of ENV 1993-1-1
[7.12] which follows approaches different from previous design codes. For members
loaded by the compression force Nd
applies, where Xmin follows from 7.26, Aerr is the cross section, ar the yield stress and
'Yr the partial factor for material.
In case of tensile forces
applies, where Anet is the net cross section of the member, au the ultimate tensile
strength and 1 rvr 2 the partial factor, being 1,20 in this case. If only one leg of the angle
is connected by one bolt then
follows ,vith b1 being the width of the connected angle leg, d the hole diameter and t
the thidrness. In case of two and 111clt"e bolts, the 0,9 Anet is found from
(7.7:1)
7. Crns:-i-span structures, poles and foundations
where b2 is the width of the kg without the hole. The strength of a bolted connection
having n 1 shearing cross s<x:tions As follows from
N.sc1 ::;; n1 O,G ar As/1'P (7. 74)
The verification of bearing capacity for joints with n:i bolts is from
Nbc1 ::;; n2 2,5 n a 1 d t/r'P (7.75)
where o: is the lowest of the following values
0,75 (ei/ d 0 - 0,5);
a= 0,375 (e2/do - O,~);
{
1,0 (e 3 /d 0 - 0,c)),
where e 1 is the edge distance in direction of the force, e2 the distance of holes in
direction of the force and e 3 the edge distance perpendicular to the direction of force.
Example: The strength is to be determined for a member LlOO 10, S235, buckling length
1,95 m, connected by 4 bolts M20 5.6 in both legs following the ENV 1993-1-1 approach.
ENV 1993-1-1 approach: CTf = 235 N/mm 2 ; E = 210000 N/mm 2
900
kNm
750 1-->----"-
4;_,)&
'.l&-
aa b,:.,
V+1a <5'
1
Ql
600. v0
i<?o
&cti.
'J-7u'
O;;
()
,f2 <'el).
Ql :911)
D
~
0
450
.8
m
:S
()
'5
C:
Ql
Q.
m
Q. 300
cQl
E
0
2
150
Figure 7.18: Permissible limit state moments for lattice steel poles.
150
- r-- -- ---- .........___"
~
135
----- ~~
1""-
U 16o'
~
c
Q)
25 120
E 105
0
- t--
r------......
~
I'--_ ......_
I'---_
U 140
E
~
Q)
1ii
-- ---
'ii, 90
U 120
E
:.:J
75 ...... ......___
r---.....
.....
60 ',
', U 100 Y- - -
45 s
5 6 7 8 9 10 11 12 13 m 14
Pole length above base -
"'
Figure 7.19: Permissible limit state moments for double Figure 7.20: Designations
channel poles. in a cross section of an H-
beam section.
(7. 79)
Np1,11d (7 80)
7.5 Rating of poles 371
11 11
11 11
11 11
11 11
11 11
u __ JJ
620
'
-0- -0-
I
0
I
0 - - - - - - f-
'SI"
I
'
-0- -0-
Figure 7.21: Design of base for poles made
II 500 I
I of H-bearn sections.
(7.82)
are the internal forces and moments in case of complete plastic coHdition of cross
sections. For H-beams the pt. order moments Sy and Sz may be obtained from
Sy = b . t . (h I 2 - t I 2) + (h I 8 - t) 2 . .5 / 2 (7.83)
and
(7.84)
In [7.18] these values can be fonud in tables. The dimensions b, h, I, and s nw he taken
from Figure 7.20. Figure 7.21 shows the desigll of the base for poles nrnde from H-beams.
In addition to the bending, the torsion must be verified. I-I-beams are weak iu torsion
because they are open sections. The torsional rotation can be obtained according to
[7.19] for a H-beam with a length h nwasured in degrees from
17 (,'
17 = Ii 1\lxf ( 1,3 .!1 C) ( 180 /rr) (7.8D)
0
mrn N-rnrn i\'/ lllll 1-')
.\
7 Cross-span str\1ctuE~!s,_ poles and foundations
(7.87)
where ]\![yd and ]\l[zd can be calculated from (7.64) and (7.65) respectively and h is the
pole length. With this value, the required pole can be selected from manufacturer's
catalogues or selection tables for pre-stressed or slack-reinforced poles.
The cross sections must be designed in accordance with the relevant standards. The
moments are determined from the equivalent working load and the wind load or from
individual forces according to the 2nd order theory. For concrete poles manufactured
in a workshop, EN 12 843 applies. Acrnrding to EN 12 843 concrete of class C35/45 is
the minimum that can be used for concrete poles. For pre-stressed spun concrete poles
high strength concrete classes C55/65 and C75/95 are also used.
To determine the most unfavourable stresses the following loading cases have to be
assessed:
Loading case 1: perrnanent loads,
- Loading case 2: normal loading and
Loading case 3: loadings due to trn.nsport and erectwn.
The vertical loads and the tensile forces of the conductors act as permanent loads. In
the case of normal loading the wind load on conductors and on the pole must also be
taken into account.
The acceptable internal forces and rnonwnts for loading cases 2 and 3 rrrnst be de-
termined for the ultimate limit st.al.(' of resistance using the theoretical values or the
strength, which can lw ohtaiued h_,. di,iding the nm11.inal strength .BvvN of conr:r-ete
according to Table 7.4 hy 0,7 aud ti\(' yield strength /-is for connet<~ or reinforcement.
sted by the pa.rtial factors ,<
and :s, n~spectinily, <1<(ording to Table 7.5 liur)s 3, 4
,rnd 5.
7.5 Ratir1:12 of poks 373
1 - - - - -~s
1
C ;....----r-~ Ys
Q I
~ /
e! /
o.. I
E s::i I ai
a,
8? I u5
2.c I
~~ I
e! /,
Ow '--____,___......,__--c-_
-2 -3,5 10 3 5-10-- 3
Concrete strain Eb Steel strain : Es
Figure 7.22: Stress-strain curve for concrete Figure 7.23: Stress-strain curve for concrete
for calculation of the permissible internal mo- steel and pre-stressing steel for calculation of
ments and the limit condition of resistace acceptable internal moments and of deforma-
(parabola-rectangle-diagram). tions at limit state of resistance.
For concrete, a stress-strain curve in accordance with Figure 7.22. for concrete and pre-
stressing steel with a bi-linear line (according to Figure 7.23) can be assumed where
the modulus of elasticity Es may be used without any modificaticm.
In the case of pre-stressed poles, no concrete tensile stresses are permissible under the
action of penmtrH'llt loads as well as under action of -10 % of the rnn1t1<'11t due to 11onnal
loading.
The internal forc<'s aud mome11ts for the limit stat<' uf resistance is d<~tenniuecl adopting
,r times the normal load taking into accouut the pole clefonmttiu11 (2 nd order theory).
An unintended tilting of the unloaded pole of G mill/Ill should lw ass1u11ecL Th<' tilting
takes also care of effects due to curvatme because of unequal heating .
The effects of pole deformation may be neglected if the additional t110J1t('11t clue to
ckforn1at.iot1 and tilting is l<~ss titan ;i % in the cross S<'diou at tllf' top of frn111clation or
is less t.ha.11 10 %1 it1 case of the most 1rnfmom,llilf' .scdi011. r<'SJ><'< ti\<'h Fm this proof,
374 7 Cross-spaustructures, poles and foundations
an estimation on the safe side suffices. These conditions are mostly met by overhead
contact line poles.
Improved engineering design of steel concrete poles, especially spun concrete poles,
should eliminate possible damage such as has occurred at times in the past [7.10]. The
following items have to be duly considered:
A sufficient helical reinforcement is necessary to distribute tensile stresses at
the surface. The helical reinforcement should consist of ribbed concrete steel
and should be provided independently of the static demands. The reinforcement
should be as follows: 5 mm diameter wire and a maximum pitch of 60 mm, with
4 mm diameter and a pitch of maximum 40 mm with diameters up to 3 mm and
a pitch of maximum 30 mm.
The wall of the concrete must be sufficiently thick, being at least 40 mm.
The clearance between unidirectional reinforcement rods needs to be only half of
the rod diameter, with exception of the overlapping section. It shall be at least
as wide as the diameter of the maximum aggregate size.
The concrete coverage shall be at least 15 mm above the helical reinforcement or
20 mm above the pre-stressed steel.
The water to cement ratio is reduced below 0,4 during the spinning process. Spun
concrete poles are produced using casings that can be divided along longitudinal joints
in which the pre-formed helical reinforcement is arranged first and then supplemented
by the slack or pre-tensioned longitudinal reinforcement. In the case of pre-tensioning,
a head is put on each rod. Poles for overhead contact lines have sockets and other
elements for connection of contact line components arranged along the reinforcing.
After preparation of the reinforcement the concrete is poured in and the casing is bolted
together. The reinforcement rods are pre-tensioned with stresses up to 800 N/mm 2
The number of revolutions during spinning depends on the diameter of the pole and
the casing. Centrifugal acceleration between 10 and 50 g are envisaged. After 12 to 15
minutes the spinning process is finished and the casing with the spun pole is stored in a
heating chamber where, during a short period, steam is guided along the outside of the
casings. The temperature in the heating chamber should not exceed 50C and the poles
should remain in the steel casings for 24 hours. Heat treatment at higher temperature
was used in the past, however, this proved to be one reason for longitudinal cracks [7.10].
Poles manufactured to the procedure described above attain 70 % of their nominal
strength during storage in the casing. Reliable production and good engineering is a
precondition for long service of the poles without premature damage.
7.5.4.6 Deflection
Under loading, all supports are deformed since they are made of elastic materials.
Relatively wide sread la.ttice steel poles are rigid st.rnctures and only in the case of
tall head-span poles will visibl(\ deformation occur. Frequently, these poles are raked
opposite to the direction of loading, such thnt the pole stands vertieally after application
of the load. Double channel pol<'s, ,ne also nda!i\dv stiff in the direction of their main
loadiug . Generally, verifi<'atio11 oft lte del'miu,11 i()n is 110!. n<~!<~ssarv. In c011t rast, with
7.5 Rating of poles -- . - -- .
- - - - 375
--
relatively weak poles such as H-beams, the limitation of the deformation may govern
the design of the section properties. In general, the deformation in a height hp above
the pole base of a pole with a variable section modulus along the vertical axis loaded
by bending will be:
hp
According to Figure 7.15 the coordinate :c counts from the point where the deforrnation
has to be determined. Since the integral in (7.88) cannot always be solved analytica.lly,
numerical methods, especially computer programs were developed to determine the
deformation for poles according to (7.88). Reference is made to [7.2].
For poles made of H-beam sections, the moment of inertia I is constant along the beam
and (7.88) can be solved analytically. According to [7.13] the deflection at a point a
caused by the application of the force F at a height h above the foundation base is
3
Fh [
.fa= .6 Ely 2
a, ( -a,)
3-+ 3] (7.89)
h h
and due to a moment
and due to the uniformly distributed load for a beam with a total length l
In the case of contact lines the following cases are of special interest:
Deflection under wind load at the height hp of the contact wire. DB limits this
deflection to 25 mm.
Deflection under permanent load at the height of the catenary wire. DB limits
this value to 1 % of the height of catenary wire.
Deflection under maximum load at the height of the catenary wire. DB limits
this value to 1,5 % of the height of catenary wire.
Using the designation according to Figure 7.15 the following formulae ca.11 he used for
the calculation of the deflection:
At the height of the contact wire under wind load:
.fcww 2
[ Fe Aw hew (/1,c \ hew /3) + Fcww 2 h'cw
3
/3 (
7.92
fcArr - [ Fc:i\112 h,Lj;{ + Fcwir hi:w(hc:A hew /3) + F1:11h(, (h,,: hc:1\/3)
+ (\" .1J1; + \ i-. //1-:)hf:A/2] 238/I (7.9:3)
7 Cross-span structures, poles and foundations
.fcA(lHW)
7.6 Subsoil
7.6.1 Introduction
Foundations of overhead contact line supports shall be designed so they transfer the
various structural loads, that result from different loadings, reliably into the subsoil
without unacceptable movement of the foundation bodies. Since the subsoil conditions
at the support sites are critical to the selection and the design of foundations, they
must be known sufficiently when rating the foundations. Subsoil investigations provide
this information by classifying the encountered soil according to the standard series
DIN 4022, BS CP 2001 or other National standards and preparing the soil character-
istics needed for selection and design of foundations.
Soil mechanical engineering classifies the subsoil which forms the crust of the earth, as
undisturbed soil (loose rock), rock (solid rock) and soil .fill. Loose rock is a natural heap
of mineral particles. Without applying any force, it can be separated into the existing
particle sizes. In the case of rock, applying of force is necessary for separation. This
classification is characteristic for civil engineering and differs from terms currently used
in geology.
Undisturbed soil has been f'mrned by an ancient geological process on earth, by chemical
and physical weathering all(! deromposition of rock or it may have an organic origin. For
the purpose of civil engi1H~<'.ring, undistmhed soil is dassified as inorganic- or organic,
Inorganic subsoils <cmsisL ol' twn main tq>es, no11-rnhesive, friable soils and cohesive
soils, They are disti1:guisli<d h\ p,Ht.icle sizc~s i\lost of the subsoils <~nco1111t<~rcd in the
7_.6 Subsoil
field are mixtures of different particle sizes and will be classified depending on the main
proportion.
Non-cohesive subsoils are characterized by particle sizes above 0,06 mm. They include
non-cohesive groups consisting of sand, gravel, stones and blocks (Table 7.6).
Cohesive soils are characterized by particle sizes less than O,06 rn m which cannot
be distinguished by the unassisted eye. Cohesin' soils arc also distinguished by their
grain sizes (Table 7.6). A rn:b:ed granulated 80it is cousidf!r<)d as Hon-cohesive if it
contains less than 15 % by weight of particle sizes less than 0,06 mnL The non-cohesive
comporwuts determine the characteristics of the mixed grarmlat,ed soil. Othervvise the
soil is classified as a cohesive soil with coarse-part ide additives.
Oryanu: soils contain residues of dccornpos<~d plaILts and ani1nal orgauisu1s. 13csidcs
pund,v 01gauic soils, mix<'d soils having clwrnc.<ristics do~;c to clay il1tcl silt with sub-
stauti,d organic coutcllt are called 111:w{ Sine<' th<' rnmpn\ssihilit, oft liese t,vpcs of soil
is high they are ILOt suited as a subsoil to canv loads. D11<' to ! 11<' det<rniini1tg ,,ffect of
tl1e orga1tic cornpo1ie1tts Oil tli< soil clliuacL<'ristics 11011-col1<'si,,, ,111d rnll<'siv<' soils with
lll<ll<' Utnlt Ci% Ii, weight of orgauic additi\'<'S ill'<' <<>11~;id,1<'d ilS org;11tic soils
7 Cross-span structures, poles and foundations
7.6.3 Rock
The term rock includes all solid subsoils which form the hard and solid part of the
Earth's crust. DIN 4022 classifies the different types of rock. For the loading capacity
their degree of weathering is important.
The methods of obtaining soil samples are stanclarized in DIN 4021. In the case of
contact lines, it is sufficient to gain disturbed samples, since an investigation of soil
characteristics in laboratory t<)sts is uot H~quired Tlw disturbed soil samples are used
to st11dy the sequence ol'soil la_vers, l heir ho1111cl;ui()S. tlic type of layers, tlw distribution
7.G Sub:-;;oil
Helical auger lo
collect the soil
of particle sizes, the consistency, the ground water table and the organic components.
For this purpose investigations of quality level 4 according to DI\f 4121, Table 1 are
sufficient in all cases, however, they may not be performed on each line nor at each site.
In the case of soils, non-lined investigations boring of 300 to 500 mm in diameter will
yield suitable results for the definition of soil types, water table, the stiffness a.nd the
density of the stratification. For investigation boring, low-duty boring machines with
auger diameters of 100 to 150 mm are used as well. For lifting the soil, helical augers are
adopted (Figure 7.24). These devices may be used to imestigate less firm and water-
containing layers. Depths np to 12 m can easily be reached. The soil samples gained
from the bore holes will be mixed up. The profile of layers can be seen where the soil
adheres to the individual pitches of the auger.
Probe boring using a peuctrnmeter with a grooved rod to take distmbcd samples of soil
are suited for soil iuvestigaLiou of sites along a contact line. This pcne.lnJ111.der cousists
of a grooved probe rod, ha,ing a longitudinal groove 1,0 m in length at its end. After
driving the probe, a soil sampl<' is gathered iu the longit uclinal groov<' and recovered
when hauled from the bor<' l10k Sands in the grouud water table urn not IH' n\covered
since they are washed out Fm such tvp<~s of soils, prnbC's ell<' adopt<'d <'<ptippccl with a
tube sampl<:r for the soil to h<) n~cov<'t<'d. Investigations h\ prolws d<'li\<1 continuous
soil prnfil<'s in soils tlud ,rn' no!. loo fin11
'I
.,I
,I
.1,'1
380 .. -~------ 7_ Cross-span structures, poles and foundations
7.6.7 Probing
7.6. 7.1 Introduction
Depending on the application, probes may be either driven or compression types. The
, soil penetration resistance is recorded during probe penetration into the soil. Probing
complements soil profiles by quantitative findings on the stratification density and may
be sufficient to obtain the necessary data for design of foundations in many overhead
contact line installations. Probes are available in many types; those that are used for
overhead contact line construction are discussed below.
The Stanclanl Penetration Test (SPT) was developed in the USA and is now used all
over the world. Firstly, a shuttered borehole is drilled. Then a cylinder with 35 mm
internal diameter at the end of a rod is inserted into the hole and driven to a depth
of 150 mm by a hammer weighing 63,2 kg and falling from a height of 760 mm. The
number of blows necessary to indent the probe by 300 mm is counted (n 30 ). The soil
sample, pressed into the cylinder during indentation, can be recovered and studied.
According to [7.21] the correlation between condition of strat~fication of non-cohesive
soils as well as consistency of cohesive sods is proposed as shown in Table 7.9.
Table 7.10: Assessment of degree of aggressivene::,s of ground water and soils of predomi-
nantly natural composition.
Degree of aggressiveness
slightly aggressive heavily aggressive very heavily aggressive
pH-value 6,5 to 5,5 pH-value 5,5 to 4,5 pH-value below 4,5
Types of water:
chalk soluble carbon acid 15 to 40 40 to 100 above 100
(CO2) in rng/1 determined
by the marble test
ammonium (NHt) in mg/I 15 to 30 30 to 60 above 60
magnesium (Mg 2+) in mg/I 300 to 1000 1000 to 3000 above 3000
sulfat (Soi-) in mg/I 200 to 600 600 to 3000 above 3000
Soils:
sulfat (So~-) in mg per kg 2000 to 5000 above 5000
air -dry soil
In the case of ground water, the unit weight reduced by buoyancy according to Table
7.11, column 3 is considered.
0)
J:: C
Ol
C
ii
~ 2
Q
~
a:: 0
J::
ci
Q)
0
E
a_
J,
c5
I
Figure 7 .25: Soil investigation for a pile
foundation.
A initial indication of the soil conditions to be expected can be obtained from the rail-
way infrastructure manager and in the case of new lines, from the companies installing
the permanent way or by bridge management. Further knowledge can be gained by
inspection of the line observing height and slope of embankments, sections with sur-
face rock, wetlands, drainage installations and the like. Based on the line inspection
and on the type of foundation envisaged, the e.Ttent of soil investigations can be de-
termined. Soil investigations should aim at reliable and continuous information about
the soil conditions along the line. Investigations at each individual pole site would be
an optimum from the technological point of view but expensive and time-consuming.
With respect to the continuous character of railway lines, the soil investigation may
be limited to areas of varying soil conditions and on sites for dead-end or mid-point
anchor poles.
Tested by the low-dnt:v driven probe more than 8 blows for 100 mm depth of penetration
indicates bearing soil Probing should then be continued for auotlwr 3,5 m in case of
suspension poles and -L:""i 111 i11 cas<\ of dead-end poles and stop1wd when a depth of 0,5
to 1,0 m below the point of pile is re;--1c:hed.
Figure 7.25 shows llH' rn<'1,hod of probing at a dead-end pole site and Table 7.12 the
1111mber of blows achi<'\()d with the low-duty probe. Mon' than 8 blows were struck
to read1 0,5 rn below !l1C' s11rl',1c<' TIH'refore, 1.lw probing was nrntirttH:d to a. depth of
7.7 Foundations 385
Ql
Figure 7.26: Designations for foundations
for contact line poles.
e = difference in height between rail head
and top of foundation
E = insertion depth of poles inserted into
the foundation
:r: = dimension between top of foundation
and lowest level of transition to soil
t 0 = embedding depth of foundation
G,O rr1. Bdmv l,G m the soil structure is medium to dense and below 3,0 m it is dense to
very dense with a permissible soil pressure of 250 and 400 N/mm 2 , respectiwly. This
data is typical and at DB standardized foundations are specified for these reference
data. For design of a pile foundation the strata O,G m below surface may be considered
as presenting good side-bearing capacity.
1
7. 7 F oundations
7.7.1 Basis of design
The type of foundation depends 011 the pole type, the loading, the soil conditions and
the available technology for foundation installation. Since there is a close correlation
between pole and foundation design, the selection of poles has to be carried out taking
into account foundation aspects.
The foundations for contact line poles may be classified as compact foundations char-
acterized by supporting the pole by a single foundation body. Loadings in these cases
are n1c-1.inly monH:'nts and also horizontal and ,ertical loads. Thr structmal loads are
tnuismitted to the subsoil by soil 7ncs.s'11,re in the foundation sub-base or b, latend
C/1,rth reswtance. depending on the typ<~ of compact frJ11ndation.
For design of foundatious, the transition to new approaches is under way \\here the
vcrific;-1!,icrn is no longer carried out for working loads but for limit loads and limit
strength. This design approad1 also forms the basis of new European Civil Engineering
sta!l(lcmls. The lirml strength of a fomufotwn is a criterion, which when exceeded means
that the foundation will 110 longer fulfil its task or will faiL At the 111oment 110 such draft
standards are m ailablc so conventional rnethods liased on working loads are still used.
Tlie t<'qttin!uwnts and basis of design ha,c! IH'<'ll r<'lated to st,;-rndard E:"J iJO 110. The
desig1121.t.ions gin'll in Figme 7.2G have been intrndt1< eel for merll('ad <011tact line foun-
dations, according to DB's pntd,ice.
N
..c:
(J
Figure 7.27: Load carrying performance of a block foun-
pto
dation without steps.
the soil pressure on the base as well as the lateral earth resistance add to the limit
strength. The earth resistance may be considered in accordance with the stratification
density and the soil characteristics, only where the soil remains undisturbed. In the
case of prismatic foundation bodies where the height is essentially larger than the
width, the loading is mainly transmitted by lateral constraints (side-bearing). As a first
approximation the contribution of the sub-base may be neglected. Using the described
approaches, foundations consisting of concrete bodies with circular cross sections may
also be verified.
In accordance with Figure 7.27 the external loading is transmitted to the subsoil by
the pressure between the foundation face perpendicular to the loading direction and
the soil. If a linear increase of permissible soil pressure with the depth is assumed
CTperm Pt (7.96)
as well as a pivot at a depth of two thirds of the foundation depth a parabolic pattern
of soil pressure with depth results expressed by
a - 2 pt + 3 p/ t 0 t2 (7.97)
The total reaction forces above and below the pivot can be obtained as
2/3 to 2/3 to
F0 = b I
0
crdt b
/
0
2
(-2pt+3p/t 0 -t)dt /
427t 2 bp
0 (7,98)
and
/,
0
0
The distance between both forces F0 and Fu results from the centres of pressure s 0 and
su, which ar'e obtained from
s0 = F,b
0
I
2to/3
0
u(2/3to - t)dt = pb
F,
0
I
2t 0 /3
0
(4t 2 - 4/3to t- 3t 3 /to)dt = to/3 (7.100)
and
b b
Fu I
to
u(t 2/3 t 0 )dt = !!__
Fu
J (4/3 t
tu
0 t 4 t2 + 3 t 3 /t 0 )dt
2to/3 2-to/3
11/48 t 0 (7.101)
Moreover, it is assumed that the horiwntal loads are counteracted by friction in the
foundation faces in parallel to the loading direction. Therefore
_ ____,_ 0 R,Z
ffiMy
l--2--
Figure 7.29: Load carrying perfor-
mance of a block foundation with step.
z
A
-Y
and ending at the f:lurface. This soil body has the form of a truncated pyramid; the
volume of the foundation body itself being deducted.
\i\fhen the moments Aly and 11fz act as loads the force Q resulting from the soil pressures
in the base must. be within an ellipse according to Figure , .:30, if the safety margin
against overturning should be at least 1,50. For rectangular base areas, this will be
con1pliccl with if
(7.105)
,vlwrc r\ - M, /Qx a.ncl Cz - i1lz/Qx- The resulting force Q, 1 is the sum of all vertical
loadings. The theoretical soil pressur<' in accordance with
(7.106)
1w1, not. cx.c<~cd tlu~ pcr111issibl<' values . \Yitlt the soil types often encount<\rccl in rnihvay
c11, irn1111w11L fottndat.ions an' <ksiglt('d for pen11issiblc soil pn'ssnres of 400 .'\/111m 2 and
:2:-J() \:/m1ul_ TlH' a11glt' of frnst11111 ;-J is t.ak<~tl as 27Jj
0
_
Exa1nple: The p<~nuissibk IH!ttdi11g 111omc11t. is t.o Ii<) dct.cnui11<'d for ,t stepped block foun-
dal i<lll ;w<o1diug t.o Figt11<~ 7.:IL Unit. \\<iglit ol <<Hinde 22 kN/111 1 all(! of soil 18 kN/m:i_
390 ________ 7Cross-spau structures, poles and foundations
0 2,65 I 2,25
N
c5
)
' !
Figure 7.31: Example for a stepped
4,60/ 4,20
block foundation
If aperrn = 250 kN/m 2 , then from eq. (7.111) at first ez = 1,428 m and ey = 1,304 m result,
yielding to
0 r--i I I
-
N
C YI, r
,(,,0-"
' I
-
I I
0 I
"<l:.
~
i I
,,lb ! I
' If?
I, I
!j
Giil ~ ~
Giil Giil
~~
~~ ~
1,60
Figure 7.33: Driven steel pile with a con-
crete header.
/ Concrete pole
,Adjustment of height
Cast-in mortar
Pole
0
0 Adjustment of height
0
Terrain surtace
2 /
o o
0 0
CX) r-- Cast-in mortar
2
0
0
lD - Prefabricated
concrete part
Residual soil part
Driven tube
-- Driven pole
Figure 7.34: Spun coucrete Figure 7.35: Spun concrete Figure 7.36: Spun concrete
pole set on a <lriveu tuLH foun- pole on a sheet wall pile with pol<) ius<:rt<)d into a driven
dation. a tube wekkd Oil pil<~ top. ste<d t1tb<~-
393
Table 7.15: Earth pressure coefficient \i for profiles in banks according to (7.31]
depending on the angle of internal friction <p and the bank gradient f3w =
arctan n. f3w is positive if the loading acts towards the bank and negative if
it acts away from the bank.
gradient of Angle of internal friction i.p in
bank /Jw 40 35 30 25 20 15 10 5 0
+40 70,923
+35 34,051 18,817
+30 21,592 13,226 8,743
+25 14,929 9,951 6,982 5,075
+20 11,062 7,822 5,737 4,319 3,312
+15 8,570 6,331 4,807 3,723 2,926 2,321
+10 0 6,840 5,228 4,080 3,235 2,595 2,099 1,704
+ 5 0 5,572 4,375 3,492 2,823 2,304 1,894 1,564 1,291
0 0 4,599 3,690 3,000 2,464 2,039 1,698 1,420 1,191 1,000
5 0 3,826 3,124 2,577 2,143 1,792 1,504 1,262 0,992
-10 0 3,193 2,643 2,204 1,848 1,552 1,295 0,970
-15 2,660 2,224 1,866 1,566 1,299 0,933
-20 2,201 1,848 1,548 1,277 0,883
-25 1,796 1,502 1,231 0,821
-30 1,428 1,163 0,750
-35 1,076 0,671
-40 0,587
profiles can be welded together to form a twin profile pile for transfer of high loads
acting simultaneously in two directions.
For concrete poles, driven tubes are used onto which the pole is fixed [7.11], (Figure
7.34). Since the diameters of the tubes have to be less than the inside diameter of the
spun concrete poles relatively thick-walled and therefore, heavy and expensive tubes
are necessary. As an alternative sheet wall profiles with a tube welded at the top can be
adopted. These form a favourable combination of spun concrete poles and high-capacity
driven pile foundations (Figure 7.35). After alignment the space between concrete pole
and steel tube is grouted with mortar. The concrete pole protects the steel pile against
corrosion in the air /soil transition area. Any other corrosion protection measures are
unnecessary.
As an alternative design, concrete and H-beam poles can be in.,erted into steel tubes
with wider diameters (Figure 7.36). The space is filled with concrete or by griL In the
case of steel tubes accomodating steel poles suitable corrosion protection is necessary.
For verification of the geotechnical efficiency of a pile foundation the method, in ac-
cordance with [7.32] can be used. The method was developed for design of large-size
piles in harbours an<l does not require sophisticated demands on the extent and ac-
curacy of soil investigations yet it results in a reliable design. This approach is based
on the assumptions indicated in Figure 7.:37. Th<~ earth beo:nng resistance i:-:: assumed
to increase linearly with the depth starting at the top of the hearing soil stratum. To
< real<' a. reactum, mo11w11J the pile must uutkr!!,o ddkctions. Th<' ad<\quacy of these
394 7 Cross-span structures, poles and foundations
Terrain surface
E
><
MmaxZ
Earth bearing Deflection Area of bending Soil pressure Figure 7.37: Basis of pile
resistance moment design according to [7.32].
assumptions was confirmed by many applications under test conditions without any
failure of the pile foundations. The approach uses the earth resistance fw = 'YE Ap,
where the earth pressure coefficient Ap in flat terrain follows from
where <p represent the angle of internal friction. For foundations in slope with the angle
f3w of the earth pressure coefficient Ap can be taken from Table 7.15. The unit weight
3
'YE of the soil should be taken as 10 kN/m in view of the ground water table.
According this approach using the information from Figure 7.37, the location Xm of
the maximum bending moment can be obtained from
x~ + 3 b x~ = 6 Qz,R/ fw (7.108)
The transverse force Qz,R represents the sum of horizontal forces and correlates with
the moment at top of the piles by
Qz,R = Jvlz/ hz
For pile foundations with loadings in direction of both profile axis the corresponding
resultants must be used for Jv[z and Qz R The maximum moment is
'
iWmax,Z = Qz,R(hz + Xz + Xm) - fw(b .1:~/6 + .T~j24) (7.109)
Often the second load decreasing term in (7.109) is deleted and in a simplified manner
the following is obtained
(7.110)
(7 .11 l )
7.7 Foundations__ _ _ _ _ _ _ _ _ _ __ _____________________________:3~9~5
L = tc + Xz + 1; - 0,20 m (7.112)
where it is assumed that the pile ends 0,2 m below the top of foundation. In practice,
the pile length may be rounded to 0,5 m steps where up to 0,15 m rounding down is
acceptable. In case of suspension poles, the minimum embedding depth tr,; should be
3,0 m, in case of intermediate poles of overlaps 3,5 m and 4,5 m in case of dead-end
poles.
If the poles situated in an embankment are loaded parallel to the track the design
may be carried out by adding an ideal non-bearing soil stratum with the thickness
z' = 0,945/n where 1/n is the gradient of the embankment. In embankments with a
height greater than the piling depth in a level terrain minus 1,0 m the embedding depth
is not taken from tE = 1,2 t 0 but from tc = 1,7 t 0, if the direction of loading is at right
angles to the embankment.
In addition to the geotechnical reliability the strength of the steel must be verified,
where the bending stress for S235 in accordance with EN 10 025 should not exceed
140 N/mm 2 .
Furthermore the displacement at the pile head can be obtained from
where h 2 is the ideal height of application of the resulting transverse force. The hor-
izontal pile displacement should be limited to 30 mm or 0,005 times the pile length,
where the lower value will apply. The pile design according this approach is shown in
an example in clause 7.8
7. 7 .5 Anchor foundations
For overhead contact line poles, anchors are designed to react to longitudina.l loadings
being permanently present in a given direction, e.g. loadings from terminations of
contact or catenary wires which otherwise would lead to high loadings of poles and their
foundations. As can be seen from Figure 7.38 anchor foundations are loaded by anchor
forces in the vertical direction by the vertical component F;w and in horizontal direction
by the horizontal component FAH The resistance against being pulled out is created
by the dead weight of the foundation and the skin friction against the surrounding soil:
(7.114)
--
Direction of line
FAH l
I Iim I C\J
0
0
l[)
E 0,5,Etih(Ap-\,) (7.119)
The stability is ensured if the resistance modified by the L1ctor vA is higher than the
horizontal loading and an overturning of the anchor foundation could occur only at a
loading moment multiplied by the factor u/\
(,.120)
7.8 Exampk
7.8 Example
7.8.1 Data of contact line
The desiqn of cantzleven;, poles and foundations will be demonstrated with the example
or a pole for a high-speed line equipped with fk 330 type contact line and swivelling
uuitilevcrs using the new European standards where applicable.
Solll<' essential data of th<' contact li11(' arc given iu Table , 17 Tll(' following additional
infor1u;1Lio11 also applies
398 7 gro~~~span struc.tures, poles and foundations
0
co_
--------- Fcw,w+Fcw,1-1
0
0
0 cri
0 C\I_
C'J_ 0 CO
lD ""
CD
3,70
/ '
W,
Figure 7.39: Dimensions of
D and actions on an overhead
contact line pole.
Vertical forces
- increasing the stress
Qx = 1,35 (1465 + 1500 + 440 + 220 1000) = 6245 N = 6,3 kN
- decreasing the stress
Qx 1,00 (1465 + 1500 440 + 220 + 1000) = 4625 N 4,6 kN
Calculation of strength
Yield stress ur = 235 N/mm 2 ; r'Mo = 1,1
vVp1z = 1283 10 3 mm 3 (see [7.18])
lilp1y = 602 10 3 mm 3
The deflection at the height of the catenary wire under action of permanent loads is
according to (7.93)
0
0
CX)
~
8,t
~~----;::~~=--=;-,~
300 4
r:1
0
co
C') ----
900 1150
1450
-H-------"---1
Figure 7.40: Geometry of
3700
cantilever.
The deflection at the height of the catenary wire under the action of maximum loads
is eventually according to (7.94)
7.8.2.3 Cantilever
As an example, design of a cantilever made of aluminium is verified for a push-off
support. Figure 7.40 shows the cantilever geometry.
Length of tubes and dimensions
Length Dimension
Top tube 3700 mm 42 x 4
Cantilever tube 4285 mm 70 x 6
Diagonal strut 1657 mm 26 x 3,5
Registration tube 3951 mm 55 x 6
Two combinations of loads are verified
vVind had, no ice load (loading case 1)
Half of design wind load, ice accretion on catenary wire and cantilever (loading
case 2)
Vertical loads
Contact line equipment without ice: I ()!IL
1465 N
Contact wire: I cw
10, 7 65 "/00 N
Catenary wire with ice accretion: .IJc.\E = 5 + 0, 10 l:-1 + 10,6 17 N/m
lc:\E - 17, 0 65 - 1105 N
proportionate urntile,er dead weight I~, \N - 750 .\!
prnportionate cantilner d<'ad weight. with i< <': \<\Nice 8:>0 \l
-102 7 Cross-span structures, poles and foundations
- Horizontal loads
Without ice (loading case 1)
With ice (loading case 2):
Catenary wire:
Conductor diameter: dE = [6, 4 4/(1r 7500) + 0,014 2 ] 0 ,50 = 0,0358 m ~ 0,036 m
FcAw = 1,0 855/2 65 0,036 = 1710 N
Contact wire: Fcww = 0,50 865 = 435 N
The loadings have to be multiplied with partial factors.
Verification of top tube 42 x 4, AlMgSil, F31
Internal forces at top tube (see (7.11))
Loading case 1: Ftop = ((1465 750)1,35-3,70 (530-1,35+9201,5)2,16)/2,16 =
7200 N
Loading case 2: Ftop = ((1465-1,35 + 750 1,35 + 340 0,7 1,5 + 100 0,7 1,5) 3,70
7.8.3 Foundation
At the time of writing no final drafts for European .standard.s on foundatwns based on
advanced design methods are available. Therefore, the conventional design procedure
is adopted here where the loading is determined without partial fa,ctors.
For this example, a driven pile foundation vvith a special H-hearn steel wall pile Psp370
(steel grade S235) is adopted.
The data a.re:
Site: Plain terrain, bearing soil: sand, 1,0 111 below surface. Surface of soil 0,5 m below
top of foundation
Loading
7.9 References
7.1 IEC 826, Loading and strength of overhead trarnm1ission lines. IEC Genf, 1991.
7.2 Fischer, R.; KieBli11g, F.: Fischer, R.; KieBling, F.: Freileitungen, Planung, Berech-
nung, Ausfiihrung (Overhead contact lines, planning, analysis and design). 4th edition,
Springer-Verlag, Berlin, Heidelberg, New York 1993.
7.3 ENV 1991-2-4: Eurocode l: Basis of design and actions on structures, Part 2-4: Wind
actions, CEN Bruxelles, 1994.
7.4 EN 50 341-3-4 : Overhead electrical lines exceeding AC 45 kV. Part 3-4: National nor-
mative aspects for Germany. 2001
7.5 I<.ieBling, F; RuJrnau, J.: Eislasten und ihre Auswirkungen auf Zuverlassigkeit und Ausle-
gung von Freileitungen (Ice loads and their impacts on reliability and design of overhead
power lines). IWAIS 1993, Budapest 1993.
7.6 DB: German railway directive Gbr 997.0101 - Oberleitungsanlagen (Overhead contact
lines). 1997.
7.8 Brandt, E.; FieB, H.-J.: Analyse und Ursache von Betonmastschaden (Analysis and
reasons for damage at concrete poles). In: Elektrizitatswirtschaft 85(1986), pp. 312 to
315.
7.9 Conrad, K.-H.; iu1.: Sanierungsverfahreu fiir schadhafte Betonmaste (Methods for repair
of damaged concrete poles). In: Elektrizitiitswirtschaft 85(1986) pp. 89 to 94.
7.10 Wagner, C.: Ursache von Langsrissen in Betomnasten uncl daraus abzuleitende Produk-
tionsmafinahmen (Reasons for longitudinal cracks in concrete poles and consequences
resulting thereof for production). In: Elektrizit~itswirtschaft 85(1986)2, pp. 95 to 97
7.11 Bauer, K.-H.; Stotz, W.: Rarnrnrohrgriindungen fiir Betonmaste (Driven tube founda-
tions for concrete poles). In: Elektrische Bahnen 78(1980)10, pp. 260 to 264.
7.12 ENV1993, Bemessung und Konstruktion von Stahlbauten, Teil 1-1: Allgerneine Benws-
sungsregeln, Bemessungsrcgeln fiir den Hochhau (Design of steel structures, Part 1-1:
General design rules, design for buildings). German edition, Beuth-Verlag, 1D9~L
7.13 Dui>l>el: Taschcnhuch Maschinenbau (IVIed1anical cngi11Cf!ring hand hook, 11th edition).
Springer-Verlag, Berlin Heidelberg - New York, 1970.
7.1-4 J\/t;111a.1111, S.: Die grafisdw Bcst.i11111nmg dn Qtwr- uud 11 id1tscill~ingcu bci Fa.lulcitungen
fiir 15 kV und lG,7 I-(7, (Graphical dd<~nnination of !wad span aud cross span wire length
for AC 15 kV 16,7 [l7, rn11t.act lines). In: Signal tllld Sdti<!m' G(l%2)11. 12, pp. 410 to
!JS, pp. 1lf>S Lo 11:>8 and 7(1%'.l)I, pp. 2f> to :l2
406 7 Cross-span structures, poles and foundations
7.15 Sachs, K.: Die ortsfesten Anlagen elektrischer Bahnen (The fixed installations of electric
railways). Verlag Orell-Fi.issli, Zi.irich - Leipzig, 1938.
7.17 Petersen, C.: Stahlbau (Steel structures). 3rd edition, Verlag Vieweg, Braunschweig,
1993.
7.18 Sclrneider-Biirger, M.: Stahlbauprofile, (Sections for steel structures), 21st edition. Ver-
lag Stahleisen, Diisseldorf, 1996.
7.19 Hiitte I, Des Ingenieurs Taschenbuch, Theoretische Grundlagen (The engineer's hand
book, Volume I, 28th edition). Verlag Wilhelm Ernst & Sohn, Berlin, 1955.
7.20 Grundbautaschenbuch (Soil mechanics hand book, 3rd edition). Verlag Wilhelm Ernst
& Sohn, Berlin, 1980.
7.21 Terzaghi, K.; Pech, R.: Bodenmechanik in der Baupraxis (Soil mechanics in civil engi-
neering p1:actice). Springer-Verlag, Berlin Heidelberg New York, 1961.
7.23 EN 50 341-1: Overhead electrical lines exceeding AC 45 kV. Part 1: General requirements
- common specifications. 2001
7.24 Mohr, 0.: Abhandlungen aus dem Gebiet der technischen Mechanik (Basics on technical
mechanics, 3rd edition). Verlag Wilhelm Ernst & Sohn, Berlin, 1928.
7.25 Frohlich, H.: Beitrag zur Berechnung von Mastfundamenten (Contribution to the cal-
culation of tower foundations, 3rd edition). Verlag Wilhelm Ernst & Sohn, Berlin, 1936.
7.26 Paschen, R.; Bliimel, W.: Beitrag zur Bemessung von flachdimensionierten Einblock-
griindungen im Mastbau (Contribution to the design of flat mono-block foundations for
overhead lines). Elektrizitiitswirtschaft 82(1983)2, pp. 105 to 114.
7.27 Biirklin, A.: Berechnung von Mastgri.indungen (Calculation of tower foundations). Beton
und Eisen ~:i9(1940), pp. 171 to 181.
7.28 Biirklin, A.: Neues Verfahren zur Berechnung von Blockfundamenten for Frei1eitungen
(A new method for calculation of mono-block foundations for overhead power lines).
Beton und Eisen 39(1940), pp. 210 to 243.
7.29 Sulzberger, G.: Die Fundamante der Freileitungstragwerke und ihre Berechnung (The
foundations for overhead line supports and their calculation). Bull. Schweizerischen
Elekrotec:hnischen Vereins 36(1940), pp. 240 to 243.
7.30 Wagner, W.: Statik der Starkstromfreileitungen (Statics of overhead power lines).
VWEW-Verlag, Frankfurt, 1959.
7.9 References 407
7.31 Hiitte: Des Ingenieurs Taschenbuch, Band I. 28 (The engineer's hand book, Volume I,
28th edition). Verlag Wilhelm Ernst & Sohn, Berlin, 1955.
7.32 Blum, H.: Wirtschaftliche Dalbenformen und deren Berechnung (Economic design of
piers and their calculation). Bautechnik 9(1932)2, pp. 50 to 55.
408 7 Cross-span structures, poles and foundations
8 Contact line designs for special
applications
8.1 Introduction
Some railway installations require non-standard parts where the standard overhead
contact line designs are not suited and modified ones need to be used. These systems
include maintenance installations, loading facilities and crossings of different railway
systems. Often, such line sections can only be negotiated with limited speeds. The
design and implementation of the overhead contract lines for some historically and
technically interesting installations are described in this chapter.
17
Figure 8.2: Device to discon- Figure 8.3: Contact line installation over a turntable, DB
nect and earth the overhead depot Freilassing (Photo: Nitzinger).
contact lines in a railway de-
pot
position is also displayed at the local control console. A gate arranged above the con-
trol console, equipped with six extractable keys locks, the earthing switch in its closed
position and protects maintenance personnel from unauthorized and premature release
of the earthing. It is only when all the entitled maintenance personnel put their keys
into the gate track that the earthing disconnector can be operated and thus re-energize
the overhead contact line.
Figure 8.3 shows the equipment of a turntable in front of a circular engine shed in DB's
Freilassing depot. The radial arranged contact wires supply the electric locomotives on
all running tracks via both pantographs. Turning of the turntable is only permitted
when the pantographs are lowered. The return current flows to the main tracks by
cable connections. At German railway :CB, turntables are no longer installed. Modern
locomotive depots have a rectangular layout and the distribution of the locomotives to
the individual maintenance tracks is clone with a travelling platform, the locomotives
with their pantographs lowered. The tracks are equipped with conventional overhead
contact lines.
Specifically designed contact line installations are adopted in plants for washing and
de-icing of electric traction units. To avoid any contact between the water and the live
contact line when washing the vehicle roofs, the contact line must be interrupted. In
such a section the vehicles an! moved by capstans or vvith the second p,rntograph which
is 011 tside the washing area. This is tlw case with th< high-s1w<!d train ICE 1. To be
8.3 Tunnel seals
able to clean other high-speed trains like the ICE 2 and ICT the washing facility in the
Munich depot has been re-fitted with a capstan in the centre section and an overhead
contact rail in the adjacent section. Figure 8.4 shows the transition between the flexible
overhead contact line and the rigid section in front of the depot entrance.
8. 3 Tunnel seals
Flood gate doors seal under water tunnel sections against flood waters. They are de-
signed as drop gates which remain functional even in case of power supply failures. The
report [8.1] describes two different designs for removing the overhead contact line from
the working area of the flood gate doors.
In Munich, the commuter rail system passes below the river Isar. In this tunnel the
overhead contact line on both sides of the flood gate doors is rigidly terminated and the
gaps between the two contact lines are closed by 6 m long conductor rails. The falling
gate unlocks the conductor rails at one end using rollers. The conductor rail is released
and pivots around a hinge at the far end like a pendulum. The overhead conductor
rail then falls out of the clearance gauge of the flood gate door. These contact line
sections are arranged iu the starting and braking section of the line and are negotiated
at 40 km/h. Despite a stepwise transition in elasticity from the elastic contact line to
the rigid conductor rail, the latter shows high wear and has to be replaced regularly.
Another design was adopted for the urban mass transit railway which crosses the river
Main in Frankfurt. Th(~rc dipping dev1,ces are installed to cut the overhead contact
line equipment during the lowering of the flood gate doors after automatic disconnec-
tion and earthing of tit<~ COllt.act lines (Figure 8.5). Latching in of the tension wheel
arrangements limits the daruage of the overhead contact line to the sections cut. As
an additional security 111casure, auxiliary midpoint anchors before and after the Hood
gate doors help to kc<'p Lil<' cout.act lines in position. A special device for unloading the
ov<~rliead contact lin<' <'ttalJl<'s the installation of replac<mient contact wires and con-
d1wtors na.dy l'm iust.;illatio11 a!t<'r cl<~aring Uw disturl),Ulce. Tltis devic<' is also used to
--112 8 Contact li1H~d<)Sig11s_for special applications
--------- - - -
Figure 8.5: Overhead contact line with clipping devices at a flood gate door in Frankfurt
(Photo: Liebig)
dismantle the contact line between splices during the annual functional checks of the
flood gate doors. These installations have worked satisfactorily during train operations
at 80 km/h and during the annual checks.
contact forces cornpan d lo 1\C line.s Aft.Pr si,na.lling;, e_ ,. l)y contin11011s trc1.i11 control
1
syst(!lllS, the trnction 11ui( driH r initiat<'s th<! n\q11ir<\d pantogrnpli s\\itd1ing operations.
1
8.4 Se1i,uati011 l>et.we(\I~electrificat.i(2I_l sy~t.ems
I
Neutral I Ear1hed ; Mid point of Eartl1ed Neutral ;
zone I zone ; system separation zone zone 1
I
(3 kV) I (3 kV) (25 kV) (25 kV) :
I I
0 U> 0 U>
.,__..,___,,...,.
J
Figure 8. 7: System separation sec-
R<1 n tion in the SNCF network.
~------111---
/ <l<l,,, Ir~'
Ir- _'..,.:;;-<..--------r:: II
::- ___ - - 11 >o~~ 1;f: ,('(
1>,'<'T 11 T 11 '<' i
~ r-Y - - - - - - - - -
I I ~i >:: y
II
1-----il '<'
>o
y fllj
1,s.
I
I 11 f T 11 II y-<.. 6 jlr--- 7
T 111 -'<' T lr'<--L---r::
~
I I I I I If I~" I 6 If---[
I J \ I 11 X 71
I I I I : I I I I I T I >-,/'../f, I Feeding
1
I I I I I I --l I I I I 'f I I I - - - . AC
[
I @@1 @@I @I I 11 @ I @ I @ I
,&,.
'<@
17:>.
v.(I
,&,.
'<@
17:>.
W
I @ 17:>.
W
I
17:>.
W
I - DC
- - - Section with
switchover
I ----------0----
>=- s1021 j20-:; - 810~ S203 - - - D- - - - I
-----.-----~~-----...-...----q>.-_.,. _________ AC I I
----------L-<(D ! DC
_., I- +f 1-G1,4- -1-T kG 2,5 -1-T -I- -I .- Earth
DD
I I / ~- fi- ~
__ g _ -
oD1-- - -tDD .J9 l QI
+ -t- - - -
2
I I ,,---81-8 j' I - - - - - -I -+ - -, 7
u11c15u2
q)
/ T J
1-----j-- ...-H- II
1 ,~~w Ag sw<t Bdl I
- 0
! l'. 0
~ -
1-~-t,----1
11 o--J
__._I-:::-../ I - - - - - - - _j, I I- I - - -I I I
1 2 ~5
-
/
-
-
-
-
- -
-
r - - - - - .7 ,
... I I
- -o - -I
111 e-i f-..----+----'----cr-+---{
I I ~1-L-J1-----i--
I I 1
- - Feeding
---- AC
i'J,/',t ,-- ~~ - - - -
I I ,,1, 1'-I/-~ II - Ll'. -
~Ycr=11-1-Hr-r-
7
,11 i>--1
I I 1)'
1/( I
- DC 1=---------------------------------=-T-17-
I I I I II I
- Sections with I I I I_ , I I I
switchover
I I J
Figure 8.9: Overview of a system change railway station Emmerich (Germany /Netherlands).
stopping of coasting trains cannot be excluded. In such cases, a.n uninterrupted current
supply to the traction units is necessary.
Turning, folding and lifting bridges in Germany were erected many decades ago and
many form monuments to the art of engineering. The electrification of such bridges,
must be preceded by a thorough check of the bridge's loading capability. Some bridges
cannot carry the loads from dead-end poles and from tensile forces of elastic overhead
contact lines that would be more favourable in view of current collection. Such bridges
are often equipped with overhead conductor rails. Such a design, together with the
vibrations of the bridges would limit the running speed. Trains usually coast over these
bridges with pantographs dropped. In this case, the overhead contact line serves as an
emergency running surface for pantographs unintentionally left in the raised position
and as a feeding possibility for starting traction units with pantographs at the contact
wire. Paper [8.6] describes installations of overhead conductor rails on movable bridges
when electrifying the line New Haven-Boston with AC 25 kV.
Folding bridges with balance beams offer sufficient space for conductor rails. The tran-
sition between those parts of the contact line which are connected to the movable
parts of the bridge and the adjacent fixed sections require special consideration and
attention.
In the case of folding bridges equipped with counter balance m~ights of the Scherzer
system, the counter weights move on the opposite side of the pirnt into the gauge of
the railway line. For the equipment of such bridges, runners or conductor rail overhead
lines are used which are moved out of the operational range of the balance weights
before the folding process of the bridge is started.
Examples of existing installations are the folding bridges in Germany
across the dead-end channel south of Papenburg;
across the shipping lane in Emden; both on the line Salzbergen-Emclen-Nordcleich
electrified in 1980;
across the river Hunte close to the City of Oldenburg on the line Bremen-
Oldenburg electrified in 1980;
across the river Peene close to the City of Anklam on the line Berlin-Stralsuncl
electrified in 1988;
across the stream Ziegelgra ben dose to Stralsund on the line Stralsund-Saf3nitz
elecctrifiecl in 1989.
In case of the Papenlrnrg folding bridge, the balance beam ,,2ls extended and used as a
supporl for the con cl uctor rails. The counter balance weight of both bridges had to be
enlarged corn'spondingl> A pair of rurmers simil2tr to those used for section insulators
(Figure 8 . 10) prn,idC's the connection to the elastic couta.ct li11f's ou both banks of the
river where the dast ic merhead contact lirws ar<' t<~rminat<'cl.
An elastic br,lck<'t nhow th<' rnrn1<1s ,llld ,,hmp Ill(' c0tt<l1wt01 mil is IIS('r! to ;-,d_just the
8.5 Movabh\ bridges __
running level for the pantograph and dampens vibration. The elasticity is gradually
reduced towards the bridge by additional contact wire sections clamped to the active
one (8.7].
In the case of the folding bridges on the Bremen-Oldenburg line, portals on both sides
are used to terminate the contact lines and support the folding parts of the conductor
rails. They also support the corresponding drives and operating linkage on the side of
the bridge where the balance weights are arranged. The four short overhead contact line
sections arranged on the flaps of the bridge form an unusual feature. The contact lines
are terminated rigidly at the dead-end portal in the middle of the bridge and flexibly
at the weight casings by means of spring-type tensioning devices. The swivelling arms
move at tvvo speeds. They start with a higher speed to keep the operation period below
30 seconds and are braked before reaching their end position to reduce momentum [8.8].
The folding bridge across the River Peene dose to Anklam and that across the stream
Ziegelgraben dose to Stralsund, are equipped with conductor rail overhead lines on
their movable parts and the adjacent bridge sections. Their swivelling cantilewrs are
provided with a drive to turn the overhead contact line out of the reach of the balance
weight (Figure 8.11) before opening the bridges. In view of the adverse dynamic charac-
teristics of the overhead contact line, which is affected by the vibrations of the bridges
and as a result of running tests, the maximum rnnning speed with raised pantograph
was limited to 20 km/h for the Ziegelgraben bridge and to 10 km/h for the Peene
bridge. However, usually the latter bridge is negotiated with dropped pantographs and
the train in coasting condition.
Tlw New Haven to Boston line electrified by Amtrak in 1999 crosses the Con11eticut
Hivcr, Niantic River and Tha11us River 011 ba.scule bridges which have been equipped
,vith overhead conductor rails (Figure 8.12) designed for 145 km/h maximum speed
[8.G]. ro enable bridging of the gap lwt,,e<'ll movable and fixed parts of the bridge a
111malil<' <011tact li1w unit, is used. [t, co111p1isc\S of a portal strnctme which moves on
1111111i11g 1,1ils 11101111lcd 011 girdcts nrrn11g('d l)('tm<'ll t.h<' pi11s . Tit< 1110,;ilil<' contact line
-118 8 Contact line dcsig,Hs for speciala.pplications
Figure 8.11: Folding bridge across the river Peene close to Anklam.
unit is mounted on the portal structure and provided with a mechanism that enables
to move the contact line out of the line gauge (Figure 8.12). Interlocks in the control
system prevent the bascule span to be opened before the movable contact line unit is
fully retratecL
Figure 8.12: Bascule bridge with overhead conductor rails from Fmrer + Frey on New
Haven-Boston-line.
Figure 8.14: Swivelling bridge with rotating overlap with overhead conductor rails from
Furrer + Frey on New Haven-Boston-line.
The Amtrak line mentioned in 8.5.2.1 crosses as well Shmv's Cove River and Mystic
River on swivelling bridges. The movable parts are equipped with conductor rails.
The transition from c:atenary system to the conductor rail is arranged on the fixed
bridge heads. Rotating components are arranged to bridge the gap between fixed and
movable parts at both ends. These motor-operated components allow for enough space
for bridge operation. Inline horns guarantee the mechanical and electrical transition
(Figure 8.14) [8.G].
Figure 8.15: Lifting bridge crossing the Kattwyk waterway within the Hamburg seaport.
Figure 8.16: Movable conductor rails of the Kattwyk lifting bridge showing train operation
position (left) and "lifting of the bridge .. '(right).
the structural sted work of che bridge [8.9]. The elastic contc1ct line equipment is
terminated on both sides 11 111 before the <'ncl of the rigid parts of th<' bridge and is
continued by an 8 m long rigid onirhead conductor raiL This cond 11ctor rnil cuds :3 m
before the transition from the fixed parts of the bridge to the mmablc part, since the
balance weights of the lifting bridge reach into the cle;-mutn' of r!L<~ railwa, ,rnd road
in the raised position of tl1e bridge The remaining gaps are bridg<'d h, apprnxirnately
8 Ill long movable overhead <ontact Jin<' sections, \\'hich ar(' ttt<n-<' Ii, cahl< s from the
1
fix<)d part and can be lo('ked witl1 the coutact line' on the 1t1<i,i11g pmt or ll1C bridge
(Figure 8JG). TIH'S<' d<',i<<'s ml' <'q11ipp<'d \\ith G,0 n1 lon,c2, rn11d11do1 mil 0\'< rhec1d 1
('()!JLact line's, tll(' ('()IILWI liJ;1d('S or \\l1id1 net as th< <'i<'C11i<,il (IJflll/'Clio11 witli the
1
I I
422 8 Contact line designs for special applications
Disconnector
Section
Supplying
conductor
insulator
-0---C_o_nt_ac_t_w_ire_-oLJ_ ~t~>--<o---
15 kV/ 16,7 Hz
Contact line
carriage lifting section
l
(west side)
Return conductor
Running rail C7
Pipe line cable undercrossing
Figure 8.17: Schematic connection diagram of the 15 kV AC overhead contact line at the
Kattwyk bridge.
contact line on the lifting section. Three meter long conductor rail contact lines serve
as transitions to the rigidly terminated contact line equipment on the movable bridge
section.
Lightrail tram
in the same manner as a midspan anchor. The running speeds are limited due to the
additional masses in the crossing area and reach 50 km/h for the mainlines and 30 km/h
for the tramways. An increase of speed might be achieved by improving the elasticity
within the crossing section, for example by the use of springs for the droppers.
When designing level crossings between mainline railways and local light-rail systems,
the possibility of connecting the mainline system to the power supply of the light-
rail system rrrnst be excluded. Consequently, the crossing overhead contact lines are
equipped with protective sections or section insulators in all four directions (Fig-
ure 8.19). On the Markleeberg system, when the light-rail vehicles are operated, a
disconnector feeds the 600 V potential into the common overhead contact line section.
The short protection sections of the DB contact line are equipped with a continuously
earthed middle section. End position contacts arranged in the barrier beams control
the opening of the disconnectors when the barriers are closed. A neutral potential is
achieved at the common overhead contact line section when the crossing is open for
mainline operation. The traction units of the DB pass through the crossing in a coast-
ing condition with their main circuit breakers open. If a traction unit driver forgets to
open the main circuit breaker, arcing will be initiated at the protection section with
the short-circuit leading to switching off of the feeding circuit breaker in the substa-
tion. The line gradients enable the vehicles to coast out of the crossing section without
needing to engage the drive in any case. Using this configuration, there is no hazard to
people or equipment.
An alternative solution is shown in Figure 8.20 that enables the feeding of AC 15 kV
into the insulated sections of the mainline ra.ilways and the central sections.
In addition to the usual signalling of the level crossings, the coasting sections of mainline
are protected by Ell "main circuit breaker open" signals before the crossing and El2
"main circuit breaker closed" signals after the crossing.
a2
--lt-----<ll----ll------------11---0--+-11--,r-----e-
15 kV Train
a3
Figure 8.20: Schematic con-
nection diagram of the cross-
a1
ing between mainline railway
e-----o---u a4 and light-rail tram system
1 at Gelsenkirchen in Germany
showing the 15 kV operational
condition.
from underneath. The pole trolleys of trolley buses however, are equipped with gliding
shoes which also embrace the contact wire laterally (Figure 8.21). A simple crossing
of the contact wires is therefore excluded since it would lead to dewirement and dam-
age to the collectors. To avoid costly adjustable configurations, the pole trolley gliding
shoes should be able to pass under the level of the tramway pantographs without
any obstacles. Depending on the angle of the contact ,vire crossing, two configmations
are used.
For crossings (Figure 8.22) with angles betwren 15 and 75 a crossing filler is us<:cl. Here
the light-rail pantograph is guided across the gaps between the trolley bus contact wires
by insulated gliding nmners. In the case of perpendicular crossings, often encountered
at light-rail and trolley bus crossings within downtown areas of cities tlw gaps are more
difficult to negotiat<:. In the configuration shown in Figure 8.2:1 the pantographs of the
tramway vehicles pass Llir crossing section utilising tlw width of Ill<~ rnllcctor strips
and the inertia of t.lH' pantograplt h<'.acl. Ev<!tl drsigning th<' tl()<c'ss;uy gap witl1 r<)spect
426 8 Contact line designs for special applications
lig)1t-rail line
Figure 8.22: Contact line arrangement for an oblique crossing between a light-rail line and
a trolley bus.
trolley bus
Figure 8.23: Contact line arrangement for a perpendicular crossing between a light-rail line
and a trolley bus.
to the required insulation clearances, the interruption of the sliding path is so short
that the collector strips will not be damaged. Since no switching is carried out with
crossings between light-rail systems and trolley bus systems the crossing components
have to be insulated with respect to the different potentials of the two trolley bus
overhead contact wires considering the profile of the gliding shoes. A crossing planned
between a mainline railway and a trolley bus system is described in [8.10].
DD's guidelines for overhead contact lines Gbr 997 require a minimum clearance of
S,[>0 m between the contad, line or other lines support<'d liv the contact line poles and
the road surface at nominal voltages above AC 1 k\. or DC l,S kV. This clearance shall
be maintained under the most unfavourable conditions. All thermal effects, movements
of the contact wire and other conductors and ice accrPt.ion on the conductors must be
considered. The consequences are explained by means of an example.
In order not to infringe the minimum clearance of 5,50 m the contact line has to be installed
with an increased contact wire height according to the following consideration:
- minimum clearance between overhead contact line and road surface 5,50 m
provision for lifting of tracks 0,05 m
-- sag at specified ice load 0,07 m
- tolerance for erection 0,03 m
contact wire movement downwards 0,05 m
- sag between two droppers 0,02 rn
The contact wire height in still air is CWH = 5,72 rn
Since for DB lines with running speeds up to 160 km/h the standard contact wire height
is only 5,50 m, compliance with the rninirnum clea:rance at level crossings requires
increasing the contact wire height. Consequently, above le\el crossings the contact
wire height has to be increased taking into account the requirements on gradients and
changing of gradients as described in chapters 2 and 5.
When level crossings fall below the minimum contact wire height established above,
the crossings have to be safeguarded by the installation of height limiting structv.res for
road vehicles. These are accompanied by warning posts with additional signs "Warn-
ing against dangerous electrical voltage" and corresponding traffic prohibiting posts
according to German directive for road traffic (St VO). Figure 8. 24 shows a height lim-
itation installation with a pro.file gate, the lower edge of which is arranged 0,8 m below
the contact wire. The maximum permissible height shown on the traffic post must be
at least 0, 1 m less than that of the height limiting installation. Such provisions may be
necessary if low bridges cross the railway. For examplr pedestrian bridges, close to the
road level crossing reduce the clearance gauge for the overhead contact line.
H "' Clearance of the contact wire from the upper surface of the road
h = Clearance of the height limit from the upper surface or the road
hF permissible height of the road vehicles
H-0,80m
h - 0, 10 or H- (0,80 + 0, 10) m, respectively
prohibition of vehides more than 4, m high
(StVO sketch 265)
7 0::,
0
' E
red-white reflecting 0
guiding plates according to
German directive
on road traffic (StVO)
Figure 8.24: Height restriction arrangement with profile gate according to DB standard
4 Ebs 19.01.01.
If the driver neglects to drop the pantograph before the level crossing, conductor rails
will guide the pantographs into their highest position of development and back to the
standard operating level aJter passing the gap. From the aspect of efficient electric
traction such an installation is undesirable because the pantograph has to be dropped.
the main circuit breaker opened and the speed reduced. However, there is the advantage
of not limiting the height of over-size transports.
~ f~
/tl
Figure 8.27: Cantik~V()ts pivoting in a vertical plane at a level crossing in Biesenthal, Ger-
many
431
-,;e 1 '
Figure 8.28: Schematic circuit diagram for the station and oversize level
crossing at Biesenthal, Germany.
it was decided that as an alternative to the erection of a bridge, a contact line lifting
system would be installed and tested [8.14]. A total of six cantileYers are equipped and
fixed to the poles by means of parallelogram-type linkages and corresponding supports
which enable the cantilevers to pivot in a vertical plane (Figure 8.27). Each of the
three parallel contact lines is lifted by a separate steel wire rope mechanism that is
electrically driven and controlled synchronously. In case of a failure in the electric
drives, crank-operated gears enable manual lifting and lowering of the cantilevers. The
raising takes 20 s when carried out electrically and 1 min in case of manual operation for
each direction. Therefore, passing of an oversize transport can be carried out during
a break between trains. In the lowered position, the overhead contact line permits
an unrestricted running speed. There is no signalling of the lifting condition either
to the road traffic or to the electric rail operation. Measurements taken during the
test period have demonstrated that there are neither additional tensile forces in the
contact line elements nor permanent deformations. The almost doubled tensile force at
the stitch wires in the raised position requires increased conductor cross-sections. The
.,
I'
weights of the tensioning device do not move during the raising process. Guided by
the parallelogram linkage, the cantilever provides the advantage of secure return of the
overhead contact line to the initial position, even in case of ice accretion on the lines.
An isolated power supply circuit (Figure 8.28 enables switching ott of contact lines at
the railway crossing and conducting the power via by-passing reinforcing feeder lines.
A similarly designed installation for a double track railway crossing was installed at
Jacobsdorf station when electrifying the railway line from Berlin to Frankfurt/O.
If it is already known when designing the contact line that this alternative may
be used, then its application can be eased by increasing the system height in
the vicinity of the level crossing and by considering the resulting loading when
designing the supports.
Partial or complete dismantling: For the passage of machines used in open pit
mining with heights above 10 m, the contact lines are dismantled and temporarily
deposited between the tracks.
Both alternatives require extended track occupation, de-energizing and earthing of
the contact line as well as an increased commitment of personnel, erection tools and
vehicles. Such methods, are only applied in very rare cases with oversize transports
heights above 6,00 m, for example when transferring large machinery used in open pit
mining.
I
I
I
0-. a) b)
' I '
"J'--,, \
\'' \
','' h
\
' '\ \
.,
' \1
contact wire could be installed at a height of 6,30 rn allowing for rn,a,;z;zrn:um perrnis-
sible contact wire V,plijt. The containers are then loaded or unloaded by hydraulically
operated swivelling arms.
~-'
! ----1
j_ 60 60 60 60
r:11 l=r,
5500
1!11~~~~~3JJi:::::::
181 Pulley
Bridle wire
- - Contact wire
3
4
0
0 m I
0
0
(0
II~
~I
QJ
'St
/\
I
0
t3al I
i= I
Figure 8.30: Horizontally swivelling overhead con-
tact line for container terminals.
so a) contact line equipment
b) Arrangement relative to the clearance gauge
the push bottom will the contact line be re-energized by the local area train operations
manager.
306 606
>-----'--------------11-- 2
-~-------------<l--1
316 616
Figure 8.31: Schematic diagram for tracks for customs management combined with
a system separation section.
r
r
r ;I;;"""""
rl'~
Figure 8.32: Swivelling Figure 8.33: Laterally arranged current collectm ou
stopc supported h poles a mine loc-ot11otivc ( Photo: Hoffma1tn).
clamped to the track nf a
railway in a rniuc.
Figure 8.34: Marshalling installations (Photos: Hoffmann), Total view (left), cantilever for
laterally arranged trolley wire (right).
the track section, equipped with separate shifting devices for marshalling operations
where laterally arranged trolley wire overhead contact lines provide the required space
for loading and unloading manoeuvres (Figure 8.34).
8.9 References
8.1 Liebig, A.: Oberleitungen an Wehrkammertoren (Overhead contact lines at flood gate
doors). Elektrische Bahnen 95(1997)1/2, pp. 42 to 46.
8 .. \ Kal1ler. P.: Teclmische und wirtschaftliche Probleme an den Stof3stellen 7,wischen ver-
se liiedet1<\n Bahnstromsystemen (Technical and economical problems at the transition
h<'tw<<~ll differing traction power supply systc~ms). HIV "Friedrich List" Dresden, 1962 .
diss<1tation thesis.
8.5 F'roifo/d, A. W.: Prnjcktirnwa,uic koutaktnoi seti (Planning of overhead contact line in-
sallatious). Verlag Trausport, Moskau 1984.
8.G Co:i:, S. G.; N1i:nl-ist, F.; Mart-i, R.: Deckenstromschieuen fiir Drch- 11nd Klappbriicken
(Overhead cowlnctor rnil:-: on moveable bridges.). Elektrische Bahnen 99(2001), pp. 90
to 93.
8.8 Koswig, .J.; Freidlwfor, H.: Oberleitungsanlagen bei beweglichen Bri.icken im Raum Bre-
men/Oldenburg (Overhead contact line installations on moveable bridges in the Bre-
men/Oldenburg area). Elektrische Bahnen 78(1980)10, pp. 278 to 282.
8.9 Hofer, R.: Die Ausriistung Europas gro/3ter Hubbri.icke mit einer 15 kV Oberleitung
(Equipment of Europe's largest lifting bridge with an AC 15 kV overhead contact line).
Elektrisc:hc Bahuen 85(1987)3, pp. 80 to 85.
8.11 Federal Republic of Germany: Directive on road traffic: BGBL Ip. 1565, ber. BGBl. I
p. 38, last change 27.12.93, BGBl. I p. 2378.
8.12 N.N.: Dispositifs specianx i11staJles sur le domaine maritime du port du Havre. La vie
du rail, 1986, 110. 1129, pp. 3 to 5.
8.13 Mam;, G.: Der elektrische Zugbetrieb der Deutschen Bundesbahn im Jaine 1966 (Electric
operation at German Tia.ilway in 1966). Elektrisc:he Bahnen, 38(1967)1, pp. 1 to 15.
8.15 Patent docnmeutation 180 37 62, Class 20 k. 9/01: Anordnung v011 Faluleitunf!,ell m
Verla.dezonen ( Arrn111:',ernc!11t of overhead cont.act lines in loading areas) .
8.16 Scl1111ic/f;, P.: Energievc!1:-:orl:',1mg fiir den elektrischen Zugbetrieb auf Collt,ainerbahnhi:ifen
(Power supply for the dectrical railway operation on container terminals). Die Eisen-
bal111t.echnik, 21 (EJ7:l)"l. pp. 157 to 159.
9 Interaction of pantographs and
over head contact lines
9.1 Introduction
The interaction of the overhead contact wire, with the collectors and the pantograph
determines the reliability and quality of the energy supply. This interaction depends on
the design of the pantograph and the overhead contact line system and thus depends
on a large number of parameters. When train speeds are to be increased high-speed
trials have shown the pantograph contact line interaction to be of extreme importance
because energy transmission is one factor that limits the maximum speeds achieved
[9.1]. Objective criteria, which can be calculated and empirically confirmed by on-
track tests; are required for the evaluation and prediction of contact characteristics.
Considerable progress has been made in understanding the theory of contact behaviour
and the respective findings have been supplemented by simulation processes and new
methods of measurement. Simulation processes, particularly, are useful for developing
new systems with increasing performance requirements because the extent to which
field tests and trials can be carried out is limited.
The system oYerhcad contact line-pantograph is supposed to supply energy to the trac-
tion vehicle via continuous electrical and mechanical contact, i. e. without interruptions,
whilst simultaneously keeping the wear on the contact wire and the collector strips as
low as possible.
The energy transmission system, in this case the overhead contact line system espe-
cially, as it involves high investments, is expected to achieve a long service life with
minimal maintenance requirements. Checking the contact behaviour of existing over-
head contact line installations, as a method of assessing and surveying these, is also
one way of detecting localized irregularities in order to eliminate them [9.2].
stri11g ,viLhout bc~uding stiffn<'ss. TrcatuwnL of the contact wire as a flexible beam [9.3]
is a h11t.lwr irnprnvem<'llt of the methods us<~<!.
To sL11<h tltc vm7;ru1n,lum of II ho:11,.c;versal in1.y;ul,c;(:, i . <'. the local v<'rt ical movement
( ,111scd !1\' Lit<' p,ult.ogrnph 11l!1\ ing along tltc l<\ngtli of' t.lw co11tact. wir<', the wire is
-!-10 ~Ji-_1:t~ract,ion of J)cU1t,ogrc1:phs and overhead contact lines
-----------~------
y
.. - - Ho
I
With a rv tan a= 8y/3x, we obtain da ~ d:r (82 y/8.1: 2 ), which results in a restoring
force
(9.2)
The mass of a wire element of length dx is elm = 1 A dx. The equation describing the
motion of the element of length dx is transformed to
(9.3)
From (9.2) and (9.3), the equation describing the motion of the tensioned contact wire
is reduced to
(9.4)
This equation is known in conventional mechanics as the wave equation of a taut wire
or string. The general solution of this equation is given by all functions haYing the form
"herein
1s the wave JJ'l"OJJagatwn speed. For an Cu AC-100 copper wire subject to a force of
10 kN. this value is found to be J10000/0,89 - lOG 1u/s, which is roughly equal to
380 km/h.
-------l
X
Running direction
If the collector strip is located at point :r = 0 at the time t = 0, its location at the time
t is given by the equation
:ro - vt
In ( 9. 7), the term c5 (:z: - :c 0 ) is a Dzrac delta function with the characteristics c5 (0) 1
and c5(:t f. O) = 0. By applying the given boundary conditions, the delta function can
be transformed into a Fourier series:
00
in which
X
P0 =canst
Figure 9.3: Dd.ermining the contact wire uplift
(9.14)
(9.15)
The coefficients C 111 and C 211 are deduced from the boundary conditions y 11 (0) - 0 and
Yn(0) = 0 as C 111 = 0 and from the equation
as
2F,'l
0 V
C2n =- 2( (9.17)
2)
1 (mr) c~ - v Cp
With this result, the solution for differential equation (9.11) is found to be:
00
2 F~ l 1 . n1r.T ( . n1rvt
y(x, t) = "-'7f2 (c2 _ v2
) L_ 2n sm -l- sm - l - (9.18)
I p n- 1
In this solution, we observe the fundamental resonance characteristic that comes into
effect when the train's speed v is equal to the wave propagation speed Cr In this
case, the deflection of the contact wire would tend towards infinity. It would then
be impossible to draw any current from the wire. The wave propagation speed is a
physical limit to energy transmission between overhead contact wire and pantograph.
This theoretical deduction has been confirmed in practice during high-speed trials. As
the trains approach wave propagation speed, the wire uplift increases to unacceptable
values and prevents further speed increases [9A]. The contact wire design and the
tension applied to the ccmtact wire must be selected so as to ensure that the difference
bet,veen the ma.1:inw,m operating speed and this limit is sufficient to ensure safe contact.
Details on this subject are (:xplainecl in section 9.6.2. Practical experience has shown
that the wave propagation spc:ecl should be between 1,4 and 1,5 times the train speed.
(9.19)
in which q(:r, t) is a time-variable linear load. The concentrated force F~ can be formally
expressed as a linear load by the expression
(9.20)
Here again, c5(:r) is the Dirac delta function and v,(t) is a step function of the type
If we integrate equation (9.19) over x over any small int.en-al of and -E < :r: :S E,
2 2
also take into consideration equation (9.20) as well as the fact that 8 y/8t must be a
continuous function, we obtain
2
H0 [ y /(
E,
) I(
t - y -E, t ) l + 2 mew
/ E 8 Yot(0 f;) = F0/ u (t)
1
(9.23)
2
Due to the symmetry at the point, where the force acts, y'(E, t) must be equal to
-y'( t). For the boundary condition E-+ 0, (9.23) is transformed to
In the region :r > 0, only one wave y(:r:, t) = f 1 (:z: cpt) can occur, and for this reason
y(:1:, t) = 0
the point at which th<\ force acts respc('.tiv<\ly. Starting at ti1m\ t 0, the point :i: =0
at ,vhich th<\ fore<\ acts will lw lifted with a siwcd of'
(9.28)
This lifting speed can be considen~cl as a signal that is g<\ncrated by the concentrated
force Ft and moves along the contact wire with a propagation Ydocity Cp- At a point
in a distance \:r\ from the point at which the fon<~ is applied, the lifting motion will
start at a time \:i:\/ Cp- At any time t > 0, a (011tac:t wire s<!ction of length 2 cpt will
move in the direction of they axis (vertically) at a sp<\(\d of F~/(111.'cwcp)- This element
will have a total inertia of 2 F/2m~;wcpt/(2 rn~;wrJ F~(t, i.e. it is exactly equal to the
impulse of the force applied.
The discussions carried out for a constant force F/2 acting on a point can also be
generalized for a force that varies with tinw
t-Ja:/cJ
y (:r, t) cp / (2 H O) / F~ (T) dT
0
y(x, t) = 0 (9.31)
and thus
(9.32)
The deflection of the point of force application, .r = 0, of a contact wire that is sta-
tionary at the beginning, is proportional to the total impulse transmitted up to time 1:.
The defiertion .speed y(O, t) is proportional to the for<'.C currently acting on the wire.
Some studies are ba.sccl on the erroneous assumption that the uplift or deflection is
proportional to the contact force. Especially where high S[WPds arc concerned, this
assumption leads to wrong conclusions (for more d<~tails, c.L [0.G]).
It must also lw stated that the bend angle of th<' <ont,act. win is (\Xcv-t ly th<' san1e a.s
would be ca.us<~d by a force~; c1.cting on tlw C<~ntr< of th<~ contact wire m1c-horcd a.t. both
ends . .md subject to a. constant tensile force under ('C[ltilihrium conditions Tlw r<\cHti\ e
force is the sum of tl1<\ vertical <omponents of th<' t<~11sil<> forC'<'S acting on this point.
9 . 2 Tcdmical p_rinciples _ 445
Running direction -
Figure 9.4: Hdkctiou of au impuh-;<) by a. co11-
ccutrated mass
(9.33)
if the wave coming from the left at this point is fi (:r 0 - cpt) and that coming from the
right is h(:r: 0 + er/) [9.5]. /\crnrding to equation (9.25), a concentrated readi'lJC force
(9.34)
11 lcl' ]--,.
U\., 1'l""clcrl ,,,. 1n "''""'"" --~r- 11 1
th 1
,vn
"v~ ,,,__,' u d,l, ;(' ,011t
ulii.:) u('""
j.1 ' 1 ' 11 ,it,, 'l,11\., 1.1,llcLil!t:l,el i C\\' . ,1t~::,cl
1eu '"l'LS' ,L.Hl:'.
" Ii''l''"" ' ,_ '' lll
c,,,,, !)cl ' 11t''
length of the contact wire ..\ corresponding reacti,e force would be exerted because
of the elastic reaction at any point where the wire is damped. As a result of this
reactive force, IW\Y reflected waves moving in the opposite direction to the original
waves are generated. In mathematical terms. the reflection of wmes in the contact wire
is treated by applying the boundar> condition y(1: 0. t) - 0 to equation (9.19), which
leads to d 'Alernbert 's principle of the reflection of ,va,es by a fixed point. The method
described above leads to thP iclC'ntical solution with the additional ad van tag<' that it
can be applied relatively easily and more generally to any forms of reffoction. e. g. at
points of concentrated masses, springs or droppers. The example below clen1onstratcs
this by using a reflecting conccntrnted mass point.
Assume that a conc:e11.trn.ted m.u..ss 11! is fixed rigidh to the contact \Yirc at a point
1: - :z: 0 (Figure 9.4). As a rpsult of the wa,e coming from the left, y 0 (t) - f(:r 0 cpi:),
a reactive force F/(t). the n1ag11it ude of which is not .nt kncmn. will act 011 th<' rn11tact
wire and, in the opposit<' direction. on thC' mass. According to f'quation (~L:2S) the
contact wire at point 1 .1 0 will ,1d1iev<~ th<' speed
(SL35)
l)('rn11se of the ct<:tion of this lure<'. This motion \\ill li<' sup<'ri111pos<'d 011 t ]!(' 111ot.io11 of
!.11is point lwurnse of tit<' i11< otllillg wave~ Th<' total sp<'<'d of this poi11( \\'ill ( lwrd"ore
!)(' <'([1lcll t 0
,;(!) (0.36)
446 9 Interact.i()Il ()L1>aut(>f,raphs and overhead contact lines
This contact wire movement y( f;) at the point :i; - :r: 0 is of course identical to that of
the point mass ]YI. It is desc:rib<~d by tlw differential <~quation
JYI jj - -F: (t;) (9.37)
By eliminating the reaction force\ Fi' (t) from the two differential equations (9.36) and
(9.37), the equation is obtained which ckscribes the motion of the point x 0 :
(9.38)
which can be integrated immediately since the incoming wave y0 (t;) is known. By means
of the overall motion y(t) of the point mass, which is now known, equation (9.36) can
be used to calculate the reactive force
F:(t) = 2m~wcr (y(t) - iJo(t))
and therefore the additional speed component also
Yr(t) = F:(t)/(2m~wcp) = :i; Yo
and additional motion component
Yr(t) = y(t) - Yo(t)
This additional motion y1 (t) is imparted to the left-hand section (i.e. for .T < :r 0 ) of
the contact wire in the form of a re.fiected wave y1 [t + (x - x 0 )/crl
The wave transmitted to the contact wire section to the right of the point mass, i.e.
1; 2: x 0 , is:
a) t r =0.4, Y = 1,5
_ _ _ _ _ _---1'.c...::<=2::::::::::J=:::::::=:~;:;;:.__!:!_D_ _ _ _ _~ .
t7
~ catenary wire
------ dropper ty
contact wire
dropper
vVith this, the 1eflectcd wave along the contact wire can b(\ clcscrilwd as follows
.IJ,(/) :v(i) Yo(t)
- (2 111.~;J\ ccJ\ + Mj w) /
(9A7)
-!--18 - - ~ 9 luL(ffactiouofpantogrnphs and overhead con!,act lines
Since the mass of the dropper and that of the clips at both ends is low, it is possible
to ignore Jilj w i11 equation (9.4G) for frequencies which are not too low. \Vorking on
this assumption, trH\ rr:fletlwn coe.ffic'ient r for the rdfoction of contact wire waves by
a mass-free dropper is:
(9.49)
In conjunction with (9.45), the assumption J"\I = 0 and (9.48), the condition for the
slacking of the dropper is found to be
(9.50)
The lower the reflection factor, the tendency oft he droppers to go slack clue to a contact
,vire wave is lower.
The refiection factor or coefficient is a characteristic quality of an overhead contact
line. For a DB standard overhead contact installation of type Re 160 with an Cu AC-
100 contact wire and type Bz 50 catenary wire. both subject to a tension of 10 kN, the
reflection factor is found to be r = 0,41 [9.6]; for a standard design Re 330 [9. 7] with an
Cu:\!Ig AC-120 contact wire at a tension of 27 k\" ,rnd a catenary wire Bz 120 tensioned
at :21 kN, the value is r 0,47. The reflection factor is lower when thc catenary wire's
mass a,ncl tensile force are lower in relation to the cemtact wire's mass and tensile force.
Figure 9.G shows a schematic representation of how a wave is reflected by a dropper
\'Z. in this case a straight-line wave front G .-\ generated in the contact wire by a
rectangular impulse F' .6J, for a factor r - 0.-L as well ctS the transmission of this
\\ave in the~ contact win) and the catenary \\ire The uplift y(t) of the dropper NZ
generates t.he wave front NA iu the eontact \\in' sect.ion to the right of thc dropper (in
the transmission region). In the catA~mu-~1 wire it ge'll('rntcs the wave front ZD. travelling
to the right The \\'ct\e front ZC, ,vhid1 is s,u1111<t rind to ZD, rnoves to th() left. The
reflected wave EF in t lie contact wire will lie s11perirnposc\d on tlw incoming wave
front GA, leading Lo ste~cper contact wire slope S('C't ion BN . TliP wave front \LA can be
considered as a superp(Jsition of tl1e p1i11mn ,rnn f'rn11L L3A a11d tltc wave front EA.
which is symmetrical \() l he \\,1,e~ front El'
9.2 Technical principles 449
This genera.tes a wave front moving in the direction of the pantograph travel. Due to
the Doppler e.fj'ect of a moving source, the gradient of this ,,aw front is
This wave front is reflected with a factor r < l by the next dropper and then moves
towards the pantograph with a gradient of
(9.53)
since the wave meets a moving receiver object. The factor kcw + u) describes the
motion of the receiver objecl. According to equation (9.28), the inertia of the collector
causes a sudden steep increase of the contact force by
71
;\}
-1 I -- ?
~ 11'
''CW . c C\V . .11:, I -- -'F.'
l O . 1/c (9.SS)
whereby
is the DopplP:r factor for the iutewctiou of the overhead coutact line and pantograph.
The pnntograph of mass Jls is suhj<'ctecl subsequently to au impuls<) of
1Hs:IJ1 = AIs ~F( / (2 111cw< cw) - 11/s !::,F~; (r/ n) / (2 111 C\\ rc\\') (9 . )r ,_,)
I
If r/n > 1, th(' contact foll'<~ i11cr<'i\S(' !::,F[ is great<\!" than tlH' migi11,d inc1<'i1S<' ~Fr_\.
Fig me rJ.G shows th(' r<'stdl of sllcli ,rn C'ff<'ct for a simple uts< 11,1111('!, " t <'nsioned
crntlcHt wire origi11allr st ,\t ioll,ll\ ,It t i1tt<) () ,\IHI liavi11, a disco11tin11it, i\t 1]1<' point :r,.
-150 9 Interaction of pantographs and overhead contact lines
F'
F
C.
r/a< 1,0
~i:o
Hr
XO
I
I
I
I
I
I
I
r/a = 1,0 ...___ __,
l
: : :i
11
f---,------,--,----,----,---------,--,---,--,--.,-------,+-,:.11
2,0
1,0
0
1 /Cr
1,0m :
I 4,0
I
I
I 3,0
I
I Figure 9.6: Contact force F' of a mass
I 20
I of 1kg that is pressed against the contact
r/a > 1,0 {
1,0 wire with a force of F6 and moves towards
0 a dropper at a speed v = 160 km/h. The
Xr
Distance - wave propagation speed is 106 m/s
,v = r/a (9.59)
As the Doppler factor a is a function of the train speed v, the condition 1 defines ,v
the limiting speed v 0 , below which the consecutive force amplitudes are not amplified:
The speed so defined is always lower than the wave propagation speed cc:w along the
contact wire. The reftect'ion coeffr:cient r is deduced from equation (9.48) to be:
where c is the mean wave propagation speed along the overhead contact line. With
symmetrical oscillations, the section up to the first field dropper is also taken into
account. This means that the frequency is given by the equation:
l/2 --: c/(2 l + l1) = J(Hcw + HcA) I (mew + mc;A) / (2 l + li) (9.63)
in which l 1 is the distance between the two droppers nearest to the support. In this
simplified model, the frequency of the first harmonic is double the natural frequency. For
all other frequencies, it will be necessary to take into account the respective oscillation
modes (c.f. [9.11]).
For an overhead contact line of standard design Re 250 with l = 65 m and / 1 10 m,
the natural frequencies are found to be v 1 = 1,02 Hz and 1/2 = 0,96 Hz, as can also be
seen in Figure 9.15.
0,75 ~ - - - - - - - - - ~ - ~ - - - ~ ~ - - - ~ 7,5
I / R 250 V / /
l
/ (1 88)"'1 /
I
050
The Doppler factor and the ampl,Uication coe.ffi,ctcnt are functions of the train speed 8s
shown in Figure 9. 7. The amplification coefficient tends tm,Mcls infinity asymptotically
as the speed approaches the wave propagatwn speed. Because of this, it is not possible
to operat<~ trains at speeds near to the wave propagation speed. Experience in practic8l
applications has shown that it is possible to operctte on)rbrctcl contact lines at amplifi-
C8tion factors of up to 2,5. In the course of test rnns for experimental purposes, it has
also been observed that <~nergy transmission is still possible at amplification factors of
np to 5,0 (cf clause 9 5.2.2).
9.3 Simulation of interaction of overhead coutact. line:-; aud pautograpli:o . 453
m 1 = 10,5 kg
Ff
<
?
m 2 = 8,53 kg
I
m 3 = 10,57 kg
t
%/ % 1///% /
of oscillating and coupled to each other at the point of contact. Pantographs having
multiple collector strips will have multiple points of contact short distances apart. The
simulation is used to establish the coupling between the partial models via the contact
force and the position of the contact point.
Y= (i:)
'!'
frame and the collector-strip pan. Figure 9.8 shows the data of a DB pantograph type
SBS 81 as represented in a three-mass model [9.13].
The relatively small number of substitute masses means that only selected pantograph
oscillation modes will be taken into consideration. For instance, the flexural oscillations
of the upper frame members are not covered by this type of model, nor does a model
such as the one shown in Figure 9.8 take into account individually sprung collector
strips.
A six-mass-model of the type shown in Figure 9.9 is used to study pantographs with
individually sprung collector strips. Here the masses of the collector strips are depicted
as separate part-masses located on the respective supports. The excitation force along
the collector strips is subdivided linearly among the two respective part-masses corre-
sponding to the position of the contact point.
In reference [9.14], an analytical model was developed for single-arm pantographs with
pan-mounted collector strips. This pantograph model, which has four degrees of free-
dom (Figure 9 .10) not only takes the vertical motion of the pan springs and the angular
motion of the middle and lower joints into consideration but also the bending of the up-
per frame section. The parameters inserted in the mathematical model are derived from
the geometry and material data of tl1e pantograph components. Unfortunately, none of
the analytical models are applicable universally, as every small change in the design,
e.g. introduction of individually sprung collector strips, will require new calcula.tion
algorithms.
Models of any desired accuracy can be obtained by applying .finite element rnocielling. In
reference [9.15], calculations have been presented where the pantograph of the ICE was
modelled using finite element methods with 480 degrees of freedom. The calculation
effort required for such solutions is high and there is very little improvement. in the
precision of the model. For this reason, the authors of the paper [9.15] only used a
simple three-mass model to optimize the pantograph design
It is also possible to model pantographs using measured, frequency-dependent dvnamic
apparent masses and dynamic dast.icity (Figure fU l, from ref [9.1]). In this case,
th(, excitation and the response of the pantograph are taken into consideration in
the cakulation as superimposed individual resprnis<'s at the ohs<~rn~d frequencies. In
!his 111odd, the use of freq11e11n-d(pe1}(l<'nt ca!ndc1t io11 nlgorit hrns is ,lit ;-\(lvanU1ge. In
-1-56 ~Jr1teraction9.tI~ilntClg:aphs and overhead contact lines
40
20
1en
10
en 7
co
E
c 4
8:?
co
Q_
Q_
<( 2
0,7
10 3 N/m
0,4
2 4 6 7 10 20 40 60 Hz
Frequency------
Figure 9.11: Dynamic apparent mass of pantograph designs SBS 65 and DSA 350
the other models, excitation patterns can be determined by carrying out harmonics
analysis. In addition to the measurements mentioned above, the phase responses of
the dynamic apparent masses are also determined to take into account the inertia of
transmission at the individual frequencies.
Frequently, simple contact line system models are nsed \\hen analysing pantograph
behaviouL A model which was used for optimizing the high-speed pantograph for the
ICE is described in reference [9.13]. In this rnodeL the contact wire is treated as a
taut string Qf zero mass stretched between the dropp<'rs. The contact wire masses are
assumed to be concentrated at the dropper positions. The droppers are modelled as
dampers at the contact wire suspension points and t lie' steady arms as springs and
dampers. The CcHenary wire is not taken into ac-connt in this model. The model does
not permit the merheacl contact line in~ tallatiou to h<~ <111alysed per se because it
does not consider tlie d:vnamic behaviour or the mt P11cu, wires ;-we! stitch wires . The
contact force functions ded11C'.ed using such simplifi<'d t110dds therefore do not describe
anv rc'sponses due to the catPnary a.ad stitd1 ,rir<'s ;-uid at<' 1tot wrv usefol for predicting
IH'haviour aJ, high spe<'ds
457
Iu the following, fom couta.rt, li1w syst<~m models will be presented that take into
consideration all essential paranwt<!rs. T'lwse models all treat the contact line system
as a plane system and do not consider transverse forc<~s which are related to the lateral
stagger of the contact wire.
~ springs
masses
conductors
universal applicability of the method [9.7]. The tensioned string equation is solved
analytically at the element level so that it is not necessary to subdivide the sections of
the contact wire between the dropper locations. For the entire overhead contact line
installation, frequency-dependent matrfres are derived which account for additional
elements e.g. steady arms, clips, cantilevers etc. as individual masses or oscillating
elements. This enables any type of contact line system to be modelled.
To begin with, the natural frequencies and the corresponding natural vectors of the
overhead contact line are calculated. The reaction of the contact line system to excita-
tion by the pantograph can be determined by superimposing the independent responses
at individual natural frequencies. In this method, the majority of the effort involves
calculating the natural frequencies and vectors but this only has to be done once for
a given overhead contact line configuration. An iterative approach is used to calculate
the reactions to a force acting on the analytically modelled contact \\ire sections.
described in greater detail [9.12]. From a dynamic aspect with respect to oscillation
characteristics, a vertical contact line installation can be modelled by a plane substitute
system comprising individual masses and springs as shown in Figure 9.12.
The conductor elements interconnect the mass nodes and are described by their mass
per unit length m' and their tensile force H0 . Their stiffness is considered to be negligible
[9.16]. All other elements can be modelled by spring elements and masses as oscillating
finite elements. The excitation can be applied at any point along the contact wire, either
along a wire element or at a dropper position. The motion transmission behaviour of
the wires is described in terms of the frequency [9.20]. In this sub-clause, only the
most important relationships can be presented. The approach is based on a conductor
element as shown in Figure 9.13, of length l stretched between coupling points 1 and 2
and characterized by a tensile force and a specific mass per unit length. The equation
of motion of taut strings (equation 9.4) applies to this element, expressed here as:
,.. H II
my- oY 0 (9.64)
in which jj = fJ 2 y/fJt 2 and y" - fJ 2 y/fJ.rc 2 . To solve this equation, it is transformed into
a frequency function using the assumption y = z ei wt.. In the frequency area, this leads
to a time-independent differential equation of the second order
Hoz + f/ 12
mw z = (') (9.65)
z = z1 ( cos /3:r - cot (-3/ sin fh) + ,: 2 sin /3:i: / sin (3l (9.66)
The sum of all forces d11e to inertia and reaction forces yields the~ node force .fr
By separating the para1ncters and applying the transfor functions .Yi and .Yk, we obtain
l
/
'/'
1
= --w 2 ~'
L__, 111 :,,: I /
_!Jilfk d.r
/,: (I
460
~::.__________________ _
9 Interaction _()f pantographs and overhead contact lines
ft= L
k
zk Ho J
0
g~g~ dx
and
which leads to the following equation describing the spring elasticity coefficients at the
coupling points
l
This form of modelling with masses at the connecting nodes and elastic springs between
the coupling points permits additional elements to be introduced by adding further
springs and masses. Then it can be used to calculate the behaviour of any desired
network of masses, inelastic strings and elastic springs.
The system of equations is solved with the aid of natural vectors. This, is done by
determining the natural frequencies using
(9.71)
and then the natural vectors of the system corresponding to these natural frequencies
will be
(9. 72)
The natural frequencies are cakulated using a complex numerical iteration algorithm.
The frequency determinant must be solved many times in order to find the zero values
by iteration. These have to be as determined as accuratel:v as possible, since this is the
precondition for finding the I1atura.l vectors.
461
Forces exerted externally arc taken into consideration by th0 discrete equation of motion
(9.73)
which has to be solved individually for each natural frequency. The motions at the
individual frequencies are then superimposed to obtain the overall reaction.
To solve this equation, the motion is substituted by the modal node reactions
Yn (t)
(9.74)
1
- ~
L.., Foi-lV-i (9. 75)
m,n i
and the weighting function which corresponds to the locations of application of the
excitation forces between the nodes i and k
(9.76)
in which /3n = w 11 / Cp and Cp is the wave propagation speed of the respective conduc-
tors, that of the contact wire being usually used. This approach permits simultaneous
excitations of the system at multiple points to be taken into account. As a rule, this
calls for the definition of the modal damping coefficient, which is a function of the
frequency. However, for overhead contact line equipment ,rith ,ery little damping, a
corn,tant value of 1 % can be assumed for the damping coefficient at all frequencies.
Using the excitation force F as a basis, the respective differential equations need to be
solved for all natural frequencies and the results for the individual frequencies are then
s11perirnposed to obtain the overall reaction of the contact line system. The motion of
;-w_v desired point ca11 be detcrn1ined 11si11g equation (9.65). Due to the use of time-
independent system !llat.rices in the fr<)<!1U'llC-y dimension, the bulk of the calculation
dfort is not required for the actual rnntact force simulation, b11t in the preceding
c,1.k1ilaLious. Therefon. it is onlv n'q11ircd om<' for any gin'n overh<~ad contact line
("( )ll lig111;1ti()ll.
462 9 Interaction of f~cl:ntographs and overhead contact lines
..::..::.:=-----------------------
1,0
Cf)
Cf)
(ll
E
c
~
(ll
Cl.
Cl.
(ll
0
ll)
:::J
<ii
>
~
~
e!
<ii
0
eCl.
0
&!
0,0
II I I I 111 I ii. . ,1, .!Ii..illlr 1111, )\, I rll1,l1
0 2 4 6 8 10 12 14 16 18 Hz 20
Natural frequency - - - - - - -
Figure 9.15: Natural frequencies and the related modal masses for a Re250 overhead contact
line type
The method described above has been used to calculate the natural frequencies of
the Re 250 contact line type as shown in Figure 9.14. Figure 9.15 shows the first 200
natural frequency values obtained. In this graph, the abscissa denotes the frequencies
and the ordinate the reciprocal values of the modal masses expressed as a fraction
of the maximum value. With this, the graph indicates a ,veighting of the effect of
the respective natural frequencies on the motion behaviour. It is noticeable that the
motion behaviour of this overhead contact line type is only slightly affected by the
natural frequencies above 12 Hz. Figure 9. lG shows the natural frequencies of a similar
contact line design but without a stitch wire. It can be seen from the comparison with
F'igure 9.15 that this slight modification or the contact line structure results in a stiffer
r<)action. The higher frequenci<)S an~ rnon~ pronounced.
!:l_:~ Si!uulation of interaction of overt10~_c2!1t,act lines and pantographs 463
------~-~~----------..:.::::::
1,0
(/)
(/)
(1J
E
c
(1J
ro
Q_
Q_
(1J
0
11)
:::,
cij
>
~
~
~
cij
0
eQ-
0
11)
a:
.I ,I 11,I 11111 .. .I II I, Ill,, 111. 111111 \ II id
0,0
0 2 4 6 8 10 12 14 16 18 Hz 20
Natural frequency - - - - -
Figure 9.16: Natural frequencies and the related modal masses for a Re 250 overhead contact
line type, but without stitch wires
The models which were presented for the contact line and pantograph sub-systems can
be used to determine the motions of the components of the sub-systems resulting from
application of an excitation force. The coupling characteristics at the point of contact
are determined by the excitation of one sub-system due to the motion of the other
sub-system. Thus the contact force calculation is carried out by iteration.
Figure 9.17 shows the calculation procedure adopted. The contact line is described by
the natural frequencies and the natural vectors. The initial values are obtained from
the position of the contact line when at rest, which can be statically determined from
conductor masses and forces as well from the length of the droppers. The contact wire
is held at the specified height by the droppers at their positions and sags along the
sections betweeu the droppers. The bending elasticity of the contact wire is also taken
into consideration between the droppers to avoid discontinuities in the contact wire
curve and associated contact force effects at the dropper positions.
The contact force Bim:ulation is now carried out step by step. The train speed is used to
calculate the position of the individual contact points for each step. The static panto-
graph forces 01 the forces acting in the preceding time step are used as initial values. For
these excitation forces, tlw displacernents of the contact wire at all contact points are
calculated for t.hc natural freq11encies and then s11perimposecL The pantograph 'Tnotion
is dctenniued ill the sauw wa,. 'The contact force assumptions enc changed iteratively
until the pantograph a.nd <ontact wire displacements at each individual contact point
1u;1t.cl1. For pautognipli~; and a sing!<) contact point, 15 to 20 it<'rntioll cycles are needed
;t11d this is a.lso Lil(' ms<' !'rn i111iltipl<'. pallt.ographs which ar<' !"11rtli<'t thall 10 t11 apart..
464 9 Interaction of pantographs and overhead contact lines
--=::'...~------------------
Calculation of the
r:o
LL
pantograph displacements 0)
f:? 90 -+-tcHHJ.,..,,_,lt-'t-
_f>
0
C1)
Figure 9.17: Iterative contact force Figure 9.19: As figure 9.18, but with a section
calculation insulator a.t point A
9.3 Si11!tilation of interaction of overheacI.<:~1~act li1_10:~-~1~~l_pantographs 465
---------=
.e
Q)
[:' 90 -11-;--/q,fW-ffll-flH+HII
2
t5
(1l
c0
u 0-f-l-lc-+--t-+-+-+-+--+--+-+-+-+-+-'+-t-i-l-f-+--<-l-t-+--+--+-+-+-+-+-t
Pantograph travel x - -
In earlier references [9.21, 9.22], the quantity and duration of the arcs, measured as
voltage losses, were the physical quantities used to assess the contact behaviour. How-
ever, these quantities do not meet any of the criteria listed above. If no arcs or only
relatively few arcs occur, this characteristic is completely unsuitable for use in system
comparisons. It is not possible to simulate arcing and measurements have shown that
it is not possible to reproduce the results in repeated test runs. Even under identical
conditions on the same lines, repeated tests yield different results.
The contact force couples the two mechanical systems contact line equipment and
pantograph - both of which are capable of oscillating and which have various masses,
coefficients of elasticity, damping coefficients and natural frequencies. The pantograph
lifts the overhead contact line by an amount which is a function of the contact line
elasticity. The fact that the elasticity varies along the length of the contact line, leads to
periodic upward and downward movement of the pantograph head and the amplitude
of this motion, depends on the lifting force itself. Mass inertia forces, which are a
function of the rate of change of the vertical motion, are superimposed on this mean
lifting force (see section 9.3).
As speeds increase, the contact force is effected more and more strongly by the dynamic
components. In order to keep the collector strips moving along and in continuous
contact with the contact wire, the contact force values must remain within a certain
range, i.e. the dynamic range.
The variation with time of the contact force is the definitive characteristic quantity
with which the dynamic behaviour of the system components and their interaction can
be evaluated. In parallel to theoretical studies [9.23, 9.24] on the dynamic motion, the
German Railway Research Institute, located in Munich, (Versuchsanstalt der Deutsche
Bahn AG) developed a force measurement method [9.2, 9.25]. Since 1980, after a suc-
cessful test phase, this measurement system has been used by the DB and other railway
operators since 1980.
In addition to the contact force, other characteristic quantities have been introduced
as criteria for evaluating the pantograph and overhead contact line interaction:
the overhead contact line uplift,
the pantograph's vertical motions,
the contact behaviour of the pantograph head or collector strips expressed in
terms of the frequency and dm-rdion of power losse8 when trains travel without
traction power (sec' [9.21, 9.22]) and for higher train speeds by monitoring arcing
(see [9.26]).
All these are secondary quantities and result from the respectiw reac:tion to the contin-
uous variations in the contact force which couples the two oscillating systems: overhead
contact line and pautograph.
The uplift of th(' contact wire lw the pantograph is recorded eitlwr stationar:-dy by a
rneasmiug unit install('d at a support (see clause 9.4.5.J) or mohih bv an optical mea-
suring system installed dose to the pantograph on a traction unit (see clause 9.4.5.2).
Separate assc\ss,nent of the contact lin(~ alone is mainly c-anied out hv n\corcling the
nm!ru:! wzn: t:11:t.!wl 11osifl011. and by calculating the wntact li n.r: elastir:'ity based on
t.lw 11plif! rem, d<'d for an applied cont.ad. force. In addition 1l1e rn1nponent.s of the
-168 9 Interaction of pa.11tographs_and overl1ead contact lines
contact line are checked in regular intervals. Especially tlw position of the steady and
registration arms as well as the clearances of live comporn~nts to structures and tunnel
walls must be checked.
Inadmissible, too high or too low contact forces result in increased wear of the contact
wire. The wear is determined by measuring the resuiual contact wire dirnensfon .
.Assessment of pantograph alone as a separate component is carried out on a pantograph
test stand (see clause 9.4.4). There, the oscillation performance of the pantograph is
tested within the range of relevant amplitudes and frequencies.
Pantograph ( Sensors )
L _ t_
Roof of
traction Power supply of sensors
unit Signal adjustment
- --!--
Earth
- - - Insulators - - - -
Measuring
car
Normalising of
measuring signals
Figure 9.21: Schematic di-
220V-
Calculation circuits agram of the system used
to measure contact forces be-
Analogous measuring tween the contact wire and
quantities
the pantograph
received are converted back into electrical signals and passed to the measuring car [9.2]
for further processing. For example, from these signals the individual forces, the sum
of the forces and the location of the contact spot on the collector strip are dettrmined,
recorded and printed.
T'he recording sensors arranged at the pantograph must comply with the follmving
n)quirements:
they must have minim111n effect on the original dirnensions or mass of th<' panto-
graph head and not change the behaviour of the pantograph head in anv unac-
ceptable way.
the SC)nsors must be abl<' to 111casm<' sla/;ic and dynwnic: fon:cs;
<'11viroumcnL-ll effe< ts, <' g . wid<' Yariations of arnlii<'nt t<:~1t1p<~ratures or strong
470
-----------------:F2
(L'--)
Fz 2 8 (a)
;,-----
M(y) = F2 ~ (b) ---- (c)
M(y)
Q(y)
Figure 9.23: Shear forces and moments
Q(y) = F2 dM(y) = fz..
dy 2 acting along a collector strip. a corre-
sponds to a rigid fixing, b corresponds to a
0, left side completely flexible support, c corresponds
0, right side to the real collector strip fixing conditions,
Q shearing force left side, Q shearing force
right side
tact wire strong electrical and electromagnetic alternating fields occur due to the high
alternating currents and electrical arcing. To minimize induced interference before am-
plification of the signal, adequate shielding of the electrical connection to and from
the sensors must be utilised. It is also useful to amplify the diagonal bridge signal
of the strain gauge sensors as close as possible to their origin. Therefore, the bridge
amplifiers are integrated into a casing installed on the traction unit roof above the
insulators (Figure 9.24). The casing is also required for downstream electronic devices.
A multi-core, 4 m long cable is used for the connection between the sensors, amplifier
and power supply.
Due to the adverse environmental conditions at the pantograph, technical requirements
of the input amplifier concerning common mode rejection and temperature stability
are modified. For an ampl~fication factor of 500, a common mode rejectfon factor of
110 dB and a temperature drift of less than 1,5 V /K must be achieved. To fully utilize
this amplification, the sensors must be tuned in the installed condition such that the
residual no-load bridge voltage will be a few m V only. An optimurn design of the input
arnpli.fier assumes that signals of forces with high amplitudes ( up to 1000 N) can be
processed without the amplifier going into overrange.
The amplifier output signals are converted to frequency-analogous digdal signals and
passed to an optical fibre link by meaus of light-emitting diodes (LED) necessary
for galvanic decoupling between high-voltage potential and earth potential. The opti-
cal fibres are guided through a bushing insulator for protection against pollution and
damage. At the eartlt potential end of the insulator, the optical signals arc rnnvcrtecl
back into electrical signals by photo-sensors and passed to the testing and nu:a,.<;11,n,ng
car via cable.
In the measuring car, th<' frequency-analogous electrical signals are re-converted to
analogue 111eas11n~mcut signals b.r means of frequency /voltage couversion. The analogue
signal;-; arc an aCTt1rnte r<:pr<'s<'t1tation of the shear fon:es occmri11g at the~ four force
sensors nud of' the foff<'S acting at t It(' collector strips s11ppott
__ 9 Interaction of pantographs __and_ overhead contact lines
-1,2 -------------------
F1 + F2
F2
I I Fl
/
J~ -- [
y
;
I
: '
F4 \ F3:
I F3 + F41
I I
I I
I Ys I
I I
I I
I I
: F2 + F4 F1 + F3 : I I I 11 I I I I I I 11
~H~~---~-~~~~H~
+ F3 + F4 F1 + F2 -1- F3 + F
t
1
1 -1- F2
2 1---~~-++~I,-I,-I.,..1lc+---,-1---,-1~1~l~I1.--,1-;..il
/ ""- a, _ _ L_LLiLUL
:i b) I I I I I I II
Q)
~11--==l=~:.:r;~'P-!-'l"j---'--+==t=t=-t-ttil-H
u 2: I I I 1111
0 -a)-,--1-T1T1IT
LL
ys
---""''-----------~---- 10 Hz 100
Contact wire displacement Frequency-
Figure 9.25: Determination of the contact wire Figure 9.26: Amplitude of transfer func-
position on the basis of the forces measured tion. a without and b with dynamic
contact force correction. 1) Module of
Frecorded / Fcontact
Due to the steady technical progress in the field of electronics within the last few years,
highly efficient integrated modules have been developed. These modules can include
the complete electronics for signal processing and can be miniaturised so they can
be arranged directly at the force sensors. The electronic modules already supply a
frequency analogue digital output signal which can be transmitted from the collector
strips to the optical conversion unit arranged at the pantograph base frame almost
without disturbance.
1~ = Fs, + l~rt
9A l\foasurcmeI1t.s and tests _____________
The position where the contad force is applied can be determined from the relationship
between the difference of the sum of the summed up individual forces on the left and
on the right side to the total force:
., (F1 + F3) - (g + Fi)
is = ks...C.--------- (9.77)
. . F1 + F2 + F;3 + Fi
where } 5 is the distance of the contact wire from an imaginary central axis 011 both
collector strips. The factor ks, which has the unit of a length, serves as a calibration
quantity.
Contact force
The relationship between acting contact force and measured internal force, valid under
static conditions, is valid only for low frequencies in the case of dynamic processes (see
Figure 9.26, curve a). The relationships between input amplitudes and recorded force
and phase shift are functions of the frequencies. The relationships may vary greatly for
individual pantograph systems and can be determined for example, on a pantograph
test stand as described in clause 9.4.4.
\Vhen measuring the collector strip acceleration i in the vertical (z) direction simul-
taneously and correcting them according to (9.78) with the mass inertia forces Fmsz
resulting from the collector strip masses, the amplitude curve of the transfer function
and, therefore, the measuring precision of the contact force, will be improved signifi-
cantly (see Figure 9.26, curve b ).
The contact force Fi< is obtained from
where
-:-s is the mean acceleration [(i 1 + i2 + Z3 + i4)/4];
ms the related mass of the force sensors (msr + rns 11 );
::: t, 2 ,3 ,4 the acceleration at the position of the force sensors and
msr, rnsII the masses of the collector strips I and II.
To correct the recorded internal force, acceleration sensors are installed at the collector
strips or at the force sensors already located there. The output signals of the forc<\ and
acceleration sensors are separately available. Correction of signals is done by processing
them according to the formula given by above signal circuitr_, which enables linear
filtering to the phase also in the limit and blocking state.
Figure 9.27 demonstrates the difference in measured results of contact force' befor<\ and
after applying dynamic- correction to intcrna.l force measurements. The pattern of the
two curves coincides in principle. How(:V<'r, tlw contact forces show cousidNahl_, more
high-frequency signal con1ponents than tl1e internal forces.
The lll<'asured pcuam<~tcrs and the valiws d(~rived along the t<'sted track sections are
logged using graphic r<'.tord(~rs [9.2]. Figure 9.28 shows an example of such a recording.
111 addition to so111e gen<'ral i11formatio11 011 the tested stretch of the li11<' the record
contains thC' following inforrnatio11
9 Interaction of pantographs and overhead contact lines
200,------,-----,-----,----, 200,------,----~------,---~
t1
(l)
:o 1------+----t---------t-------t t 1~o
(]_)
1-t--.--;-1---rlt-------:--c--tt----c--,--1
E u
. 100 l-+-fr/-lltttl,'V-'1 i"'rllfti\"atrl-rWl---tTHft:f
1
2100
0 0
co co
50 1 - - - - - - - t - - - - - t - - - - - + - - - - - l 50 1-------1----+----+---------l
(.) (.)
Figure 9.27: Record of forces during a test run. a) internal force between pantograph head
and collector strip, b) contact force, dynamically corrected
fff,2
I I I I I ms
I I I
,40
1 V
)'supports 100t
,00 I
,80 - _,_ -- ---- - - --+ X
10
20 2
(1)
I I
N dynamic force gra
00
00
,, I
~~!
.. II., d ..
,. i,L "If' 'II" ,,,,IIIJ 11,,,/, llfl .. '""' rr'""
,, .. ,11
Fs1 I . ,,,
*vw, Fs11
"'"
"
--I, F 1 ...II/ti~. IL ,_. ""-~ ..I
~;\~'~?rV"I r{,
F Contact force
CWH Contact wire height
tare Duration of arcs
strPiot stretch left curve 0 Overlapping section
running speed,
distance travelled (line kilometres),
symbols for particular characteristic points of the overhead contact line such as
overlap sections (0), midpoint anchors (MP), points (W), etc,
vertical pantograph nwtfon,
arcmg,
contact forces:
total force Fs,
sum of forces on lea.ding colkctor strip F.s 1,
sum of forces on trailing collector st.rip F.s 11 ,
----~
9.4 Measmernents and t~s_~fl_ ___________ _
Since the force sensors for recording the contact force are arranged underneath the
collector strips, the aerodynamic uplift and downwards force., acting from the collector
strips to the contact wire can not be detected by the force sensors. To be able to con-
sider the running-speed-dependent aerodynamic force components, a speed-dependent
correction factor must be added to the recorded contact force.
The aerodynarnic uplift force component is determined by measuring the uplift force ac-
cording to the UIC rules [9.29]. To carry out this measurement, a pantograph equipped
with a contact force measmement device is fixed by two ropes attached to a collector
strip, each such that the collector strips will not touch the contact wire dming the test
run. The co~lector strips are fixed vertically (see Figure 9.29). The distance between
the collector strips and the contact wire is approximately 100 mm.
At the upper ends of both ropes, winding devices are arranged which are fixed to load
cells. The load cells are used to record the forces transferred by the rnpe to the collector
strips. Simultaneously, the internal forces underneath the collector strips are recorded
by the contact force measuring system. The aerodynarnic cmnponent of !he. , ertical
force (Fae,o) results from the difference of the force recorded via LIH) two ropes (Fiope)
and the internal force ( f"') recorded by the contact force' mPasuriug systciu. Using
this measuring prncedm<\ the aerodynamic components of the v<~rtical forces acting
on the pantograph collc~rl.or strips arc detennin<~d relative' to tll(' rn1111i11g speed, the
-1,6 9 Interaction of pantographs and overhead contact lines
-----I---.-I-------
_ C::/ contact wire _
-
I
Faero
collector strip
""-t-""---........::------""+..,___ pantograph head
string I string II - --
Figure 9.29: Determination of the aerody-
namic force components acting at the collec-
tor strips of the pantograph by measuring the
forces in ropes which fix the collector strips.
a) units to measure the forces between collec-
/
tor strips and pantograph head; b) units to
/
measure the tensile forces at the strings
F[N]
Q)
u
0
LL
200
150
100
50
Figure 9.30: Record
0 100 200 300 400 500 600 700 800 900 1000 of a contact force
Distance [m]
measuring run
N
- - - - Re 160
---- Re 200
J SBS 65
( x 3 s) = f(v)
/
200 - - - Re 250 ,,'
extrapolated / '
/
/
/
100
- - - -<-x
---~-
--- -.... _
- - - -=--:::_-------
0
Figure 9.31: Dynamic range of contact
150 200 km/h 250 forces of DB overhead contact line designs
V ----- d<~pending on the running speed
9.4 Measurements and_test,s ____________ --- -------- 479
statistically defined range of dynamic forces. They can be identified as local faults
in the overhead contact line. Evaluation of the recordings from regularly scheduled
rnaintenance test runs on the overhead contact line netv\'Ork focuses on locating such
faults.
The faults in the overhead contact line are assessed and located by checking the ana-
logue cont.a.ct force records which are available in the form of a graphical printout or a
protocol (see Figure 9.30). The evaluated documents containing information on fault
locations found can be forwarded to maintenance departments immediately after the
test runs so corrective measures can be initiated.
The evaluation of recorded measurements, including faults, has led to the following
cone! usions:
Any clearly pronounced discontinuity in the dynamic contact force record, as
indicated by a contact force peak with an amplitude greater than 1,8 times the
mean value, can always be clearly related to a particular cause.
Increased contact wire ,vear is observed at every location of a fault, which occurs
even at relatively low running speeds.
In many cases, the cause of the fault is poor adjustment of the overhead con-
tact line during installation. Corrective measures can be defined by checking the
contact line adjustment.
Other reasons may be local mass accumulations, faulty o,erlapping sections and
faulty contact line installation over points.
Z'Z
max
6500
Height mm
Contact wire
'-J.
min I'
4950 I ',
Height I
I
I
Camera 1 / 1/ / . _.,,,.
Height
-3500
of roof
-1000 L----11---~Measurement
of distance
-450
the location of poles, the location of droppers, the contact wire gradients, as well as the
printouts from measurement systems for the contact forces, the uplift and the elasticity.
The dropper and pole locations are identified and recorded automatically.
The specified adjustment position of an overhead contact line is recorded during ac-
ceptance procedures of newly erected contact line installations and after re-adjusting
existing installations. It would be useful to measure in every case the deviation, from
the specified position. But for this purpose, the evaluation system would initially have
to be provided with the entire contact wire position data, which would take consider-
able effort. A simple and practical solution consists of a graphical presentation of the
vertical and lateral position relative to the track. In this kind of recording, deviations
from the specified position can quickly and easily be identified. The compliance of the
stagger with the specified limits can be checked at the same time.
As contact force measurements have shown, sudden and large force variations are often
caused by discontinviities zn the overhead contact line position. Also, for these aspects
it is sufficient to inspect visually the contact force graphical records of the line section
tested. Computer systems can also be used to detect and display automatically any
abnormal sections recorded in the course of the test runs.
By using a measuring device, it is also possible to monitor the dynamic behaviour of
the contact hne immediately behind the contact point with the pantograph. If the
initial position of the contact wire is known from proceeding runs, the dynamic uplift
position of the ccmtcvL line can be determined at any location by means of an evaluation
computer.
In principle, the syst<'.lll to tnonitor the contact wire position can a.lso be used to measure
the thickness of the um.tat{ vnre because of the adopt.ion of high-resolution cameras. For
this purpose, the optical n~sol11tion of the cameras must pnmit detection of the contact
wire with a precisiotl of 0.1 ItlllL B., evaluating the \Yidth of the contact wire mirrored
1"1m:n:in.r; surface and tli<' sides of I lw co1ttact wire. tit<'. rc)sidual tl1ickness and initial
9.4 Mcas\geme11ts and tests 481
mm
mm
53001---t-----+-----+----+-----+----+-----+----+----t------+---1
0,6
mm/N
0,2 1---1-----1-----1-----l------+-----+---'"'----------'-----+------+-----+--l
200
N
-0, 1 ~ ~ - - ~ - - - - ~ - - - ~ - - - ~ - - - ~ - - - ~ - - ~ - - - - - - - - -
132,0km 132,5km
F'igure 9.33: Typical print of contact wire po::;ition rncasmemcnts with lateral displacement,
contact wire height and contact line gradient. a) Contact wire lateral position; b) Contact.
wire height; c) Elasticity; d) Contact fon:c; e) Change of contact wire gradient.
1,5 I I
+ I I I I I I I
mm -.7 T 7-- I- , - i- -1- -1 I I
diameter of the contact wire can be determined automatically. This is done by using
the data from the four cameras and simultaneously calculating the contact wire position
relative to the cameras. This enables continuous monitoring of the contact wire wear
over distances of several centimetres, while measuring the contact wire position. This
approach will allow detection of premature wear of the contact wire at critical spots
and may initiate corresponding maintenance and adjustment procedures to extend
the contact line life cycle. Figure 9.34 shows a comparison of contact line thickness
measurements by hand and by the optical detection system.
Structural analysis
By using stroboscope lights, simple optical structural analysis can be carried out on vi-
bration test stands. Short-period, intermittent lighting of individual pantograph parts
enables the vibration modes of components to be monitored. From the formation of
vibration nodes and antinodes at which fatigue failures may occur under extreme condi-
tions of usage, conclusions on the material stressing during operation can be obtained.
The contact wire uplift can be determined either by stationary measuring equipment
at a contact line support or by mobile measuring equipment installed on a vehicle.
To monitor the development of the dynamic uplift with time at a support, stationary
upl~ft measuring devices are used. This is necessary for
acceptance or determination of the maximum permitted speed of ne,Y vehicles or
pantographs, in conjunction with the overhead contact line design so as not to
exceed the maximum permissible uplift.
the stationary monitoring of pantographs in commercial operation.
\i\Thile initially, for short periods, the uplift will be measured when carrying out accep-
tance running, eventually a fully automatic operating installation must be installed at
several locations within the network.
Using a potentiometer connected to the steady arm with a pre-tensioned r,lpe, the
uplift movernent is monitored while stationary at a support. The isolation of potentials
is achieved ,vith an insulating section within the rope (Figure 9.36). The signal is
transferred without anv potential h_y means of an optical coupler to the measurement
amplifier, directly con11<:ctecl to a PC. Since the uplift is a function of the running
speed, this is regist.en'd autoumtica.lly by means of two coutacts at the rails. The
recorded data is trausf<'n<'d h, uH~ans of Gl'vIS radio. This dC',ic:e has the advantage of
simply monitoring the displace1t1<:11t of the contact ,virc' at a support with tirne.
Figur<~ 9.37 shows tlw v1'.t/1rnl 111.01wmcnt of a 1:mdact. w11 e at a support ,,lwn a train,
wliiclt has two p;-rnl.ogrnplt:, sp;H'<'d :ti"() 111 ;1pmt, is p;1ssi11g. TIH' l<~adi11g pa11tograph
9.4J\1Ieasm~emeuts and tests 485
100 -272m
.
-
F
/120001\
10 carriages
___
~-
_ 103003
mm
locomotive 2 locomotive 1 -
---
---
,_ - ]
Al l
kkn 1-tdd
,
. .
.,,
11111 II 1/IIU r'\(\I\,
0
y~v ' U!.
contact wire
.
0 4 8
' 12 16 20 24
' I J
28 32 s 36
Time---
Figure 9.36: Statio11ary recording Figure 9.37: Cont.act wire uplift. a.s a func-
device for co11tact wire uplift tion of time, train with two pantographs
travelling at a speed of v = 270 km/h
lifts the contact wire approximately 80 mm. The trailing pantograph then runs along
a contact wire oscillating at one of the natural frequencies of the overhead contact
line equipment. However, the resulting uplift is almost the same as that caused by
the leading pantograph. After the passage of the two pantographs, the contact line
oscillates at an amplitude of 20 mm with relatively low damping.
In view of the pantograph diagnostics during commercial operation, the uplift during
a pantograph passage enables conclusions to be drawn on the condition of the panto-
gr,1,ph. This is possible since maximum uplift is proportional to the contact force of the
pantograph a.t the location of the support. The contact force is formed by the following
components:
n too higl1 01 too lm\ dvu,1111ic co11t.ac-t fore<' co11qHHl<'11t rh11;-unic due to
defect.iv<'. 1u<~cl1anical parts 1-1t. !.11<' pnutogrnpl1, for <'xa1npl<' a ddl'ctiv<' dam-
p<'r;
486
~::__ _________________ _
9 Interact.ion of pantographs and overhead contact lines
1 0 - - - 1 - - ~ I - - - I- - ~ I - - - ,
t
cm
s
6
-,-7--:-
I
---~---
I
r--:--: -:--T-- -
~ --~
I I
--:+-
I I
ct
bile and stationary contact wire uplift measure-
ments (five test runs, one stationary measuring
2 ---~-- -~- -~ ~-
I I I I location).
O~ - ~ - - 2 - ~ - 3 - ~ - 4 - ~ - 5 ~ + stationary measurements
Test run No. - - - - mobile measurements
- a large change in the contact strip mass, for example caused by a collector
strip worn out beyond acceptable limits.
This shows that the observation of uplift forms an important tool for automatic panto-
graph diagnostics which can effectively monitor many defects. However, this supervision
will not identify the actual reasons for the defects.
where:
l longitudinal spau in m,
Hew contact wire teusile force in kN,
He:/\ catenary vvire tmsile force in kN,
k numeric factor ranging between 3,5 and 1,0
as described in r<'fcrenc-e [0.:n]. For catenan systems ,,ithcrnt a stitch wire, k = '1,0,
for U1osc\ with a stitch wir<' /.: -- '.\/> .
-188
~::::__ _______________ 9 Interaction _of pantographs and overhead contact lines
65m
-- ------,
0,60
mm/N r--...
!
0,55
0,50 '-
~ /
./------- ~ /
/
c 0,45
2 0,40
"--..... / "--..... /
(/)
63 0,35
0,30
Figure 9.39: Elasticity of overhead contact line design Re 250, calculated using FEM
~ff P"'hoff
support span mid-point support
1,2 . - - - - - - - . - - - - - - - - - : : ; , . . - l - c ; : : - - - - - - - - , - - - - - - - ,
mm/N
0,9 + - - - - + - - - " , ~ - - - - + - - - - - - + - - - - - - - - 1
mm/N
CuAg AC-120, Bz II 70
/ (measureu values)
Cl)
c 0,6 1 -~~~';;;f;';;;";;\;9--~""'::-..::="'f-~:s.:;z:~z--j Figure 9.41: Elasticity in the mid-
:~ dle of a span, overhead contact
63u5 0,5 -i-~gart--------t--~~-
lines with and without stitch wires,
N
Cl)
o::_,___ _ __ plotted as a function of the ten-
0,4
sile forces. A comparison of mea-
0,3
sured values with values estimated
20 25 30 kN 35 by approxiwation calculation, span
Tensile forces (Hew +Hefl ) length G5 u1
9.5 Effect of the design parameters 489
------ ------------- - - - - - - - - - - - - - - =
u a u a u a u a u a
100
mm
1,0
0.
::::i
o~~~-~.,__~~-~~~~~~-~~---""~-"'-"-'---'----L-~~
Figure 9.41 shows that equation (9.80) gives a reliable and acceptable approximation
of the elasticity of an overhead contact line.
The elasticity at the supports depends on the structure of the overhead contact line
equipment. At the supports, contact lines without stitch wires only achieve elasticity
of 30 % to 50 % of the mid-span values. However, by adding suitable stitch wire
arrangements, the elasticity at the supports can be increased to approximately 90 %
of the mid-span values (Figure 9.41).
As train speeds increase, the umformity of the elasticity becomes more and more im-
portant. The degree of elasticity uniforrnity
in which Cmax and ernin are the maxirrnt and minima of the elasticity, characterizes the
elasticity variation along a span. Unifonnity values of less than 10 % are desirable for
overhead contact lines for high-speed trafli.c and can be achieved (c.f. Table 9.2).
Tlic rrwan value of the contact force exerted by the pantograph and _the elasticity of
(!}(' c:ont.;-,cC litt(' drt<rrnitie tl1<~ rout.act. wire nplifL As train speeds increase, a dynffmic
490 9 Interaction of pantographs and overhead contact lines
uplift component is superimposed on this static value. The dynamic component, which
increases sharply with speed, is a function of the dynamic characteristics of the overhead
contact line. Figure 9.42, taken from reference [9. 7], shows the development of the
dynamic uplift value compared to the calculated static values as a function of the train
speed. The calculated static values are the product of the mean contact force exerted
by the pantograph and the elasticity of the overhead contact line. For an overhead
contact line installation designed for 200 km/h (Re 200), the measured dynamic uplift
values only exceed the calculated values at speeds of 230 km/h and above. At higher
speeds, the sharp increase in the dynamic component is noticeable.
A series of dynamic criteria, which can be used to formulate the specifications for
design of overhead contact lines with certain desired characteristics, was derived in
section 9.2. The wave propagation speed of transversal waves along the contact wire, as
described by equation (9.6), is one of the fundamental dynamic design criteria. This,
in relation to the train speed, permits the Doppler factor to be derived using (9.56).
The Doppler factor approaches zero as the train speed approaches the wave propaga-
tion speed of mechanical impulses along the contact wire. The reflection coefficient,
according to (9.61) is another parameter which determines the dynamic behaviour of
overhead contact line equipment. It is only a function of the overhead contact line
design data, i.e. it does not depend on the train speed. As explained in reference [9.8],
the ratio of the reflection coefficient to the Doppler factor is called the amplification
coefficient (c.f. equation (9.59)). This coefficient is also a function of the train speed. .I
The effect of the dynamic criteria on the behaviour of an overhead contact line, can be
verified by measurements. When preparations for high speed trial runs were in progress
in 1988 [9.1] one of the decisive issues was whether an overhead contact line design of
type Re 250 would permit speeds in the region of 400 km/h. In the course of trials
carried out by the SNCF in 1981, the dynamic uplift of the overhead contact line
limited the maximum speed to 380 km/h [9.32]. The uplift reached values of around
200 mm.
In test runs using the ICE/V test train in November 1986 on a section of the Hanover-
Wiirzburg line, the maximum uplift measured at a support was 105 mm whereby the
maximum speed at the point where the measurement was taken was 310 km/h. The
measured uplift increased more than proportionally with the train speed (Figure 9.43).
Since the mean pantograph contact force was constant at 120 N, the dynamic effects
must have been increasing the uplift considerably.
In 1981, the French railways SNCF used a,n experimental oYerhead contact line with
a contact wire cross-section of 150 mm 2 ,1,nd a tensile force of 20 kN, i.e. a stress of
133 N /mm 2 [9.32], for which a wave propagation speed of 4-10 km/h can be deduced.
The uplift values measured and calculated for this overhead contact line are plotteti as
a function of the train speed in Figure 9.43. According to reference [9.32] the rneasured
values obtained by the SNCF at 300 km/h are lower than those monitored for the
Re 2-30 design. At 400 km/h, uplift va,l ues of a.pproxirnately :300 mm are to br expected
9:5 Effect of the design parameters 491
300 - , - - - - - - - - - - - - - - - - - - , . - - - - , ~ - - - ,
Re 250, CuAg AC-120, H= 15 kN 125 N/mm
SNCF, Cu AC-150, H = 20 kN ~ 133 N/mm 2 :
mm
Re 250 V, CuAg AC-120, H 21 kN ~ 175 N/m,ti 2
I
2501-f----f-------i'-----+----.-'-1-1~---j
alues,
pen line Figure 9.43: Vertical uplift of
0 -t-11-----+----t-----+----t-------i overhead contact lines as a func-
200 250 300 350 400 km/h 450
Train speed v _ _ _ ____,__ tion of the train speed [9 .1]
with the SNCF overhead contact line. Since the wave propagation speed of the Re 250
design is 426 km/h and therefore lower than that of the SNCF's experimental overhead
contact line system, the dynamic effects would be even greater. The uplift in a Re 250
without any modifications would be considerably greater than 300 mm at a train speed
of 400 km/h. Such high values cannot be permitted because the uplift range of a
standard Re 250 design is limited to 200 mm by structural parameters. Thus it would
not have been possible to achieve a train speed of 400 km/h using a standard Re 250
overhead contact line.
The same conclusions can be drawn by studying the Doppler factor and the amplifi-
cation coefficient plotted as a function of speed as shown in Figure 9.7. The relevant
data are summarized in Table 9.3. The experimental SNCF contact line reached the
maximum speed where supply of power to the train was interrupted at a Doppler factor
of 0,073 and an amplification coefficient of 5,0.
To reduce the clyncirnic uplift, the Doppler factor must be increased, and this can only
be achieved by increasing the wave propagation speed of the contact wire. According
to equation (9.6), this can be achieved by increasing the contact wire stress but not by
increasing the tensile force acting on the wire while increasing the cross-sectional area
and retaining the same stress. According to equation (9.5G), to keep the Doppler factor
at values equal to or above 0,1 at a tra.in speed of 400 km/h, the wave propagation
speed must be approximately 490 km/h. As per (9.6), this would correspond to a tensile
force of approx. 20 kN acting on the 120 nun 2 contact ,-vire, or a stress of 167 N /mm 2 .
To provide tli(' best possible conditions for the trial runs, a fore(~ of 21 kN ,vas applied
t.o tit(' rn11l,,1ct \\'in~ [~U] This incn~ascd t.hc wave propagatio11 sp<'cd Lo G04 km/h, the
492
- - - - - - - - - - - ----~-------------
9 Interaction of pantographs and overhead contact lines
Table 9.3: Dynamic characteristics of overhead contact lines used for high-speed test runs
Units SNCF Re 250 Re 330 SNCF
1981 DB 1988 DB 1991
Contact wire Cu AC-150 CuAg AC-120 CuMg AC-120 CuCd AC-150
Tensile force kN 20 21 27 33
Catenary wire Bz II 65 Bz II 70 Bz II 120 Bz II 70
Tensile force kN 14 15 21 15
Wave propagation speed km/h 440 504 572 560
Reflection coefficient 0,363 0,392 0,469 0,314
Elasticity at middle of span rnm/N 0,53 0,44 0,39 0,33
Maximum speed km/h 380 407 - 515
Doppler factor
at 250 km/h 0,275 0,337 0,392 0,383
at 450 km/h - 0,057 0,120 0,109
at maximum speed 0,073 0,106 - 0,042
Amplification coefficient
at 250 km/h - 1,3 1,2 1,2 0,8
at 450 km/h 6,9 3,9 2,9
at maximum speed 5,0 3,7 - 7,5
reflection coefficient was 0,392 and at a train speed of 400 km/h, the amplification
coefficient was 3,4 (c.f. Table 9.3).
In Figure 9. 7, a considerable improvement of the characteristics because of this increase
in the contact wire stress is visible. Particularly at speeds above 350 km/h, considerably
reduced overhead contact line uplift was to be expected (Figure 9.43). These expec-
tations were fully confirmed by the high-speed trial runs. The 400 km/h barrier was 'I
broken for the first time ever and a top speed of cl:07 km/h achieved. The overhead
contact line uplift values measured are plotted in Figure 9.43. The maximum value was
roughly 140 mm. The calculated predictions concerning the uplift were confirmed. This
example illustrates the effect of the dynamic criteria on the contact characteristics.
tensile force 15 kN
200
N
100
0-
z
tensile force 21 kN 0
0)
200
N Figure 9.44: Contact force graphs of con-
100 tact wires subject to tensile forces of 15 kN
and 21 kN. contact wire CuAg AC .. 120,
50 N
0 overhead contact line design Re 250.
If the tensile stress is kept constant, increasing contact and catenary wire cross-sections
leads to a linear reduction of the elasticity. For this reason, contact wires and catenary
wires with as large a cross-section as possible are desirable from the perspective of
aiming for very low elasticity. However, the investment increases in proportion to the
cross-section, and for commercial reasons, investment must be kept as low as possible.
In the course of development work on the contact line type Re 250, the DB also tested
overhead contact lines using contact wires CuAg AC-100 and CuAg AC-120 along
the Neubeckum-Giitersloh trial line. Both wires were subjected to a tensile stress of
125 N/mm2, in view of train speeds of up to 280 km/h (9.33]. The wire with the larger
cross-sect.ion led to lower standard deviations in the contact forces, i. e. was better from
the dynamic aspect. As can be deduced from (9.6), equal wire stresses cause equal wave
propagation speeds along the wire and thus also equal Doppler factors. For this reason,
increasing the cross-sections while maintaining the same stress would not contribute
to any progress vvith respect to the suitability of an overhead contact line for operation
at near-rna.1:imum speeds.
Assuming equal cross-sections, increasing the stress will reduce the elasticity of the
overhead conta,ct line (9.80) while at the same time increasing the wave propagation
speed along the wire, as demonstrated in (9.6). Equation (9.Gl) shows that increasing
the contact wire stress will also affect the reflection coefficient.
Increasing the contact wire stress improves all the significant parameters of an overhead
contact line, as well as the dynarn.'ic performance. Figure 9A-l shows the contact force
graphs recorded when travelling along an overhead contact line of standard design
Re 250 with contact wire forces of 15 kN and 21 kN, respectively. at a speed of 280 km/h.
The dynamic bandwidth is reduced considerably and the conrnct force peaks are lower
on that wire subject to the higher tensile force. Figure 9A.j shows the observed standard
deviations for th<'S<' tensile forces of 15 kN and 21 k..\ as fonctions of the train speed.
The standard deviation achieved with the tighter wire is :3 _\ lower on average, this
being equivalent Lo a 15 % decrease at traiu speeds of 250 km/h. Therefore, increasing
the stress iu the contact wire is oue of the most suitahl(' 1uc:asurcs for adapting an
ovct!wad cont.an li1w for hiyh-sJJceri train traffic.
Acrnrdi11g to equation (~).Gl), the stn~ss in th<' caLPt1,1n \\it(' \\ill also affect. the reflec-
9
?::::_:___ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Interactionofpantographs and overhead contact lines
25
N
tensile force 15 kN
1 20
>
(I)
u 15
u
'
uC
ro tensile force 21 kN
Figure 9.45: Standard deviation of the
u5 contact force plotted against running
10 speed, contact wires subject to tensile
forces of 15 kN and 21 kN, contact wire
5
200 250 km/h 300
CuAg AC-120, overhead contact line de-
Train speed v sign Re 250.
200
a) span lengt11 44 m
N
l
(I)
~
E
150
100
t3
<1l 50
c0
0
0
200
b) span length 65 m
l
(I)
u
2
150
100
the span lengths will also reduce the elasticity of the overhead contact line system. For
high speeds, shorter spans are preferable but the larger number of poles and founda-
tions required imply higher installation investments. The demand that the span be
as long as possible for economic reasons without leading to negative running contact
characteristics, poses an optimization problem.
The design of overhead contact lines Re250 [9.30, 9.34, 9.35] and Re330 [9.7] with a
maximum span length of 65 m instead of the 80 m used in other standard DB over-
head contact line designs, has led to a reduction of the elasticity by roughly 20 %. To
halve the elasticity in comparison to that of the standard designs Re 160 and Re 200,
it would not have been sufficient to just increase the contact wire and catenary wire
cross-sections and the tensile stresses in these components [9.6].
Actual installations have tension lengths with varying span lengths. Figure 9A6 shows
a graph of contact forces along span lengths of 44 m compared to a graph of contact
forces along span lengths of 65 m under otherwise equal conditions. At a train speed of
280 km/h the standard deviation of 19 N obtained ,vith shorter spans is clearly lower
than the normally observed value of roughly 22 N. Therefore, reducing span lengths and
consequently lowering the contact line elasticity, contributes towards reducing dvaamic
force effects.
The systern height, which describes tlte distance between the catenary wire aud the
contact wire at the supports, does uot occur as a parameter in any of the expressions
for the characteristic properties of overhead contact lines. The system height O\ erhead
contact lines in tunnel scctious of G<~rman high-speed lines is 1, 10 m and tlw span
leugth is 44 m [9.36]. Figttrc 9.cl 7 shows a comparison of these \\ith equivalent t.cnsioning
lc-n11lhs lrnxiug the sa11te sp,w l<illgl.11 ol' 41 111, bnt with a S\St<'tll !wight or 1 . 80 m, as
-!96 - - - - - - - - - - - ------ -------- 9 Interaction ofpantographs an<l overhead contact lines
-~- ---
200
a) syslem heighl 1,80 m
N
l(j)
0
.
150
100
t5
cu 50 -
c0
0
0
200
b) system height 1, 10 m
150
Figure 9.47: Dynamic
contact forces depending
1 100 on the system height,
(j)
0 contact line design Re 250
2 with system heights of
t5 50
cu
c0 1,80 m (sections in the
0 open) and L40 m (sections
0
0 300 600 m 900 in the tunnel). span length
Distance travelled - - - - 44 Ill.
Adjusting an overhead contact line in such a ,vay that there is an initial sag (''pre-sag")
at the mid-point of a span relative to the supports, is based on the assumption that
if the elasticity at the span mid-point is higher than at the supports, the pantograph
will lift the contact wire to a greater extent at that point. The pre-sag aids in achiev-
ing a contact locus at a constant height relative to the rail head. Tliis desired effect
would only be achieved however, if the conta.ct force exerted by the pantograph were
independent of the pantograph design aud train speed. As this is not the case, it is
only possible to adjust tlw s_vstem for a constant-height contact locus for static uplift
conditions and for a specific- contact force.
The overhead contact line d<~~:igns of Re\ lGO and Re 200 still show relatively great
differences between the ela.sticity ;.1 t the supports and at the span mid-points. In the
course of experiments carried 011t in 19G2 [9 21]. designs with and without pre-sag were
tested. For spans of l<\ngtli 80 rn . a, pr<'-sa, of ;.1pproxinrnteh 50 mm rcd11c-c'd rlw number
of c:ontad, losses 1101.ic:<~a hi\
~-5 Effect of the design parameters
0, 7 -t-----+-------+---l--------t-----j
mm/N mm/N
l 0, 6 . elaslicit
(!)
3,5 ;
5,0 o
~"'-t---=-4--=--J3 5--
8,0
J o.5 -t---t---=...-C-:0,....-Cl-:;7"~-t-----J-----j
9,0
0,4 - t - - - - + - - - - - + - - - - - 1 - - - - - + - - - - - l
22 14 16 18 20 m 22
Stitch wire length Ly ~ Stitch wire length Ly ~
Figure 9.48: Effect of the length and tensile force of stitch wires on the elasticity of the
overhead contact line at support points, overhead contact line design Re 250, contact wire
RiS 120, tensile force 15 kN, catenary wire Bz II 70, tensile force 15 kN.
Stitch wires installed at the supports increase the elasticity at these points and can
therefore lead to a considerably more uniform elasticity along a tensioning length.
Figure 9.48 shows the effect of the stitch wire length and tensile force on the elasticity
of the catenary system at support points as determined for a DB standard overhead
contact line Re 250. The elasticity at a push-off support can be made roughly equal to
that at span mid-points by installing stitch wires of 18 m length. The elasticity of pull-
off supports with stitch wires of this length are only slightly lower. Uniform elasticity
leads to a constant static uplift and causes less vertical pantograph/ collector strip
motion. The dynamic effects of stitch wires can be assessed both by mathematical
simulation and empirically by test runs. Figure 9.49 shows the results obtained by
contact force sfrrwlation calculations.
When the high-speed Hanover-Wi.irzburg line was built, some tensioning sections were
installed [9.37] without stitch wires at the supports. To compensate for the differences
in system elasticity, which are greater in these sections, the contact wire was adjusted
to obtain a pre-sag of approximately 50 mm, i.e. less than 0,1 % of the pole spacing.
Figure 9.50 shows the results of contact force measurements at 265 km/h. The dynamic
range of contact forces is narrower and no pronounced contact force peaks are observed
at the support positions. fhe standard deviation, which is a characteristic: value for
the contact quality of contact line designs, is greater for the contact line installation
without stitch wires. This demonstrates the importance of sht:ch wires for superior
operating characteristics of overhead contact lines at high running speeds. It is not
difficult to install stitch wires accurately if adequate tools ar<' used. The additional
effort required is negligible. The design and installation panrnl<'tets of the stitch wire.,
can be calculated by sirn:/J,lations of elast.1,r:dy and wnlad f"mvs .
498= - - - - - - - - - - - - - - - ___ ~-~teractim1_~)_f_pc1:11togrnphs and overhead contact llnes
a) 140
j
1
~
rw
~
0)
E'
g
t5
co
c0 20
u 0
b)
200
N
10)
Figure 9.49: Contact
E' force simulation of an
s
t5
co
overhead contact line
c0 Re 250, span length
0
20 65 m. a) with stitch
0
wires; b) without stitch
Distance wires.
a)
200
N
100
0
b)
200 Figure 9.50: Results of contact force
N measurements, overhead contact line de-
100 sign Re 250, train speed 265 km/h.
a) with stitch wires b) without stitch
0 wires.
The designed contact wire positions must be achieved by the installation process within
a more or less narrow tolerance range. With this iu view, the German railway DB has
defined tolerance limits for its overhead contact lines to ensure running qualities. These
tolerance ranges are narrower for the higher qua.lity overhead contact line designs.
Table 9.8 gives an example of these values. The following parameters in particular, are
important:
- height d,Uferences from orw dropJ>e.1 to tlw 1wxt,
hci_r;ht; cl-i.1'erences from, one snz1pod: to Uw ueT/,,
dw:n_qe of gnuhen/; at the su71port.s, and
conta.ct wire height tole1a11n!s.
9.5 Effect of the designr_ararnete,s 499
Evaluations of the results of test runs have shown that the desired contact quality is
easily achieved if the installation is within specification tolerances. A pre-sag of up to
30 mm at the middle of a span has no adverse effects. Any substantial deviation from
the stipulated tolerances, especially above switch points and in areas where overlaps
occur, leads to noticeable contact force (~ff'ects in the form of pronounced peaks.
250 - - . - - - - , - - - - - - - , - - - - - r , ~ - - - ,
N
35 ~ - ~ - - - ~ - - ~ - - - - - - ~
200 -I---,----+-----,'- N
30 -
25
Cf)
0
U'J
C')
1
Q)
<{
0 Cf)
2100-1-----J 0
1;j SBS 65
c0
0
0 -t----+-----+-----l-------1 0-
100 150 200 250 km/h 300 150 200 250 300 km/h 350
Running speed - - - - - Running speed
Figure 9.51: Contact forces of the pan- Figure 9.52: Standard deviation of the contact
tograph types SBS 65 and DSA 350 S force as a function of the train speed, measured
depending on the train speed, overhead for pantograph types SBS 65, WBL 85, SSS 87
contact line Re 250. x mean value, s stan- and DSA 350.
dard deviation of contact force.
I
.I
dynamic forces must be just 20 %1 of t.lw mean value, i.e. 24 N . .-\ further requirement
is that the dynamic load should he ()\'e11ly distributed over both collector strips in order
to ensure an arc-free slidiug rn11t act.
These specifications were fulfill<d hv several new pantograph designs [9.10, 9 . 35, 9.37].
The test runs demonstrat<'d thM pa.ntograph performances at high speeds a.re deter-
mined by the design of the pan head and the collector strips. Therefore, the h<~ad mass
and head clamping W<)r<' red1H:<'d in cornparison to earlier models . .-\t the same time, the
pantograph mass as a who!<' was to h<~ as lmv a.s possible. The DS . -\ 330 pantograph has
independently sprung rnlfrdor ,Jr'i71s with fom spring mounts and progr<)ssive spring
coefficients [9.39]. This n~d1w<~s t Ii<~ 1111sprnng rnass in direct contact with the conta.ct
wire to 2,9 kg per collc~ct.or st rip. Th<' mass or Uw pantograph upp('r arm is 9 kg.
9.~_g:H\\ct of tlw clesig11_para.n1eters 501
200-.----.---,---r-----.----,---,---.---,----i
l 1~0
Figure 9.54: Contact
force curve of a pantograph
HSA :~GOS, overhead con-
Q)
100 - -t-~rn---H--11'
t? tact line Re 2GO, train speed
.E
310 km/h. F\1.at. 9G N;
~ 50 -t----t-----------l---------t----+----+----1--+----J
c0 Frnax = 176 N; Fmin = 78 N;
0 Fm (mean value of F1, 0 t.)
0 +----+----lf-----f---+---lf------1---+---lf------i
The new s'ingle-a:m1, pantograph designs were to achieve virtually the same contact
characteristics when running in the usual position, i.e. with the knuckle pointing op-
posite to the direct.ion of travel, as in the opposite direction with the knuckle pointing
into direction of travel. This objective was achieved by installing suitably a.rranged
air baffles which also have the effect of controlling the mean contact force, so that
it increases only slightly with speed up to an approximate value 120 N at 300 km/h
(Figure 9.51). The dynamic characteristics, evaluated by observing the apparent mass
(Figure 9.11) were also improved considerably. The apparent mass ranges from 4 to
30 Ns 2 /m for frequencies of 1 to 6 Hz and from 6 to 11 Ns 2 /m for frequencies of 7 to
12 Hz. By contrast, the respective values of the SBS 65 pantograph range from 0,4 to
70 Ns 2 /m. The pantograph head with independently sprung collector strips is shown
in Figure 9.53.
With the aid of the methods described in clause 9.4 for systematically measuring and
evaluating the dynamic forces acting between the contact wire a.nd the collector strips,
it has been possible to observe the effects of pantograph parameters. For example, the
spring coefficient characteristics, in a large number of tests, to derive stipulations for
further optirni,,;ation work. Figure 9.54 shows a contact force recording taken at a train
speed of 310 km/h. The mean contact force is 128 N a.ncl the standard dr.viation 18,2 N.
i.e. 14 %. vVith these values, the targets set for the contact line/pantograph systPm
have been achieved. Figure 9.52 shows the standard de,iations of a pantograph SBS 65
operated under a standard overhead contact line design He 200 and the values obtained
with pantographs SBS 65, as well as the more sophisticated designs DSA :350, DSA
350 Sand SSS 87, operated under an overhead contact line design R<~ 250. Bv cleclica.tecl
further development ,vork, the standard deviations observed at a running speed of
250 km/h were reduced from approximately 26 N, achieved with the SBS 6[) to between
18 and 19 N, then to between 16 and 17 N and finally to a value _just b(\low l;'j N. This
improvement was achieved by reducing the masses, introducing indep<~ndent springs
under the collector strips, systematically tuning the individual st.rnct.mal compotwnts
and devising as nearly neutral as possible aerndyna.111ic hJ1aviour.
502::___ _ _ _ _ _ _ _ _ _ _ _ _ __ 9 Interaction of pantographs and overhead contact lines
! 250
a) trailing i 2:0 b) leadiog
11:0
Q)
--1-:-llr-;tlt-l
Q)
150 --1~--,H---l-----l~l--r,l\~f~..l+--+--lr-*----.!-f-_...,-rl
--900
Figure 9.55: Contact force diagrams of a train with two DSA 350 S pantographs,
m l) 0 300 600
Distance travelled
900 m
High-speed trains drawn by a locomotive use only one single pantograph. The record
runs on pt of May 1988 [9.1] were carried out by a train with two traction units but
with only one pantograph in contact with the contact wire. However, the traction
units at both ends of the DB's high-speed ICE train are supplied directly via their own
pantographs. There is no internal 15 kV connection between the two traction units and
in normal operation, two pantographs will be touching the Re 250 overhead contact line
at a distance of 200 to 400 m apart.
The development with time, of the contact wire uplift measured at a support during
runnings with multiple pantographs (Figure 9.39) shows that the second pantograph
always runs along an oscillating section of contact line and is subject to less favourable
conditions. This is confirmed by the contact force diagram, as can be seen in Figure
9.55. While the mean values are virtually equal, the maxima differ considerably, these
being 162 N and 215 N respectively. The same applies to the minimum values, which
are 70 N and 15 N. This is also visible in the standard deviations. The contact behaviour
of the leading pantograph does not differ from that of a train with a single pantograph.
Figure 9.56 shows the standard deviations of the contact forces measured on the leading
and the trailing pantograph. The values observed on the trailing pantograph rise more
sharply with speed than those of the leading pantograph, which are nearly the same
as the values of single-pantograph operation. The standard deviation of the forces on
the trailing pantograph reaches 24 N at a speed of 250 km/h. At 280 km/h, it rises
to a value of up to 28 N. Furthermore, it is not possible to limit the mean contact
force to 120 N, which has to be increased to 140 N at 280 km/h to keep arcing to
an acceptable mininmrn. Such force increases are associated with corresponding force
1waks and increased wear In terms of arc suppression aud wear, it is not possible, under
these conditions, t.o a.thieve the cmrent transmission quality normally demanded in
siuglc---pant.ograph op<\1at.ion. For this reason. all att<~1npts should be made to transmit
9.5 Effect, of the design parameters 503
35
pantograph type . SSS 87 pantograph type DSA 350S
N
30
125
C
0
~
>
{g 20
12 Figure 9.56: Standard
<U
uC
<U deviations of the contact
clJ 15
-272m forces measured on a train
~ 10 coaches
_ _ _ _ _ Jg_QQQ~ -
~
- - -J!~------+------1
with two pantographs,
10 pantograph types SSS
traction unit 2 traction unit 1
5 87 and DSA 350 S, both
200 250 300 200 250 km/h 300
Train speed - - - leading and trailing
mm
t
,;:: 100
Q_
::J
The service life of contact wires and collector strips essentially depends on:
the contact force exerted by the pantograph on the contact wire, which was dis-
cussed in the preceding sections 9.5.3 from the overhead contact line perspective
and 9.5.4.2 from the pantograph perspective,
the materials of which the collector strips and contact wires are made,
the number and the dimensions of the collector strips,
the current flowing through the contact point,
the traction vehicle speed, and
environmental factors such as lines in tunnels or in the open.
The last three factors cannot be controlled directly or affected when designing energy
transmission systems. They must be adequately considered when selecting the materials
and calculating the dimensions of the components.
Pure copper (electrolytic copper E-Cu) and copper alloys have come to be the pri-
mary material for contact wires. The standard EN 50149 specifies the following mate-
rials: E-Cu, CuAg, CuSn, CuCd and CuMg. Multi-component alloys such as CuCrZr
and CuCrZrMg [9.40] have already been discussed as possible contact wire materials.
Copper-clad steel wires have already been used by German railways [9.41] and have
been considered for use in Japan [9.42]. With respect to the contact behaviour, the
latter material does not differ from pure copper. Generally, it is known that copper is
also used as a material for sl'iding contacts in electrical motors and generators.
Depending on the environmental conditions and the contact partner material, copper
will form a 5 to 20 m thick layer of CuO and CuO 2 , which may also have graphite in-
clusions stemming from the collector strip material. This layer is conductive electrically
and hard. It provides ideal conditions for sliding electric contacts.
Various attempts have been made to use aluminium as a contact wire material. Since
aluminium forms a hard oxide !aver "vhich is not conductive and must be ground
off every time a collector passc'.s. enerisy transmission involves abrasion and continual
arcing. For this reason, alurnini11m is not suitable for use as a contact wire material.
1,0
~
contact force in N
0,9
c:=J75
0,8 lZ2Zl 150
(]) '\'\ i;sssJ 300
1
~
0,7
m 0,6
~
D 0,5
(])
~
.t-!
cij 0,1
E
zo O'3 Figure 9.59: Wear rates of a
0,2
CuMg 0,5 contact wire at a
0,1
speed of 150 km/h. measured
0
75 150 250 on a test stand according to
Traction current in A - - Becker et al. [9.45].
Of the materials mentioned above, besides standard E-Cu, the alloys CuAg and CuMg
are particularly suitable for contact wires, especially in high-speed and high-power
applications. Cu Cd is no longer permitted because of the environmental contamination
involved. CuSn has no decisive advantages over CulVIg. The wear characteristics of these
materials were the object of a large number of studies [9.4:3, 9.44]. In recent years, the
studies have been followed up systematically on a test-stand for contact wires designed
and built by former AEG in Germany [9.45]. The ,vires to be tested are mounted on a
disc with a diameter of 2,0 m (Figure 9.58). \,Vith a maximum speed of approximately
1500 rpm, running speeds of up to 500 km/h can be simulated. The contact force of the
collector can be varied from 0 to :300 N and the AC current through the contact from 0
to 1000 A. The wear is measured by two laser sensors and the measuring circuits used
enable a direct wear measurement with a resolution in the pm-region.
The results of wear measurements on contact wires made of CuAg0,l and Cu:\Ig0,5 are
described in reference [9.46]. As the current is increased under otherwise unchanged
parameters, the wear rate decreases initially. This can be attributed to the current's
lubrication effect and is clue to the formation of a lubricating graphite layer. This leads
to a minimum wear rate at currents of 100 to 150 .-\ at a speed of roughly :200 km/h
(Figure 9.59).
As the current is increased even further, an electric wea:r component begins to take effect
and the wear rate increases. The mechanical wear ccnnponent dominates, however, and
this component definitely increases with increasing contact force (Figure 9.59). This
confirms the importance of achieving as uniform a contact force as possible in view of
optimum performa.nce of a.n overhead contact line.
At constant contact forcPs and currents, the wear rn.te initially increases with speed
(Figme 9.60) to a rnaximu111 value at around 150 km/h. th(~n deneases again. This
_justifies the assumption that it is still possihl<~ to achiC'\T long contact ,,ire service
\if<' in high-speed applic-ati0t1." in spite of the tcnd<'11e, towards higher currents and
contact forces. As a guideline. the no,.,n1,o,l1.,c;er/ wro:r role <,rn lw taken as 1 mm 2 per 10 5
pa11togrnph passages.
Fig me !) GI shows a co1upa1ison of t It<' wem ul two di!f('l'<'ll1 matC'rials: CuA.gO, 1 and
('111\lg(),-> It. c;-rn he n>11d11d<'d thilt tit<' hmdcr <0111,1ct \\it<' llladC' of Cur,Ig0.5 wears
506 9 Interaction of pantographs and overhead contact lines
1,8 -r----------------~
1,6 EZZa CuAg 0, 1
w lsss:JCuMg0,5
1,4 -
; 1.2
-g 1,0 ; - - - - - - - - - - - - - - - - - 7 ' - , ' , t - - - j
N
crl08-
E ,
~0.6
0,4
0,2
o~~~~~--~~~~-~~~~___,
Figure 9.60: Wear rate of a CuMg0,5 Figure 9.61: Comparison of wear rates of con-
contact wire in relation to the running tact wires made of CuAg0,l and CuMg0,5, run-
speed, contact force 250 N, current 300 A ning speed 150 km/h, current 300 A [9.46].
[9.46].
only half as quickly as contact wires made of CuAg0, 1, almost irrespective of the current
and contact force. Therefore, CuMg0,.5 is an obviously superior choice for contact wires
with a greatly increased service life.
Steel, copper alloys, graphite and metallic carbon have been used as materials for
collector strips [9.43]. The interactions of these materials with the contact wire differ
in principal considerably. Carbon and graphite lead to a smooth, shiny surface without
any visible roughness on the contact wire. By comparison, copper and steel, form a
rough surface similar to that of a fine file. This roughness acts as an abrasive and leads
to rapid wear, both of the contact wire and the collector strips.
Figure 9.62, taken from reference [9.47], shows the wear rates of contact wires in com-
bination with various collector strip materials. It can be seen that the metal collector
strips lead to wear rates almost ten times those caused by carbon collector strips.
Whereas the DB uses only carbon collector strips as a matter of principle and is able
to achieve contact wire service life of 30 years and more. The Japanese railways and
the SNCF use metal (i.e. steel) collector strips even in AC traction systems or used
them in the past. The associated wear means that service life of only a few years is
possible. Although this fact has been well known for long, these railway companies
continued to use metal collector strips because they feared that the impact-sensitive,
brittle carbon collector strips might shatter under mechanical impacts. The experien~e
gained by German railways has shown that this rarely occurs if the overhead contact
lines are optimized with respect to contact force characteristics.
Metal collector strips are considerably heavier than those of carbon, leading to un-
favourable dynamic characteristics. Consequently, it affects the contact forces in a
negative way. Because of the heavy currents associated with DC traction applications,
such collector strips are often used in DC railways [9.18]. In these cases, the copper-
chromium-zirconium alloy CuCrZr has proved to be very suitable because of its good
thern1,al stability.
9.6 Couclusions
3,0
I
I
2 I
mm /year I
I
I
2,5
/d
I
I
I
I
2,0 - -r--------~- --~--"--
I
I C,
Q)
I
1i'i I /
/
m 1,5 -
I'
Q)
I
/
5 I I
I I
/
I /
I I
/ --- -
1,0
I'
/
I b
I
I I
I
a Figure 9.62: Wear rates of copper contact
I I
I I
wires (according to [9.47]). a) pantograph
0,5 ~
V
I / with two carbon collector strips; b) two pan-
I
.,,_;
tographs with one carbon collector strip each;
/
c) pantograph with two aluminium collector
0 --
0 75 150 100 200
strips; d) pantograph with two steel collector
Number of trains per day strips
Differences in the surface conditions and contact forces also affect the wear rates of
collector strips. German railway DB achieves service lives of up to 100 000 km for
carbon collector strips, while the metal collector strips used in DC traction applications
have to be replaced every 30 000 km.
The different contact wire 8'mface structures caused by carbon collector strips and
metal collector strips mean that mixed operation of carbon collector strips and metal
collector strips on the same contact wires is not advisable. It would lead to greatly
increased wear rates, both of the contact wires and of the carbon collector strips. For
this reason, the technical specifications for the interoperability of European high-speed
railway networks [9.48] specify carbon as collector strip material.
9.6 Conclusions
9.6.1 Liinits on the transmission of energy via overhead con-
tact lines and pantographs
In the past 20 years, electric traction raihvays have seen great progress in tenns of
running sp'\eds both i11 co111111crcial everyday operation and iu high-speed trials to test
the perfornw:nce lim,its of I.he wheel-on-rn:il system.. In 1988, the DB's experimental
train ICE/V achicv<\d a speed ur 407 km/h [9.1]. Th<~ pantograph and the <werhead
contact line, i,cttsion<~d at. 2 I kN, perfm111ecl according to expc~ct.at ions, indicate that
tit is sys tern shrndd h<' alil< to i\('li i<\V<' speeds of up t.o 4SO k1u/l1 i11 sittgle-pant.ograph
508 9 Iuteractionofpantographs and overhead contact lines
D
Q)
~450+-----+-----+--,,,,~--t------+-----,----t------t-----t
Cf)
400+---------+----+-------+-------t------+------+-~
135 140 145 150 155 160 165 170
Figure 9.63: Line profile and speeds attained, TGV-A speed record run
operation. In comparison to the trials carried out by the SNCF in 1981 [9.4], the top
speed was not limited by the energy transmission characteristics but by the traction
power of the train and the available track length.
In May 1991, an SNCF train of an enhanced TGV-Atlantique type achieved a speed
of 515 km/h on the Paris - Tours line near Tours [9.49] and set a world speed record
for railway vehicles. Here again, the importance of the overhead contact line design,
especially of the contact wire stress, became apparent. During preparatory runs along
contact wires tensioned by a force of 28 kN, the trials had to be aborted at a speed of
approximately 480 km/h due to current interruptions caused by the contact wire uplift
values of more than 300 mm. The Doppler factor was only 0,040 and the amplification
coefficient had already reached 8,2. Under these conditions, the possibility of current
transmission had reached its limits. The final speed of 515 km/h was made possible by
increasing the tensile force on the contact wire to 33 kN. Figure 9.63 shows the line
profile and the speeds attained. This line, which provides favourable conditions for high
speed trials, has no tunnels. It has curve radii larger than 15 000 m and a relatively
steep downhill gradient at the end of which, the maximum speed was attained. Table
9.-1 sho,,s some of the parameters relating to overhead contact line:-, used for these trials.
The experience gained here leads to the conclusion that the limits to achievable running
speeds are governed essentially by the wave propagation speed along the contact wire,
which, in turn is a function of the tm1sile stress in the wire. This can onl:- be increased
if the maximum permissibl<:: tensile stress is increased, too, therefore requiring contact
wires \Yith a greater tensik: strength.
At amplificatiou coefficients of around 8,0, dynamic contact wire lifts of :300 mm and
more can occur.. This is onlv tolrrablc if corresponding cantilever designs. which permit
such large vertical motions rU<' insta.11<:d. During the SNCF trials carried out in 1981
[9.36], this was not th<' cas(' Tlte trial rnus wen~ ahmt,<'d wlwu th<' r:ontar:l 1mre v,pl~ft
9.G Conclusions
- . --- --
--
approached 200 mm and the Doppler factor reached a value of 0,073. The quality
of energy transmi::;sion, d<~sirahlc from a technical perspective, cannot however, be
achieved with ::;uch large vertical movements and the as::;ociatcd contact line dynamics.
200----~---,----,-----,--r--.------,---,------,
DC1,5kVFm 0,00228 v2 +90(1)
N ~
t 1601----l-----+-----+--+---4-~-----t--r,-----l
E
: 120 ut==t-=--=-';;-_-=i+-=....-5-"''---+---1-=-"'+------+---+------J
e
E
c~0 t==:::+:::::=r-=--i--,---J--,-1-1-1
80
(.)
C
fil 40 1------+-------+---------1----+-----l----+-----,f--------+--------l
2 Figure 9.64: Target for mean
(1) v in km/h
contact force Fm for AC and
0 '----'---~-~--~--'---~-~~~~-~
0 40 80 120 160 200 240 280 km/h 360 DC systems depending on
Running speed - running speed
uplift to a minimum and avoid unnecessary dynamic excitation of the contact line
installation.
To achieve a satisfactorily quality of current collection the static contact force
exerted by the pantograph as well as the mean aerodynamic contact force should
obey certain criteria set e.g. by [9.48]. I
.!
The nominal static contact force should be inside the following ranges:
- 60 N to 90 N for AC supply systems;
100 N to 120 N for DC 3 kV supply systems;
70 N to llO N for DC 1,5 kV supply systems.
In DC systems to improve the contact of carbon collector strips with the contact
wire, s force more important, in general 140 N, can be needed to avoid a hazardous
heating of the contact wire when the train is at standstill with its auxiliaries
working.
The target for the mean contact force Fm formed by the static and aerodynamic
components of the contact force with dynamic correction specified by [9.48] is
shown in Figure 9.64 for AC systems as a function of running speed. In this
context Fm represents a target value which should be achieved to ensure on one
hand a current collection without undue arcing and which should not be exceeded
on the other hand to limit wear and hazards to current collection strips.
Concerning DC systems, the mean contact force Fm should be applied for DC
1,5 kV and DC 3,0 kV systems is shown in Figure 9.64 as a function of running
speed. For DC 1,5 kV lines the static con 1 act force should be 140 N where nec-
essary in respect of the current at standstill to avoid dangerous heating of the
contact wire.
In case of trains with multiple pantographs sirnultaneously in operation the mean
contact force Fm for any pantograph should be not higher than the value given
by Figure 9.64 since for each individual pantograph the current collect.ion criteria
shall be met.
The mean contact force is the rnean value of the forces due to static and aerocl~'-
namic actions. It is equal to the sum of static contact force and the aerodynam.ic
force (see clause 2.4.3.3) caus<xl by tli<~ airflow ou the pantograph elements at the
9.6. Conclusions ________ .___ .___ 511
Table 9.5: DB Specifications for r.ontact forces at Table 9.6: Contact force at the point
the collector strip reaction and the associated de- of contact (N) as specified in EN 50 119
viations, in relation to the intended application of (June 2001)
overhead contact lines System Speed Contact force
Number of pantographs l 2 km/h maximum minimum
Speed (km/h) 300 280 AC :S 200 300 positive
Pantograph leading trailing AC > 200 400 positive
120 120 140
DC :S 200 300 positive
Contact force (N)
DC > 200 400 positive
Maximum contact force (N) 200 185 240
Minimum contact force (N) 40 55 40
Standard deviation (N) 22 18 28
Variation coefficient (%) 18 15 20
considered speed. The mean uplift force is a characteristic of the pantograph for
given rolling stock and a given development of the pantograph. The mean contact
force is measured at the collector head, the latter not touching the contact line,
according to EN 50 206-1 [9. 51].
To compley with these stipulations the static contact force of the pantograph
should be adjustable between 40 N and 120 N for AC systems and between 50 N
and 150 N for DC systems.
The mass of the collector strips should be as low as possible to obtain optimum
dynamic characteristics.
The apparent mass should be within a relatively narrow range of values between
4 and 30 Ns 2 /m, depending on the frequency and should not have any sharp
distinct peaks.
According to [9.48] pantographs shall be equipped with an automatic dropping
device which drops the pantograph in case of a failure (see EN 50 206-1 [9.51]).
\\.ith regard to the contact forces, the German railway DB has specified that overhead
contact lines must have the standard deviation/speed characteristics shown in Figure
9.52. The values shown in Table 9.5 are derived from this graph. These specifications
resulted in a superior current collection quality.
Table 9.6 shows the contact force specifications given in E:--J 50119, Table 1. When
comparing the criteria given in Tables 9.5 and 9.G the different definitions for contact
forces have to be kept in mind. The DB specification refor to the measured data at
the collector strip reaction while EN 50119 specifies forces between contact wire and
collector strips. The compliance with these specifications may be verified by simula-
tion calculations when designing an energy transmission system and then validated
empirically by trial runs.
9. 7 References
9.1 Harprecht, W.; KieBling, F.; Seifert, R..: "406,9 km/h" Energieiibertragung bei der Welt-
rekordfahrt des ICE ( "406,9 km/h" power transmission during the world record run of
IEC). In: Elektrische Bahnen 86(1988)9, pp. 268 to 289.
9.2 Seife~:t, R.: Der neue OberleitungsmeBwagen und seine messtechnischen Moglichkeiten
zur Uberpriifung des Energieiibertragungssystems Oberleitung-Stromabnehmer (The
new overhead contact line measuring car and its measuring equipment for testing the
overhead contact line pantograph power transmission system). In: Elektrische Bahnen
81(1983)11, pp. 341 to 343 and 12, pp. 370 to 374.
9.3 Resch, U.: Simulation des dynamischen Verhaltens von Oberleitungen und Stromabneh-
mer bei hohen Geschwindigkeiten (Simulation of the dynamic behaviour of contact lines
and pantographs at high speeds). In: Elektrische Bahnen 89(1991)11. pp. 445 to 446.
9.4 Dupuy, J.: 380 km/h. In: Rails of the world (1981)8, pp. 316 to 323.
9.5 Buksch, R.: Beitrag zum Verst~indnis des Schwingungsverhaltens eines Fahrdrahtketten-
werks (Contribution to understanding the vibration behaviour of an overhead contact
line equipment). In: Wissensc.haftliche Berichte AEG-Telefunken 52(1979)5, pp. 250 to
262.
9.6 n.n.: Die Regelfahrleitungen der Deutschen Bundesbahn (Standard overhead contact
lines of German Railway). In: Elektrische Bab 11en 77(1979)6, pp. l 7C> to 180 and 7, pp.
207 to 208.
9.7 KieBli11g, F.; Sernrall, M.; Tessw1, H; Zweig, R-W.: Die 11e1w Hochlcist1111gsoherleitu11g
Bauart Re 330 cler Deutschen Bairn (The new high perfonnarn:e overhead cont,a.c:t line
type Re220 of German Railway). In: Elektrische Bahnen 92(1994:)8, pp. 234 to 240.
9.8 Rwer, K.-H.; B11ksch, H.; Lerner, F., Mahr/;, R; Sdrneider, F .. Dy11arnisdw Kritericn
7,1ir Auslegung von Fa.hrleitungcn (Dynarnical criteria for the desig11 of OV(\rhead contact
lines). In: ZEV-Gla.s<\rs Anw1.b1 I0:{(Ul79)10, pp. :365 to :no.
9. 7 References
.. -------~-----------"'-- ---- - - - ---- ----- _ _ _ _ _ _ _ _ __:5~1~3
9.9 Buksch, R.: Theorie der Wechselwirkung von Fahrdrahtwellen mit angekoppelten me-
chanischen Systemen (Theory of the interaction between contact line waves with coupled
mechanical systems). In: Wissenschaftliche Bericht;e AEG-Telefunken 54(1981)3, pp. 129
to 140 and 55(1982)12, pp. 112 to 122.
9.10 Beier, S.; Lerner, F.; Licl1t;enberg, A.; Spohrer, W.: Die Oberleitung der Deutschen Bun-
desbahn fiir ihre Neubaustrecken (German Railway's overhead contact line for their new
high-speed lines). In: Elektrische Bahnen 80(1982)4, pp. 119 to 125.
9.13 Bartels, S.; Herbert, W.; Seifert, R.: Hochgeschwindigkeitsstromabnehmer for den ICE
(High-speed pantograph for the ICE train). In: Elektrische Bahnen 89(1991)11, pp. 436
to 441.
9.14 Renger, A.: Dynamische Analyse des Systems Stromabnehmer und Oberleitungsketten-
werk (Dynamical analysis of the overhead contact line equipment - pantograph system).
Final report, Kombinat engine fabrication electroteclmical workshop, Henningsdorf,
1987.
9.15 Nowak, B.; LinI, M.: Zur Optimierung der dynamischen Parameter des ICE-Stromab-
nehrner durch Simulation der Fahrdynamik (Optimizing of dynamical parameters of the
ICE pantograph by simulation of the running dynamics). VDI-Bericht Nr. 635 (1987),
pp. 147 to 166.
9.16 Fischer, vV.: Eine Methode zur Beredmung des Schwingungsverhaltens von Kettenwerk
und Stromabnehmer bei hohen Zuggeschwindigkeiten (A method to calculate the vibra-
tion behaviour of overhead contact line and pantograph at high running speeds). TH
Darmstadt 1975, dissertation thesis.
9.17 Buck, I(. E.; von Bodisco, V.; Winkler, I<..: Berechnung cler statischen Elastizibit belie-
biger Oberleitungskettenwerke (Calculation of the static elasticity of overhead contact
line equipment). In: Elektrische Bahnen 89(1991)11. pp. 510 to 511.
9.18 13icrnchi, C, Tctcci, G.; \i;wcfi, A.: Studio clell'interazione dinamica pantografi cate-
1taria COil prograuuua di sirnulazione agli elemeuti finiti. Verifiche sperimentali. Sciena.
<!. ternica (1991)11, pp. Gcl7 to GG7.
9.19 Hohl>s, A. E. W.: Acrnrnt.c prediction of overhead line behaviour Iu: Railway Gazette
l ut<~rnatioual ( 1977)9. pp. ;J;J9 to 343.
9.20 Li11k, J\1.: Zur 13c1edu1u11g ,011 FahrleiL1111gsschwingunge11 111it Hilte frcquemabhi:ingiger
fiuit<~r El<!llt<~ut.c (Cakulatiull of" ovcrlwad rnntact line viliratio1ts hy uw,uts of frequency
dcp<)11de11t. [illi(<~ <'l<!llW!ll.s) l11g<~11i<~m-A1d1iv 51( 1981 ). pp. lG to GO.
9 Interact.ion -~l}~lntographs and overhead contact lines
9.21 Dorenberg, 0.: Versuche der Deutschen Bundesbahn zur Entwicklung einer Fahrleitung
fiir sehr hohe Geschwindigkeiten (German Railway tests to develop an overhead contact
line for very high speeds). In: Elektrische Bahnen 63(1965)6, pp. 148 to 155.
9.23 Fischer, W.: Kettenwerk und Stromabnehmer bei hohen Zuggeschwindigkeiten (Over-
head contact line and pantograph at high running speeds). In: ZEV - G lasers Annalen
101(1977)5, pp. 142 to 147.
9.24 Konig, A.; Resch, U.: Numerische Simulation des Systems Stromabnehmer Ober-
leitungskettenwerk (Numerical simulation of the pantograph overhead contact line sys-
tem). In: e i, 111(1994)4, pp. 473 to 476.
9.25 Ostermeyer, M.; DorfJ.er, E.: Die Messung der Kontaktkrafte zwischen Fahrdraht und
Schleifleisten (Measuring of contact forces between contact wire and collector strips).
In: Elektrische Bahnen 80(1982)2, pp. 47 to 52.
9.26 Bethge, W.; Seifert, R.: Messtechnische Moglichkeiten der DB zur Erprobung von Fahr-
leitungssystemen fiir 250 km/h (German Railway's possibilities to adopt measurements
for testing of overhead contact line systems for 250 km/h). In: ETR~Eisenbahntechnische
Rundschau 25(1976)3, pp. 162 to 171.
9.28 Kluzowski, B.: Einrichtung zur Messung der Kontaktkraft zwischen Fahrdraht und
Stromabnehmer (Device to measure the contact force between contact wire and pan-
tograph). In: Elektrische Bahnen 74(1976)5, pp. 112 to 114.
9.29 UIC 608: Conditions to be complied with for the pantographs of tractive units used on
international services 2nd edition of 1.7.89
9.30 Bauer, K.-H.; Kief3ling, F.; Seifert, R.: EinfluB der Konstruktionsparameter auf die Be-
fahrung einer Oberleitung fiir hohe Geschwindigkeiten - Theorie und Versuch (Effect
of design parameters on the negotiation of an overhead contact line for high speeds -
theory and tests). In: Elektrische Bahnen 87(1989)10, pp. 269 to 279.
9.31 Ebeling, H.: Stromabnahme bei hohen Geschwindigkeiten - Probleme der Fahrleitungen
und Stromabnehmer ( Current collection at high speeds problems of the contact lines
and pantographs). In: Elektrische Bahnen 67(1969)2, pp. 26 to 39 and 3, pp. 60 to 66.
9.32 Bauer, K.-H.; Kief31ing, F.; Seifert, R.: Weiterentwicklung der Oberleitungen fiir hohere
Fahrgeschwindigkeiten (Development of overhead contact lines for elevated running
speeds). In: Eisenbahntechnische Rundschau :18(1989)1/2, pp. 59 to 66.
9.33 Bauer, K.-H.; Koch, K.: Von der Versuchsobe:rleitung zur Regeloberleitung Re 250 (The
steps from an experimental contact line t,o the standard contact line Re 250). In: Die
Bundesbahn 62(1986) pp. 42:3 to 12G.
Q]Rcferences _ _ _ _ _ __ 515
9.34 Bauer, K.-H.: Die neue Oberleitungsbauart Re 250 der Deutschen Bundesbahn fiir hohe
Geschwindigkeiten (The new overhead contact line type Re 250 of German Railway for
high speeds). In: Eisenbahntechnische Rundschau 35(1986) pp. 593 to 597.
9.35 Bauer, K.-H.; Reinold, !{.: Die Fahrleitung Re 250 for Neubaustrecken (The overhead
contact line type Re 250 for new high-speed lines). In: Elsners Taschenbuch der Eisen-
bahntechnik (1980) pp. 199 to 216.
9.36 Bauer, K.-I-I.; Kie/3ling, F.: Die Regeloberleitung in den Tunneln der Neubaustrecken
der DB (The standard contact line in tunnels of German Railway's high-speed lines).
In: Eisenbahntechnische Rundschau, 36(1987)11, pp. 719 to 728.
9.37 Bauer, K.-I-I.; Seifert, R..: Testing of the high-speed overhead contact line Re 250 of
Deutsche Bundesbahn. In: Elektrische Bahnen 89(1991)11, pp. 424 to 425.
9.38 Zoller, I-I.: Entwicklung der Stromabnehmer der Triebfahrzeuge der Deutschen Bundes-
balm (Development of pantographs for German Railway's traction vehicles). In: Elek-
trische Bahnen 49(1978)7, pp. 168 to 175.
9.39 Bartels, S.: Versuchsstromabnehmer fiir ICE (Experimental pantograph for ICE). In:
Elektrische Bahnen 86(1988)9, pp. 290 to 296.
9.40 Ikeda, K.; e. a.: Development of the new copper alloy trolley wire. In: Sunitomo Electric
Technical Review. 39(1995)1, pp. 24 to 28.
9.41 Nibler, H.: Fahrleitung aus Heimstoffen for elektrischen Hauptbahnbetrieb (Contact line
made of locally produced material for electrical main line operation). In: Elektrische
Bahnen 39(1941)10, 12, pp. 186 to 191, pp. 258 to 259 and 40(1942)1, pp. 12 to 16.
9.42 Nagasawa, I-I.: Verwendung von Verbundwerkstoffen for Fahrleitungen (Use of composite
material for overhead contact lines). In: Elektrische Bahnen 90(1992)3, pp. 92 to 96.
9.44 Hinkelbein, A.: Der Faludrahtverschleif3 und seine Ursachen (Contact wire wear and its
reasons). In: Elektrische Bahneu 40(1969)9, pp. 210 to 213.
9.45 Becker, K.; Resch, U.; Zweig, B.-W.: Optimierung von Hochgeschwincligk:itsoberleitun-
gen (Optimizing of high-speed overhead contact lines). In: Elektrische Ba.hnen 92( 1994)9,
pp. 243 to 248.
9.46 Becker, K.; Resch, U.; Rukwied, A.; Zweig, B.-W.: Lebensdauermoclellierung von Ober-
leitungen (Modelling of life cycle of overhead contact lines). In: Elektrisc:he Bahnen
49(1996) pp. 329 to 33G.
9.47 Borgwardt, H.: Verschleif\verhalten des Fahrdrahtes cler Regeloberlcitung der Deutsc:hen
Bundesbahn (Wearing lielrnviom of the contact wire of German Railway's standard
cont.act lines) . In: Elektrische lhlmen 87(1989)10, pp. 287 to 295.
516 9 Interac:tion_ofpantographs and overhead contact lines
9.48 AEIF: Technical specification for iuteropernbility. Energy subsystem. Draft 2001.
9.49 NN: Record-smashing run completes TGV speed trials. In: Railway Gazette Interna-
tional (1990)7, pp. 515 to 517.
9.50 EN 50 119: Railway applications - Fixed installations - Electric traction overhead con-
tact lines, Brussels: CENELEC 2001
10.1 Introduction
On the basis of the electrical requirements defined individually in clause 2.1.3, this
chapter will initially discuss the electrical characteristics of railway traction power
supply contact line installations. Following this, the basic problems of maintaining
voltage stability in a contact line network are analyzed and conclusions are drawn
about the operating currents occurring in such networks.
At the end of this chapter, the reader will find a systematic description of the most
important contact line circuit arrangements.
- - - 1,,c
2 4
The following equations are formulated for single-phase AC railways. Since there is
no imaginary component effective in direct-current supplies, the simpler relationships
applying to DC railways can be deduced from the AC-related equations.
The power for propelling the train has to be transferred to the electric traction vehicle
via the collectors under the respective conditions and amounts to Strc = Utrc I;rc-
This power must be supplied by the substation, and the contact line network is the
medium by which the power is transferred to the train. However, the contact line and
the return current path will form an electrical resistance to power transmission. This
resistance can be measured by applying a voltage between points 1 and 2 according to
Figure 10.1 and short-circuiting points 3 and 4. The magnitude of the resistance Z 12 is
then determined from the voltage U1 2 applied between points 1 and 2 and the resulting
current 112 . This resistance, generally termed impedance, is the complex value
for (10.1)
X=wL (10.2)
w is the angular frequency and is proportional to the frequency f of the traction energy
network:
(;.) = 2 7r f (10.3)
L is the inductance of the system between points 1 and 2 and can be measured when
points 3 and 4 are short-circuited. The real component of impedance R is the effective
resistance of the contact wire and the return current path.
The total impedance is thus
In equation (10.5), Z is the absolute value (rnocfole) of the impedance and arctan(X/ R)
is the phase angle <pz. The cis format as shown above for stating such dimensions is
recommended by the IEC and has come to he internationally accepted. The term L'.<pz
denotes the value ei'Pz exp (i <pz) .
10.2.2 Impedances
10.2.2.1 Components
The l?:ne irnpedance, as the effective impedanc<~ of the loop comprising the contact line
installation and the return circuit, is commonly utlled the line impedance. In DC rail-
way installations, the line imp<~dance is t lw s11111 nf the resistances of all parallel contact
10.2 Electrical characteristics of contact lines
lines, reinforcing feeder conductors or cables and the effect.in~ track resistance includ-
ing all parallel return wires. In addition to this, as shown in Figure 12.5, the effective
circuit resistance of AC railways is determined by a combination of multiple electro-
magnetic and ohmic coupling between all conductors of the contact line installation,
the conductors of the return circuit system and earth.
The impedance comprises the real resistance component Rand the reactive component
X and can be graphically shown with R as real axis and X as imaginary axis. In
practical work, the impedances of contact lines are usually expressed ir1 relation to the
length.
R' = R/ l {! l / (A l) - 1/ ( K A) (10.6)
Tables 2.11 and 2.12 show the specific properties of contact line conductor materials
at a normal temperature of 20C. These tables also show the temperature coefficients
aR of the conductor material resistivity.
Running rails
The impedance per unit length of the steel running rails of AC railways is also a
function of the rnagnetic penneabilzty /Lr of the steel, which depends beside to the
material characteristics on the current flowing through the rails, as can be seen in
Figure 10.2.
The magnetic permeability of a metal is given by:
where / 11 is the ,dat,ivc pcrrn,rn/nlzly. this being a specific pro pert\ oft he material.
520 10 Currents and voltages in traction power supply networks
----- - - - - - - - - -
::t 15
f,2 +------------===----=-""'t--~/-/----J
Figure 10.2: Relative permeability of
running rails depending on the current for
16,7 and 50 Hz.
j 9 +------~-----lb,.,L--------------l
a) 41 kg/m rail, 16,7 Hz according to [10.1]
b) 50 kg/m rail, 16,7 Hz according to [10.1]
c) 48 kg/m rail, 50 Hz according to [10.2]
d) UIC 54 rail, 50 Hz according to [10.2]
6+-------------,---------1
10 100 A 1000
e) 41 kg/m rail, 50 Hz according to [10.1]
C'.urrent per rail f) 50 kg/ m rail, 50 Hz according to [10.1]
(10.9)
As derived in refernce [10.2] and [10.3] the relative permeability is given by the equation
vr
r
r = 20 . = 20 - -
'- I /lr D1 Y'I
' f
1 2 rrf 1 mH/km mD/km Hz
L; is the internal inductance of the rail and depends on frequency due to the current
distribution in the conductor. As a consequence of that r also changes with frequency.
Figure 10.2 shows the measured relative permeability of running rails for 50 Hz op-
eration. For the 41 kg/m and the 50 kg/m ra.ils additionally the values for 16,7 Hz
operation werr indicated.
Table 10.2: Relationship between the impedance per unit length z;ail
of new running rails at 20C, the current in the rails and the frequency,
values in mD/km.
1
f frail z;aiI in mOkm-
By inserting equation (10.9), this leads to the following equation for the resistance per
unit length of the earth
R'B .f
R~ = 1r2 10- 4 f (10.11)
n/km Hz
For example, the resistance per unit length is calculated to be 16,4 mn/km for a
frequency of 16,7 Hz and 49,3 mn for SO Hz. For DC currents. the resistance per unit
length of the earth is zero.
522 10 Currents and voltages in traction power supply networks
a)
contact line
i
11,c
z,,ain ( ,,,e
track
---- frE
frE - -
earth 1tre
b)
contact line I
lire
Figure 10.3: A single-phase
AC railway, modelled as a sys-
track
tem of two coupled conduct-
ing circuits.
- - - - - ltrc
frE- a) contact line-earth coupled
to track-earth
b) contact line-track coupled
earth
to track-earth
As depicted in Figure 4.1, from the electrical engineering aspect, an electric traction
railway line constitutes of different conductors in parallel which form a system of mu-
tually coupled current loops. As shown in simplified form in Figure 10.3 this type of
system can be interpreted as being either
- a contact-line to earth circuit coupled with a track to earth circuit, or
- a contact-line to track circuit coupled with a track to earth circuit.
If the points 1/2 (feed) and 3/4 (vehicle) as shown in Figure 10.1 are far apart, both
models will lead to the same results when the impedance is calculated. The examina-
tion of two coupled conductor-earth circuits is more suitable for modelling the general
relationships determining the impedance per unit length. In the following discussions,
the operating impedance of the contact line of a single-track railway line, i.e. the line
impedance, is calculated as the overall impedancr: of two coupled conductor to earth
circuits.
For the inductance calculations, it will be assurrnxl that the conductors are straight,
parallel to each other and of infinite length. Furthermore, the contact line equipment is
represented by a single substitute conductor, wh<'reby the mean distance between the
catenary wire and the contact wire is used to ca.lculatc the dimensions of the substitute
conductor.
Apart from the frequency, the inductance L cktcrniiucs the magnitude of the reactance.
In practical applications, tli<' worhny znductann: is 11cmnally of importance. In order
to be able to cletenninc the workit1g it1dt1cta11u', !lw following individual inductances
should be known:
10.2 Electrical c:harac:teristic:s of contac:tJi_n_es___ -- _ __
Self-inductance of a conductor /
The self-inductance per unit length of one conductor in a circuit of two solid conductors
of equal dimensions is
(10.12)
whereby L( is the inner self-inductance per unit length and L~ the external inductance
per unit length of the conductor. The external inductance per unit length of a conductor
of radius r is given by the equation:
L~ - (/21r) ln(R/r) (10.13)
R is the radius from the centre of the conductor to a limiting circle within which the
magnetic energy on which the calculation is based is to be taken into consideration.
The inner self-inductance of a solid conductor with a circular cross section is found to
be /8 1r, irrespective of the radius. For conductors, this corresponds to the expression
L; (/2 n) ln(r/rcq) (10.14)
which contains the natural logarithm term In and the equivalent radius 'f'cq Assuming
ln(r/req) = 0,25, it is obtained req = r e- 0 ,25 = 0,7788 r.
By relating the inner self-inductance to an equivalent radius, it is possible to describe
the inner inductance of conductors, which may have different internal magnetic char-
acteristics. The self-inductance per unit length of a conductor is thus found to be
L;i = (/21r)(ln(R/r) + ln(r/rcq)) = (p,/2n)ln(R/req) (10.15)
This is a generally applicable equation. The equivalent radii, expressed as multiples of
the conductor radii of conductors and ,vires normally used in overhead co11tc1ct lines,
are listed in Table 10.3.
Due to the fact that l11(r/ 1eq) - 0,25 for a contact \\'ire, the contact \\'ire inductance
per unit Ieng th is
L;iCW = (11,/21r) (ln(R/r) + 0,25)
Working inductance
The combined inductance, comprising self-inductance and mutual inductance, is the
working inductance. For the working inductance per unit length of conductor-conductor
circuits
In this equation, QE is the specific so'il resistivity and 6 is the penetration depth of the
current in the earth.
If all quantities are expressed in the correct SI units and the earth is assumed to have
a relative permeability of 1, the external inductance per unit length is
To calculate the penetration depth, a simplifying assumption is made that the earth is
a homogeneous body of semicircular cross section of radi 11s located under the electric
railway line. As a rnlc, the soil resistivity is usually considerably higher at greater
depths than immediately bdow the track substructure. The penetration depth of return
currents into the earth is discussed in more detail in chapt<)r 12.
With the above relationships, the se{f-indnctance per unit length is thus
(10.22)
Analogously, with (10.22) the niutual irnpedance per u:n'it length of a conductor-earth
circuit will be
The resulting overall irnpedance per unit length of two conductor-earth circuits, i.e. the
line zrnpeda:nce per unit length, is
/
Z' - Z L,E Z 'I. Ii: - Z'
'...IJ< I: R' -f- j f /1, ( [ ll (()/I) Ir l ((}/a) + 1ll (r / I eq) )
R' + j I /I, ln(a/r"q) (10.26)
vVlwn calculating tlw ov(~r!wad contact line impeda11<('S j)l'I unit i('llgtl1 of single-track
or rn1ilt iple-t.rad:: lines, witiC"!i !llay possihlv lw (~qttipp('d \,it.Ii ,,,iuforci11, cottductors
526 10 Currents and voltages in traction power supply networks
and return wires, the coupling between all conductors has to be taken into consideration
in the system. The calculation of such systems can either be carried out step-by-step
with the aid of the respective differential equation systems described in [10.8, 10.9),
or by applying the n-terminal circuit principle according to reference [10.10]. In such
cases, the relationship of the rail resistance to the current flowing in the rails can also
be taken into account.
In reality, the mean distances of the contact line to the rails, reinforcing conductors and
return wires as well as the distances between these elements will vary. Furthermore,
the number of tracks in stations differs from that along the main line.
All these factors will lead to differences between measured impedances per unit length
and the values calculated on the basis of material specifications and assumed mean
values of dimensions.
The impedance per unit length of a contact lines can be determined by measurmg
currents and voltages.
The principle of measurement of impedance is shown in Figure 10.4.
It is to be recommended that
the impedances of the line be rneasured several times under identical conditions
in order to obtain statistical certainty of the results,
all measurements be carried out under the same conditions, e.g. the method
used to establish the short circuit and the magnitude of the current through the
short-circuited loop,
10,2 Electrical characteristics of contact. lines 527
substation
L
-11-1----------------------------
J overhead contact line~qu1pment
' I
I track
location of
short-circuit
----;-<~u.
/
Figure 10.4: Principle of im-
pedance measurements at an
overhead contact line equip-
ment.
possible effects of the feeder line sections be taken into consideration and,
if the contact line in question is an AC traction contact line, the reactive power
and the effective power be measured in addition to the current and voltage in
order to obtain realistic validation and comparison values.
Measurements are quite simple on DC traction contact lines. All that is needed is
to short-circuit the line under test and apply a measuring voltage UT between the
overhead contact line equipment and the running rails at a distance L from the short-
circuit and then measure the resulting current IT. The line impedance per unit length
is then calculated as the quotient of the sum of the resistances of the contact line
installation and the running rails, which are connected in series, and the length of the
short-circuited section
(10.27)
Reliable impedance values of single-phase AC railway lines can be obtained if the length
L of the measured section is considerably larger than the transition range or transition
length ltr The transition range or length describes the region within which currents are
observed to pass into and out of the earth due to electromagnetic inductive coupling
processes. The transition length term is explained in chapter 12. Normally it is in the
region of 5 to 8 km. It is advisable to use measuring currents as high as feasable and
close to the operating currents,
Once the values of the voltage U, the a.pparent current I and the effective power P have
been measured and the length L of the short-circuited section is known, the impedance
per unit length is calculated using the following equations:
cp = arccos(P/(U I))
z IZI U/I Z' U/(I l) (10.28)
If the single-phase AC lin<' 111<',1s111T11w11ts me ('anicd 01lL 1111<1<'1 the conditiou that the
sliort<'d line length L is < :2 / 1 ,. 1 ll<'t <' will lw a t.c11dell( y tu oliL1iu r<'.sist.aun~ per 1lnit
528 10 Currents an<l voltages in traction power supply networks
length values which are too high and reactance per unit length values which are too
low. If the length of the section being tested is very short, the self-impedance of the
contact line-system-track circuit alone is measured.
R = b.P/12
The loss or impedance angle can now be calculated using the R and Z values:
cp = arccos(R/Z)
which permits the impedance per unit length to be calculated
This method was used to determine the impedances per unit length of the overhead
contact line installation of the Magdeburg-Marienborn line on IVIay 10th. 1993. Ref-
erence [10.11] describes the values obtained by measuring the quantities specified at
the traction vehicle travelling along this line, which is approximately 36 km long. Fig-
ure 10.5 shows sections of the graphic measurement recordings for a 14-minute period.
From the measurements, it can be clearly seen that the train, travelling near the end of
the test line, reduced power after 15:34 to enter the final test phase, and was accderated
again from 15:36:45. Table 10.2 shows the results of this measurement.
10.2_ Electrical characteristics of contactJi!ies _- --------------'05C.::2:.:e.9
17,00 I
kV
16,75
I !
16,50
~ -11
~
I\ t/ yV
I\
V\/ ~l I AfV 1/1/v, JM , I ;,vJL
A
I\ l\.r-, u
I I
~
f\J vlf\ J V \I \/
16,25
Y\
16,00 hi I~ 1( M n1
VV / V
1-1)
15,75 -
hvi \ )
~ J \lf\r
Q)
Ol
~ 15,50
\ J\
> vv
15,25
15,00 -
15 30 15 35 15"40
Time/-----
400
7
A
MW
350
6
I--'""\.
'-
I n rr
~
f = 1trc
~
7' ~ ,--,J'- hr" "\
~
300 '-01~/J"A "'
5
'7.. n
~ ~ ~ ~ FVV~ ~
't=
250
4
1 VY ~ ~
200
3
,__ 50 - Q
c cii
~ s:
-
~
0
o_ 2
0100
~
~
ht=
50
0 0
15 30 15 35 15 40
Time t - - - - -
Figure 10.5: Measurements of the voltage U and power P at the substation and Uuc, A[('.
and the Lracti/)u <"mrent I= Itn at the collect.or of a test train [10.11].
530 10 Currents and voltages in traction power supply networks
I
Table 10.5: Resistance per unit length of running rails type S 49 and tracks
according to reference [10.12], values given in mf2/km.
i.9rail How laid Wear R'
oc % Rail Single-track line Double-track line
gaps 0 31,4 15,7 7,8
34 joints/km 15 36,9 18,5 9,2
-30
welded 0 27,3 13,6 6,8
3,4 joints/km 15 32,0 16,0 8,0
gaps 0 41,0 20,5 10,3
34 joints/km 15 48,2 24,1 12,2
20
welded 0 35,7 17,8 8,9
3,4 joints/km 15 42,0 21,0 10,5
gaps 0 44,9 22,4 11,2
34 joints/km 15 52,8 26,4 13,2
40
welded 0 39,0 19,5 9,8
3,4 joints/km 15 45,8 22,9 11,4
Values based on: Resistance measurement on a rail with 35,07 mD/km at 20C.
/ Table 10.6: Resistances per unit length of welded rails and tracks at
20c when not conducting any current, values given in mn/km.
Rail type Wear R'
% Rail Single-track line Double-track line
0 35,7 17,8 8,9
S 49
15 42,0 21,0 10,5
0 32,0 16,0 8,0 j b J.
UIC 54 \ I
15 37,6 18,8 9,4
0 28,9 15,0 7,5
UIC 60
15 34,0 17,0 8,5
0 28,8 14,9 7,5
R 60
15 33,0 17,0 8,5
0 25,2 12,7 6,4
R 65
15 29,9 14,9 7,5
Table 10.8: Resistance per unit length R' of overhead contact line equip-
ment at 20C, values given in mD/km.
Overhead contact line Cat.enary wire cross-sectional area in rnm 2
configuration 50 70 95 120 150
Cu AC-100 and CA of Bz II 136 125 112 102 91,8
Cu AC-100 and CA of Cu 119 108 92,4 82,3 62,3
Cu AC-100, 20/o worn CA Bz II 160 146 128 115 102
Cu AC-100, 20/o worn CA Cu 137 122 103 90,6 78,6
Cu AC-120 and CA of Bz II 118 110 99,2 91,5 83,2
Cu AC-120 and CA of Cu 105 96,1 83,7 75,3 66,9
Cu AC-120, 20/o worn CA BzII 140 129 114 104 93,7
Cu AC-120, /20!o worn CA Cu 122 110 94,3 83,8 73,5
/
CA = catenary wire
Table 10.10: Calculated line impedances per unit length in 0/km of double-track,
16,7 Hz single-phase AC railway lines according to [10.8] and current distribution among
the individual conductors.
Over-head OHL FL RC Impedances per unit length Current distribution (in %)
line R' X' Z.' cw CA FL T RC
Re 200 1 IL II 0,148 0,140 0,206 L45 0,74 0,27 0,70
1 IL y 0,152 0,127 0,198 L40 0,74 0,27 0,50 0,32
1 y n 0,073 0,105 0,127 L55 0,39 0,14 0,49 0,68
1 y y 0,078 0,085 0,115 L47 0,38 0,14 0,49 0,47 0,38
Re 200 2 n n 0,077 0,091 0,119 L50 0,74 0,27 0,70
2 n y 0,080 0,079 0,112 L45 0,74 0,27 0,50 0,32
2 y n 0,038 0,070 0,080 L61 0,38 0,14 0,50 0,68
2 y y 0,043 0,052 0,068 L50 0,37 0,13 0,51 0,45 0,38
Re 250 1 n n 0,122 0,135 0,182 L48 0,71 0,30 0,71
1 Il y 0,125 0,123 0,176 L44 0,71 0,30 0,52 0,32
1 y n 0,065 0,101 0,121 L57 0,40 0,17 0,45 0,68
1 y y 0,071 0,082 0,109 L49 0,39 0,16 0,45 0,46 0,38
Re 250 2 n n 0,064 0,087 0,108 L54 0,71 0,30 0,71
2 Tl y 0,067 0,075 0,100 L49 0,71 0,30 0,51 0,32
2 y n 0,035 0,068 0,076 L63 0,39 0,16 0,45 0,68
2 y y 0,040 0,051 0,064 L52 0,38 0,16 0,47 0,46 0,38
Re 330 1 Il n 0,126 0,126 0,178 L45 0,51 0,49 0,70
1 Il y 0,127 0,113 0,171 L41 0,51 0,49 0,51 0,32
1 y n 0,064 0,099 0,120 L56 0,29 0,27 0,44 0,68
1 y y 0,073 0,080 0,108 L48 0,28 0,27 0,45 0,45 0,38
Re 330 2 Il Tl 0,066 0,083 0,105 L52 0,51 0,49 0,70
2 n y 0,068 0,071 0,098 L46 0,51 0,49 0,51 0,32
2 y n 0,036 0,067 0,076 L62 0,29 0,27 0,45 0,68
2 y y 0,040 0,049 0,064 L51 0,28 0,26 0,46 0,45 0,39
n = no, y = yes
Re 200 contact wire Cu AC-100, new; messenger wire Bz II 50 rnrn2; rails UIC 60
Re 250 contact wire CuAg AC-120, new; messenger wire Bz II 70 mm 2 ; rails UIC 60
Re 330 contact wire CuMg AC-120, new; messenger wire Bz II 120 mm 2 ; rails UIC 60
OHL overhead contact line
GW contact wire
CA catenary wire
FL reinforcing conductor Al 240 rrun 2 (feeder line)
RC return conductor line Al 240 rnrn 2
T track
\,\There two overhead contact line a.re installed, these are connected in parnlleL
The figures apply to one or two catenary installations, each in conjunction with two tracks and
two return lines.
Where the sum of the partial c:u1reILt components differs from 1,00, this is due to the phase
differences between the iILdiviclua.l compoILCILts .
534 10 Currents and voltages in traction power supply networks
single track:
Z' 0,15 + j 0,14 = 0,21 L'.45 n/km
double track:
two contact lines:
Z' 0,08 + j 0,09 = 0,12 L'.50 n/km
two contact lines and return conductors:
Z' 0,08 + .i 0,08 = 0,11 L'.45 n/km
two contact lines and reinforcing feeder line:
Z' = 0,04 + j 0,07 = 0,08 L'.61 n/km
two contact lines, reinforcing feeder line and return conductor:
Z' = 0,04 j 0,05 = 0,07 L'.50 n/km
1 AC 15 kV 16,7 Hz lines, high current (Itrc rv 500 A)
single track:
Z' = 0,16 + j 0,19 = 0,25 L'.50 n/km
1 AC 25 kV 50 Hz lines:
one contact line of a double track line:
Z' = 0,17 + j 0,40 = 0,45 L'.67 n/km,
two contact lines of a double track line:
Z' = 0,09 + j 0,27 = 0,28 L'.71 n/km.
In order to determine the specifications of the protective relays of the substation cir-
cuit breakers, the effective impedances should be measured on site so that the real
conditions such as number of tracks and return conductor configuration are taken into
consideration.
Table 10.11: Calculated line impedances per unit length in n/km of double-track, 50 Hz
single-phase AC railway lines according to [10.8], [10.13] and [10.14] and current distribution
among the individual conductors.
Over-head OHL FL RC Impedances per unit length Current. distribution (in %)
line R' X' Z' cw CA FL T RC
Cu AC-100 11) 0,148 0,422 0,447 L71
1 2)
+ 0,139 0,414 0,437 L74
Cu95 21) 0,110 0,297 0,317 L70
2 2) 0,092 0,289 0,303 L72
Cu AC-100 11) 0,139 0,422 0,444 L72
+ 1 2) 0,130 0,414 0,434 L73
Cu 120 21) 0,097 0,297 0,312 L72
2 2) 0,088 0,289 0,302 L73
Re200 1 n ll 0,170 0,396 0,431 L67 0,66 0,37 0,70
1 n y 0,172 0,355 0,394 L64 0,66 0,38 0,-17 0,35
1 y n 0,087 0,297 0,309 L74 0,39 0,22 0,42 0.68
1 y y 0,088 0,233 0,249 L65 0,36 0,20 0,46 0,-W 0,-!2
Re200 2 n ll 0,090 0,269 0,274L71 0,66 0,37 0.70
2 Il y 0,091 0,220 0,237 L68 0,66 0,37 0,-17 0,35
2 y 11 0,047 0,199 0,204 L77 0,38 0,20 0,44 0.68
2 y y 0,048 0,142 0,150 L71 0,34 0,18 0,49 OAO 0,-!3
Re250 1 Il 11 0,141 0,382 0,407 L70 0,62 0,40 0.71
1 Il y 0,142 0,342 0,371 L68 0,62 0,41 OAS 0,35
1 y ll 0,077 0,289 0,299 L75 0,38 0,24 0,40 0,69
1 y y 0,079 0,227 0,247 L71 0,35 0,23 0,44 0.-ll 0,-!2
Re250 2 11 11 0,075 0,246 0,257 L73 0,62 0,40 0,71
2 n y 0,076 0,209 0,222 L70 0,62 0,40 0.-18 0,35
2 y ll 0,043 0,192 0,197 L77 0,37 0,22 0,42 0,69
_,
2 y y 0,044 0,138 0,145 L72 0,34 0,21 0,47 OA l 0,-!2
Re330 1 n 1l 0,139 0,366 0,391 L70 0,52 0,48 0,,1
1 Il y 0,132 0,329 0,354 L68 0,51 0,49 OAS 0,35
1 y 1l 0,075 0,284 0,294 L75 0,33 0,30 0,38 0.69
1 y V 0,077 0,223 0,236 L71 0,30 0,28 0,42 o,-n 0,-!2
Re330 2 1l 11 0,071 0,240 0,250 L74 0,53 0,48 0.71
2 ll y 0,071 0,202 0,214 L71 0,52 0,48 o,.rn 0,35
2 y II 0,042 0,190 0,195 L77 0,33 0,28 0,40 Cl.GS
2 y >' 0,043 0,136 0,143 L72 0,29 0,25 0,46 0 .-l 1 0,-!2
1) Rails R 50; 2) Rails n 65
Note: Designations and asst1111ptions as for Table 10.10.
Table 10.13 contaills a list of w11,du.dance per 'Unit length Yalucs mcasmcd on single-
track and double-track railway lim\S. The effect of some important. factors can be
observed in this Table ,rnd some of these factors will be briefly di:-;cussecl here. For
('.Xample, rneasur<~111<'t1ts liav<~ shown that the soil resistivity of sandy day soil ,vith a
water content of 0 o/t. is !(] 7 Om and drops to 40 nm if the water <onl.t)ttt. ris<'s to 30 %.
Other important inll11<'t1c< s ar<' frost and temperature changes. For ex,u11pl<, reference
1
[LO l] reports of 1ail-c~;11 tli condwt,rn<<)S per unit l<'n,t.11 of 0, l S/k111 ii<'i11g measured
536 10 Currents and voltagP-s in traction power supply networks
Table 10.12: Measured line impedances per unit length, open railway lines. All values given
in 0/km.
.fn Where measured No. of Impedance per OHL configuration Source
tracks unit, length cw CA FL RC
mm 2 mm 2
) ')
Hz nnn- mm-
16,7 DR 1 0,240 L45,0 100 50 I) [10.15]
DR, average value, 1 0,215 L49,9 100 50 [10.16]
CW 10/o worn 1 0,221 L47,5 100 50 ditto
DR, average value 2 0,117 L53,6 100 50 ditto
DB 1 0,230 L45,0 100 50 [10.17]
DB, one track with OHL 2 0,200 L47,0 100 50 ditto
DB, upgraded line 2 0,130 L48,0 100 50 ditto
DB, ditto 2 0,112 L50,0 100 50 185 2 ) ditto
DB, ditto 2 0,118 L60,0 100 50 240 ditto
DB, S-Bahn-tunnel 1 0,150 L53,0 100 95 )
3
ditto
4
240 )
Magdeburg-Marienborn 2 0,077 L40,0 100 50 240 [10.18]
DB,NBL 1 0,172 L47,2 120 70 [10.17]
ditto 1 0,110 L58,8 120 70 240 ditto
DB,NBL 2 0,106 L51,6 120 70 ditto
ditto 2 0,070 L63,2 120 70 240 ditto
DB, NBL, tunnel 1 0,165 L45,6 120 70 ditto
ditto 2 0,096 L48,2 120 70 ditto
Grueze-Gossau 2 0,088 L48,0 100 50 240 [10.19]
50 Madrid-Sevilla 1 0,330 L69,0 120 70 240 [10.14]
2 0,210 L7l,0 120 70 240 ditto
Bambach-Bahn 1 0,420 L69,0 120 70
2 0,280 L70,9 120 70
Notes: Contact wire of Cu or CuAg0,l; catenary wire of Bz II; reinforcing line of Al; on double-track
lines the overhead contact line equipments are connected in parallel.
El = existing line; NBL = newly-built line
1) Steel catenary wire
2) ACSR 185/30
3) 2 x Cu AC-100 and two catenary wires of Cu
4) one track with reinforcing line
at temperatures under 0C and 0,5 S/km being measured at the same location when
the temperature had risen above 0C. In [10.23] comparable differences in the ratio of
1:6 are reported for Germany..
Table 10.13: Leakance per unit length J-';f,E of track-, (guideline values) according to data
from [10.20, 10.21, 10.22], values given iu S/km.
Construction and condition of the track ballast Single-track Double-track
line line
impregnated wood or concrete sleepers, clean gravel ballast, heavy 0,02 to 0,04 0,0-1 to 0,08
frost
ditto, but no frost 0,5 to 1,0 1,0 to 2,0
ditto, but contaminated gravel ballast 1,0 to 2,2 2,0 to 4,4
ditto, but clean sand ballast 1,5 to 3,3 3,0 to 6,7
long-distance line track on gravel ballast 1,5 to 4,0 3,0 to 8,0
conc:tete slab track on an insulating layer of biturnenized stone 0,25 to 5,0 0,5 to 10,0
chippings
impregnated wood or concrete sleepers on sand ballast with clay 3,2 to 5,0 6,0 to 10,0
content
wood sleepers in lignite open-cast mines 2,5 to 8,0 6,0 to 16,0
concrete sleepers on gravel ballast with stone paving 2,0 to 5,0 4,0 to 10,0
conc1ete sleepers on sand ballast with stone paving 3,5 to 10,0 7,0 to 20,0
concrete slab track on sand bed 10,0 to 25,0 20,0 to 50,0
track in tunnel, well-insulated, dry bed 0,3 to 1,3 0,6 to 2,5
track in tunnel, old insulation, wet bed 2,0 to 8,0 4,0 to 17,0
tracks in roads 9,5 to 23,0 19,0 to 45,0
wk type superstructure, new, dry 0,005 0.01
\Vk type superstructure, older, dry 0,02 0.04
\Vk type superstructme, older, damp 0,23 0,5
vV type superstructme, new, dry 0,05 0.1
Vv type superstructure, older, dry 0,1 0 ')
W type superstructure, older, damp 0,4 0.8
K type superstructure, older, dry 0,5 to 1,0 1,0 to 2,0
K type superstructure, older, clamp 1,5 to 3,0 3,0 to 6,0
slab track ~ 0,01 ~ 0.02
Where no specific: information is shown in the Table, the values apply to normal clamp track beds.
In the case of very dirty ballast and extreme damp, the 1~rE values should be multiplied by a factor
of 1,5 to 2,2. In the case of frost, a factor of 0,1 to 0,3 should be applied.
As a result, overhead contact lines, conductor rails and even tracks will have a spe-
cific: capacitance with relation to the earth. The capacitances per unit length can be
desc:ri bed a.s follovvs:
(
.,,
'LI: 27f c / lu(2 h./re,) ( 10.30)
Iu this ('qtiat.ion,
= co """'', with E,., 1 = relative p<'nuitti\it.y ;::::; l for air and co 8,85 10-!l F /km,
Ii !wight of tl1f' cont.ad. !in<' eql!iprncut above gro11ud ~ G,G Ill and
<'<{11i,;d<'11t radil!s of Lhe cout;1ct. liu(' cq11ipn1c~ut.
538 10 Currents and voltages in traction power supply networks
~:_____---------------------~
Conductor rails-earth
The capacitance per unit length of a conductor rail with respect to earth can be approx-
imated using the equation stated above for calculating the capacitance per unit length
for a catenary. The equivalent radius ra of a conductor rail in such a calculation is
Teq = J2 A/1r
If the permittivity Ere! is assumed to be 2,5 in order to take the gravel bed below the rail
into account, the capacitance per unit length of a conductor rail of cross-sectional area
5100 mm 2 and h = 300 mm is found to be 60 nF /km [10.24]. Measurements carried
out by the former East German railway company, DR, have shown capacitances per
unit length to be between 70 and 100 nF /km.
Track bed-earth
According to reference [10.25], the capacitance is calculated as
c~E = 7r EI ln(2 ha I h 2 + a 2 ) (10.32)
in which
a track gauge (distance between rails)
h height of rails above earth
req equivalent rail radius
Ere! ~ 2... 3 for a dry gravel bed.
Here too, the calculated values are lower than corresponding measured values.
In reference [10.22], the measured capacitance per unit length of the four rails of a
double-track line with respect to earth is recorded as being 120 nF /km.
b) j
/
lr0 ,s:>,
lire R' cos cp ltrc X' sin cp
Figure 10.6: Voltage rela-
tionships in a traction power
c) j supply contact line network.
a) Equivalent circuit
b) Vector diagram of voltage
drops, train drawing current
c) Vector diagram of voltage
drops, train braking
Conversely, if a vehicle capable of feeding braking energy back into the network is
braking, the voltage at the traction vehicle position will rise in order to transfer braking
energy to the contact line network.
Thus the potential at the collector of a traction vehicle will depend on the electrical
characteristics of the contact line installation as well as on the present power consump-
tion of all electric traction vehicles in the feed section and their respective distance from
the feed point. Under normal operating conditions, the voltages should never exceed
or drop below the nominal voltage tolerances given in Table 1. 1. In railway lines for
high-speed traffic and heavy traffic, the recommendations are stricter [10.26], stating
that the voltage of the electric traction contact line network should never drop below
the nominal voltage at any point of the network in normal operation.
In the draft of the UIC-leaflet 796-0 of December 1996, a mean useable voltage at the
collector is defined, this being 2,8 kV for 3 kV railways, 14,2 kV for 15 kV railways
and 22,5 kV for 25 k \. railways. These voltages are defined as minimum values. For
high-speed traffic, stricter requirements are formulated, stating that the mean useable
voltage must be nearly equal to the nominal voltage in order to fully utilize the vehicles'
power and achieve high performance.
In the following section, the voltage drops occurring between the feeding substation
and the current position of one or several trains within the same feed section will be
calculated. Apart from the traction current, distance and impedance per unit length,
the type of feed will determine the voltage drops to be expected. The least complicated
relationships apply in the case of single-end feed to a single train drawing current from
the traction power network.
The rn,a:rirmm1, voltage drop /::J,,.Umax will occur when the train reaches the far end of the
feed section. In this case
If the traction vehicle travels along the section at a constant speed, the graph can be
plotted against time instead of distance. The expected voltage drop is
l
If the number of trains within a feed section is ,ery large, the theorPtical boundary
ms<' of' a u,n1,fmrnly-ci1.st:rilmted line load a.s shown in Figure HL7 c) is ad1ie,ed T'he line
load iu a contact !in<' fopd section can be defined in rcJation t.o the le11gt.h as f'ollows
(10.JD)
542 10 Currents and voltages in traction power supply networks
a)
I
6
tI
:::i
<l
X
I J.,, t
::5
<l
0. 0.
0 0
"O "O
Q) Q)
0)
i
0
El
0
> >
Distance X
b) 1---~-~--/_2
I
___ 1
--13
ft,c3
_______ t:..ux
:::i 1 ::5
<l <l
0. 0.
I
!2 I !2
-0 -0
Q) Q)
0) : - - - - - - .....C:::-::. ~O_H~ - - 1 JOHL 0)
El El
g , _ __ _ _ _ _ ,_ _ _ _ _ __ , _ __ _ _ _ _ _ _ _ _~
I
I
0
>
Distance - X
o ) ~
The current flowing IoHL in the contact line section at a distance .T from the feed point
is then
1: Z' 1/,
j
6Ur" = . I-r.' Z' ci.T - l (l :r :i:
2
/2) L ftn
i I
i (lOAO)
()
10.3 Voltage regulation in contact line networks 543
2
,0.i..U:r. n ltrc Z' (l :r :i: /2)/l (10.41)
If it is assumed that all trains travel along the section at a constant speed, the same
assumption as used above can be made. With this, the mean value
can be calculated.
In practice, however, the voltage drop will be greater than a value calculated using
(10.42) because a realistic number of trains in a single contact line feed section will be
between 1 and 3 to 5 and not infinitely large as assumed when deducing (10.40). To
solve this problem, reference [10.27] specifies an equation which will produce adequate
results for the mean voltage drop. This equation is
in which c."t is the quotient of the period between two acceleration processes and the
total period of time that power is drawn from the contact line network. Values of o:
obtained by empirical methods range from 2 for regular train traffic to approximately
4 to 6 for metropolitan mass-transit train traffic [10.28].
and for the maximum \Vhich will occur at the point :z: = L/2:
L 21
a) A ;,_I---.------------------,.,1 B
t1~x~1 ftrc
X Ak
XAn
-
XkB
XnB
b) X X
X A1 X 1B
-[Altrc1 ls-
/A !1
ftrc1
ft,c2 ltrck 11,cn
/F
::::i
<l
Q.
"O
e
Q)
/j_j X
0)
2
g "'----__,_-----~------~--~-x
c) Figure 10.8: Voltage drops
and over head contact line cur-
rents in sections with double-
::::i Wx end feed.
<l
Q.
0
a) one train in the section
i5 b) n trains in the section
Q)
If the contact line installations of a double-track line are cross-coupled a.t the mid-
point of the feed section, the voltage drop elm~ to a train tra,elli11g 011 one of the
parallel sections is clescrihccl by the following equations [10.28]:
Table 10.14: Voltage drops in contact line network /i:)ed sections [10.28].
Type of feed Number of trains Instantaneo11s l'viea.11 value !lU Maxi1n11111 value
in the sectio11 value flUx f::i.U,11ax
siugle-enclecl n iu<lividua.l loads :1: l/2 l
n, uniform load l n/3 l n/2
1 ( f, ltn,,;:I:;) / ft
1==1
re l(n+l,5n-l)/3 l(n+l,5n: 1) /2
If the voltages UA and U8 of the two substations are not equal, the right-hand side of
equation (10.48) must be supplemented by the sum :rA,k (VA - U8 )/ L.
In this case, a compensating current Ia will flow through the contact line section from
one substation to the other if there is no load along the section. The value of this
no-load compensation c'Urrent will be
(10.49)
If the factor n and the 11umbcr of trains n currently in the foed section are k11mn1, then
th<' lll(';-111 ,alue will be
Table 10 . 11 surn11w.rizcs tlw expressions needed for calculating the voltaqe rlrnps for
difr<'r<'lll LytJ('.s of cont.act liuc f<><'d S<'ctions. In ord('t t.o allow easier <"Olllparis01i of tli<'
n'stilLs, nil l<'1tgtl1s an' e.xpn~ss('d ndatin~ to a co11L1d li11<' sc~ctioll of' l<'1tgLl1 /.. wlwreh,
546 _ _ _ _ _ _ _ _ _ _ _ _ _ _
:=....:.::___ Current~
10 _ __ __,md voltages in traction power supply networks
~
l:,.Uxe
0, 7 5 t - - - - - - - t - - - t - - t - - - - - - - t - - - - - - - - ;
the length of the section under consideration in the case of dot1ble-ended feed is defined
as half the distance L between the substations, i.e. L = 2 l.
A feed section of length 1 is thus considered to extend from the feed point up to the
coupling point between substations or, for terminating sections, up to the end of the
section. The theoretical limit n --+ oo and Itrc --+ 0 gives a value for the uniform line
load which can be calculated using (10.39).
Figure 10.9 shows a graphic comparison of the different voltage drop situations for
equal total loads in the section between two substations. This graph also demonstrates
that increasing the number of cross-couplings within a feed section improves the voltage
conditions in a traction power contact line network.
a)
110 kV
2 X15 MVA
15 kV
contact line installation
b) 0 50 100 150 200
I I I I I I I I I I I I 1 I line kilometres
SS1 SS2
SS3 SS4
SS5 SS6
SS7
SSB
SS9
substation locations
kV
d)
kV
27,5 -l+-------'--+---'---1---''---+------'------+-'---+-------'--+--'-----+----1--\--l---l
Figure 10.10: Calculated pantograph voltages of high-speed trains with lG, 7 Hz and 50 Hz
feeds.
a) Structure of traction power supply fr>r 1 AC 15 kV 16, 7 Hz
b) Structure of traction power supply for 1 AC 25 kV 50 Hz
c) Voltage at pantographs for l AC 15 kV Hi,7 Hz, headways 4, 10 and 30 minutes
d) Voltage at pantographs for 1 AC 25 kV 50 Hz, headway 4 min.
548 lO_gurrents a~cl ~oltct_g,es in traction power supply networks
in the lG,7 Hz system. The lower part of Figure HUO shows the collector voltages of
the tractiou vehicles as thr\y travr\l aloug the line, which has a length of 200 km.
Other methods have also lweu developed for assessing the voltage conditions in contact
line networks of conventional, normal-load railways. These include
calculating voltage drops for mixed load conditions,
- calculating voltage drops using stochastic methods, and
estimation calculation of the rna:r:imnrn voltage drops.
These methods are also described in detail in [10.28].
10 .4 Operating currents
10.4.1 General
Electric traction power is transferred to a moving train by a current flov:ing through the
contact line installation. This traction current is driven by the voltage applied to the
traction vehicle's collector and its magnitude is inversely proportional to the effective
impedance of the traction vehicle. The traction vehicle impedance, in turn. is inversely
proportional to the rated power of the vehicle and also depends on the current setting
of the power control circuit of the vehicle.
In power supply systems in which the nominal voltage is the descriptiw characteristic
the rated power of the traction vehicle will be the quantity on \\hich the operating
current calculations must be based. The time function of traction currents drawn by
moving trains can be analyzed by simulating train runs and is determined by the
parameters of the respective run. In a contact line installation. the traction currents of
all trains travelling in the same feed sections at a given time \\ill be superimposed.
A contact line feed sec/;wn is that section of an electric train li11<' \\hie Ji is foci by a
particular substation. In s.\ str'ms with double-end feeds, the sect ion i::; considered to
extend from the foed point Io the mid-point between C'.Onsecutin~ f<,ed puints.
Depending on the k,11gtlt / of the section and on the train speeds, one t>r scH,ral trains
may be in the sanw f<'<'d scctiou nndr'r normal traffic conditions. as can lw seen in
Figurns 10.7 and 10.8.
!_9,4 Operating currents 549
a)1000
A
- r
1::
J
! I 11
~
I
11r
c
400 --
~ 200 - ,_I
:5 I,
~ 0
0 w
u-200
~
1- -400
0 1000 2000 3000 4000 5000 s 6000
Time - - -
b) 1200 Figure 10.11: Traction cur-
A ~
V '--- rents It.re plotted as functions
/ ~
:~~
of time.
L ------- a) DB ICE with two
1400
.
;/ '"
fl traction vehicles, trav-
~ 200 elling on the Hanover-
~ 1
3 0 W iirz burg high-speed
5-200
\ ) 2
TI \~ line without stops [10.31]
~-400
-600 V b) Local-area trains
1: T\-amway T4D (Dres-
-800 -
0 5 10 15 20 s 25 den) T4D + T4D +
Time
B4D, run on level stretch,
c) 300
chopper controls
A 2 2: Tramway. GT6N
\( (Mannheim), unoccu-
1 200 ,.
,. /
100 /
/
''
C
0 /
/ direct-drive locomotives
t5ro /
1: passenger train, 400 t,
i-=
'Vmax = 110 km/h
2: Goods train 1500 t,
100 200 300 s 400
Time 'Vmax = 70 km/h
The train loads and thus the load currents of contact line feed sections of general-
purpose railway lines can be described as stochastic functions, as is demonstrated in
clause 11. 1.1. 2. However, in high-speed traffic, there is normally only one train in each
feed section at a time. The current load is thus intermittent. Such loads are described
in more detail in cla.use 11.1.1.3.
Clause 11.1.1.2 describes the characteristics of railways for general traffic. The tirne-
dependent load in a particular section can lw descrilwcl using the equations (11.7),
(11.11) and (11.52). In order to be able) to detennine the electric.al parameters. data
an~ 1weclecl on the load cunents to he expected. Since the instant,meous load cases
as shnwn in Figure 10.8 onlv nppl\" to a part.iC'11lar 1110111e11t of time. it is necessan
--o
=-:;);)~----------------------~
10 Currents and voltages in traction power supply networks
Table 10.15: Guideline values of expected maximum operating currents in various power
supply
'
systems.
Vehicle/ Power Rated Auxiliaries Probable maximum currents
train type supply power Individual Double Contact
system vehicle/train traction line section
kW kW A A A
T4D Dresden DC 600 V 172 70 600 1200 3000
GT6N Mannheim DC 600 V 480 80 780 1700 4000
AEL Hong Kong DC 1500 V 5300 800 4500 4500
Munich subway DC 750 V 2340 1050 3000 l) 4500
Berlin heavy rail DC 750 V 2400 800 3200 2 ) 4500
DB, BR 420 AC 15 kV 2400 110 250 500 1200
DB, BR 120 ditto 6400 800 460 800 1800
DB, BR 112/143 ditto 3720 600 290 550 1000
DB, ICE ditto 4800 500 420 3 ) 840 1500
DB, ICE 3 ditto 8000 500 725 1450 2000
SNCF, Thalys AC 25 kV 4440 500 200 400 800
DC 1500 V 1840 500 1500 3000
1) Triple train; 2) 4 x Br 481 +482; 3) per traction vehicle
~
I
[OHL
A ~ S S B
1
-'
I
-.0 l=loHL (1-2 xii) (// 2) Figure 10.12: Contact line cur-
c rents IoHL between two substa-
~ Ix>------~,
:J
0 tions under the assumption of
a uniformly distributed line load
X
Distance - - - IoHL according to (10.39).
to use the line current loads IoI-IL in calculations. The line load can be deduced from
the power per unit length P' on which the design of the electric railway system was
originally based :
As shown in Figure 10.12, the current flmving at any point a distance .'.C away from the
left-hand feed point of a contact line installation is
At the feed point itself, the current flowing into the contact is
The values shown in Tabl<\ 10.16 can serve as realistic guideline values for typical power
loads per unit length. For 1 AC lC> kV 16., Hz railwciys. the m,ean power factor cos;;
10.4 Operating currents
Table 10.16: Guideline values for the power per unit length P' on double-track electric
railway lines, values given in kW /km.
Type of railway and traffic P'
Lines with little traffic, trains at up to 120 km/h up to 300
Lines with heavier traffic loads, trains at up to 160 km/h up to 500
- Lines with very heavy traffic loads, trains at up to 200 km/h up to 600
- Local-area railways, 10 000 passengers per hour and direction, trains at up to up to 750
80 km/h, starting acceleration 1,1 m/s 2
Local-area railways, 40 000 passengers per hour and direction, trains at up to up to 3000
80 km/h, starting acceleration 1,1 m/s 2
High-speed railway, 6 minute headways, trains at up to 330 km/h, 8000 passengers up to 1300
per hour and direction
Exarnple: Determine the line load and current in a contact line feed section of railway line
with very heavy traffic, 15 kV nominal voltage and on which trains travel at up to 200 km/h.
In Table 10.16, the power per unit length required for this type of traffic is given as being
600 kW /km. With an assumed mean power factor of 0,83, the current per unit length is
If the distance between substations on this line with double-end feed is 50 km, a contact line !i''i
:1
feed section length of 25 km must be used in the calculations.
The feed current for one track is then calculated as
The currents calculated using equation (10.53) can be considered to be the currents
drawn in the peak-load hour according to equation (11.11) because they were derived
from the assumed maximurn load values. The corresponding Iii max values can then be
used to calculate the currents for defined periods as described in clause 11.1. 1.2.
Although the load curn~nts in double-end feed sections of heavy-traffic lines with large
loads are intermittent, they can be described in simplified form with the aid of equations
(10.51) to (10.53).
Due to the high tra.in frequ<~ncy on such hea\ily-travelled lines, the load currents exhibit
a low statistic variation. Expressed quantitatively, a normalized scatter, i.e. a coefficient
of variation, of less than 0,1 can be expected in these cases. As this complies with the
condition that the variations must be very low, the assumed quantity described as the
load current per unit length can be used as an acceptable basis for estimating the
required 8Ub8tation capacity.
Example: What is the current per unit length and the feed current in a contact line
installation of a double-track local-area railway line with heavy traffic if the power per unit
length is 3 MW /km, the supply voltage is DC 1500 V and the substation spacing isl= 4 km?
The development of the contact line installation circuit configuration and design thus
involves achieving a sensible ba.lance bctvv<)cn the r<\spective measures required to com-
ply with the requirements of electrical engineering, protection, railway operations,
maintenance and e<onomics.
In addition, town-planning aspects frequently have to be taken into consideration when
drafting contact line circuit configurations for clcctrir local-area railway networks.
The criteria listed above are taken into consideration and the calculated power require-
ments, the location of the power supply lines from the main energy sources, the railway
line profile and the location of the fixed railway installations are then used to draw
up line feed configurations, also called line feed plans by DB (German rail company).
These are then used as a basis for the contact line cirwit designs.
a ~fl-H--------i:1-----:_ _[[:f:
b 1:P : 1
[:f:
,1:P r [:f
1
Figure 10.13: Basic circuits
of contact line installations.
'1:11 I [ I I I I
1
[:f a) single-end feed
b) double-end feed with longi-
tudinal coupling
, =f::j I I I I !:f I [
c) double-end feed with longi-
tudinal and cross-coupling
d) double-end feed with a
r :k
1
=t::h i i
large number of cross-coup-
lings
ss
line section feed branch line section feed branch Figure 10.14: Line section
feed branches with a station
u feed branch.
Ql
2 disconnect.ors closed m
normal position
0 disconnect.ors open in nor-
open stretch insulated overlap station insulated overlap open stretch
of railway line of railway line mal position
a) SP SS B
SSA
b) I
SSA boundary of substation supply section SSB
I
I
I
I
I
I
of a sub-sections normally coincides with the insulated ovedaps. At the same time it
must be assured that the insulated overlaps is within signal coverage, i.e. that it is
impossible for an electric traction vehicle with raised pantograph to come to a halt
directly under the insulated overlaps.
The distances lwtwer.n signal locations and the starting point of the first points as
specified for standard overhead contact line designs is shown in Figure 6.17. In this
illustration, the boundary of the sub-section is shown with the shaded area on the
open-line side of the boundary.
Station sub-section an~ further divided into individual swztchzng grn'/1,ps which are con-
tact line sections that can be switched off, i.e. isolated individually. Usually, separate
switching groups arC' sd up for main lines and secondary lines. In very long stations, the
1().5_ C:<)_uLact line circuits
main switching groups are even sub-divided longitudinalk Electrically, the switching
groups are linked by sectfon insulators or insulated Oi'tT!aps. The latter are used espe-
cially where trains travel along the sections at more than 130 km/h, section insulators
being not particularly suitable for such spe<'.ds. Disconnectors and switchgear are used
in overhead contact line installations for the following purposes.
section disconnectors link sub-sections,
connector disconncctors connect auxiliary <x1uipment to the overhead contact
line, basic section switches link basic sect.ions,
loading siding disconnectors disconnect the overhead contact lines of loading sid-
ings from the installation and connect them to earth,
longitudinal disconnectors an'. all clisconnectors used to link longitudinal sections,
cross-connector disconnectors link the overhead contact lines of the main line
tracks of a substation supply section,
protective neutral section clisconnectors link the adjacent overhead contact lines
of the main line tracks of a substation supply section,
- feeder clisconnectors connect the overhead contact line to the feeders or connecting
lines,
bypass feeder disconnectors connect overhead contact lines to bypass feeders, and
substation section link disconnectors connect the oYerhead contact lines of differ-
ent substation feed sections.
The German railway company DB uses a numerical code to identify the disconnector
designations. This is specified in the operating regulations Gbr 997.0102 [10.3:3]
Units:
1 Section disconnector, South or \;\Test side, on double-track lines the arrival
track,
2 Section disconnect.or only on double-track lines - South or \;\Test side.
departure track,
3 Section disconnector, North or East side, on double-track lines the departme
track,
4 Section clisconnector - only on double-track lines )Jonh or East side. arrival
track,
5 Cross-connector clisconnector, ( usuall~' with short-circuit signalling trans-
former),
6 Loading siding disconnector. workshop shed isolator clisconnector (with
earthing contact),
7 Basic section disconnector of tracks on the station side \\ith odd section
disconnector numbers,
8 Basic section clisconnector of tracks on the st;uion side with even section
disconnector numbers,
9 Basic section disc-onm'ctor, ,, here required, preferably for special applications
0 Substation section link switch, (onlv in conjunciiun ,,itli concsponding tens
digits)_
558 10 Currents and voltages in traction power supply networks
Hundreds:
1 Basic section disconnector, in cases where the tens-digits are not sufficient,
2 Disconnectors of operating facilities of open lines,
3 Special cases, e.g. private sidings, repair or vehicle maintenance sheds,
auxiliary longitudinal sectioning, secondary connections to railway power
systems, system conversion switchgear, special designations to prevent
confusion etc.,
4 Longitudinal disconnectors in stations,
5 Basic section disconnector, for secondary connections in stations,
6 to 9 As for 3.
Gz
0
0 7
0
0 motor-operated pole-mounted disconnectot
402
4 1
401
9 509
b) A-shaped cross-over section
,W(3) 5$(15) fjj ft]J(5) @_(1)
w<2)
c) V-shaped cross-over section
(!z(1)
(3)_(4) (2)
Figure 10.17: Simplified basic section circuit diagrams of cross-over sections and overtaking
stations on new line projects.
a) overtaking station
b) A-shaped cross-over section
c) \!-shaped cross-over section
I o
a
I
.l
!
I
I
560 10 Currents an~!_ voltages in traction power supply networks
10.5.4 Disconnectors
The junctions between basic sections in the DB railway network are bridged by discon-
nectors. These are capable of interrupting currents of up to a certain magnitude and
number of switching cycles. Therefore, it is advisihle to switch them with no or only
low load.
10.6 R,eferences
10.1 Petterson, G. A.; Swenson, S.: Storungskompensation <lurch Gleise, Riickleiter und
Saugtransformatoren an elektrischen Bahnen (schwedisch) (Compensation of inter-
ferences by tracks, return conductors and booster transformer in electric railways)
(Swedish essay). In: Tele (1961)2, pp. 61 to 92.
10.3 ITU Directives Volume II: Calculating included voltages in practical cares. ITU-T
Telecommunication Standardisation Sector of ITU, 1999, Chapter 4.1.5.2
10.4 Bethge, W.: Bahnstromriickfiihrung auf den Neubaustrecken der Deutschen Bundes-
balm (Return of traction current on the German Railway'a new high-speed lines). In:
ETR 31(1982)12, pp. 901 to 908.
10.5 Lexikon: Elektrifizierung A-Z (Electrification from A to Z). Verlag transpress, Berlin,
1988.
10.6 Carson, J. R.: Wave propagation in overhead wires with ground-return. In: Bell System
Techn. Journ. 5(1926), pp. ,539 to 555.
10.8 Behrends, D.; Brodlwrb, A.; I-Iofinann, G.: Berechnungsverfahren fiir F;:,hrleitungsim-
pedanzen (Calculation of overhead contact line impedances). In: Elektrische Bahnen
92(1994)4, pp. 114 to 122.
10.9 VEM hand book: Energieversorgung elektrischer Bahnen (Energy power supply of elec-
tric railways). Verlag Technik, Berlin, 1975.
10.16 DR-M 21-04.001: Bahnenergieversorgung 16,7 Hz, Netzberechnungen fiir Anlagen iiber
1 kV, Impedanzen (AC 15 kV 16,7 Hz power energy supply, network analysis for
installations above 1 kV, impedances). 1983.
i
10.17 German Railway: Streckenimpedanzen der Neubaustrecke, Messwerte (Line 'I
impedances of new high-speed lines, measuring records) Munich, BZA, 1987. I
10.18 Zimmer/;, G.; Hofmann, G.; Jecksties, R.; I<.raR, R.; Schneider, E.: Ri.ickleiteroberlei-
tungsanlagen auf der Strecke Magdeburg-Marienborn (Return conductor installations
on the overhead contact equipment of the Magdeburg-Marienborn line). In: Elektrische
Bahnen 92(1994)4, pp. 105 to 111.
10.20 Feydt, M.: Vorschliige zur Verwendung der Kabelmantel, metallener Rohrleitungen,
der Gleise und der Erdseil-Maste-Kettenleiter als nati.irliche Erder (Proposals to use
cable sheeths, metallic pipelines, tracks and earthwire pole iterative network as natural
earth electrodes). Report of the institute for energy supply Dresden, 1982.
i
10.21 Hellige, B.; Hampel, H.: Untersuchung des Ubergangswiderstandes von Straflenbahn-
gleisen (Investigation of the transition resistance of tramway tracks). In: VESK-
Informat;ionen, Dresden 5(1971)4, pp. 28 to 34.
10.22 Zimmer/;, G.: Bericht iiber Ableitungsbeliige moderner Oberbauarten (Report on the
leakance of modern superstructures). Frankfurt, 1993.
10.23 Nitscli, K.: Ergebuisse der Uutersuclmngen des Isolationswiderstandes von Stahlbe-
tonschwclku (Results of investigations of the insulation resistance of steel reinforced
concrete sleepers). Iu: Signal und Scltieue 10(1066)9, pp. 376 to 383.
l(L24 A/x,J, ,L Die Auswirkuugeu der Schaltltandluugeu bei Streckenschaltern von Gleich-
strombalmen rnit Strnmschieuen untr)r liesondcrer Beriicksichtiguug der Vorgange in
deu Schicucn und i111 Erdreich (The dfocts of switching operations at circuit break-
I,
<\rs of DC railways using conductor mils wit.It special co11sideratio11 of the processes
het.w<~<~tt rails ,utd earl.It). HIV Dresdcn, l~HiD, dissc\rl.atio11 thesis.
562 10 Currents and voltages in traction power supply networks
10.25 Kleitz, F.: Elektrische Eigenschaften von Fahrleitungen elektrischer Bahnen (Electrical
characteristics of overhead contact lines of electrified railways). HfV Dresden, 1981,
thesis for diploma.
10.28 Schmidt, P.: Energieversorgung elektrischer Bahnen (Power supply of electric railways).
Verlag transpress, Berlin, 1988.
10.29 Brodkorb, A.: Ein Modell der elektrischen Bahnbelastung auf der Grundlage der digi-
talen Simulation der Zugfahrten (Modelling of elctrical railway loads based on digital
simulation of train runnings). HfV Dresden, 1986, thesis for doctorate.
10.30 Biesenack, H.; Hauptmann, A.; Muller, K.; Schmidt, P.: Bahnbelastung und Span-
nungshaltung im Hochgeschwindigkeitsverkehr (Electrical railway load and voltage sta-
bility in case of high-speed traffic). In: Elektrie 50(1996)9-11, pp. 324 to 333.
10.31 Stephan, A.: Berechnung und Bewertung der Belastung von Traktionstransformatoren
im Hochgeschwindigkeitsverkehr (Calculation and assessment of loading of traction
transformers for high-speed traffic). TU Dresden, 1995, dissertation thesis.
10.32 Schuhmacher, R.; Scherrans, Th.; Stephan, A.: Auslegung der Bahnenergieversorgung
der Mannheimer Verkehrs-AG for den Stadtbahnbetrieb (Design of electric p~wer
supply of city rail operation of Mannheimer Verkehrs AG). In: Elektrische Bahnen
95(1997)5, pp. 131 to 138.
10.33 DB: German railway directive Gbr 997.0102 - Overhead contact lines, planning and
construction of overhead lines. 2001.
11 Current-carrying capacity arid
protective provisions
The power requirement of a railway results from the physical power necessary to fulfil
the transportation purpose. The transportation process itself differs greatly over time
and is also dependent upon the geographical location. The physical power required
to achieve a specific line transport need, depends on many parameters. The most
essential are:
- the speed, the power required being proportional to the cube of the speed,
- the train weights,
the frequency of servfre,
the line gradients,
the frequency of restarts,
the availability of regeneration braking systems, and
the driving style of train drivers.
To achieve an optimum design for contact lines, the characteristics of traction loads
have to be determined sufficiently accurately and described.
Railways for general traffic are, from the railway engineering aspect, characterised by
the fact that trains of various categories use the line at speeds of up to 200 km/h
resulting in power demands per unit length of up to approximately 300 kW /km. Their
load distribution charact<'ristic can be described with the aid of stochastic variation
functions [11.l]. The c-o111ponents of the idealised random functions describing the loads
on main line rmlwo.ys for general traffic are shown in Figure 11.1.
The graph a) in Figure 11.1 shows the variation in 1nonthly rn,eu:n load values of a
substation in the course of a _\ear. The annual load variation pattern is determined,
for example, by the rn'('d to heat passenger trains in the winter, by holiday traffic in
summer months or b_\ other seasonal mass transportation demands.
For design calculations. the statistically determined day '.c; load coefjicierd cc1 is impor-
tant. The day's load rnef!icient is
(1 L 1)
564
:;_:_ ___________ __________ ____ ___ ____ 11 Cll_rrent~carrying capacity and protective provisions
"O
cu
_Q
C
cu
Q)
2
b)
"O
~
C
cu
Q)
2
Figure 11.1: Components of the idealised
0 6 12 18 Time 24
Period _ _ _ __..,_ random functions describing railway line
c)
loads.
I
a) Variation of the monthly, weekly or
daily mean values Pc1 in the course of a
/\
Q
t year
b) Variation of the hourly or half-hourly
al
_Q mean values Ph in the course of a day
Q)
C
.::J c) Load variation within an hour, pre-
sented as a random distribution
0 15 30 45 min 60 Pi annual mean load
Period _ _ _ __..,_
Pc1 daily mean load
2,0
1,8 \\
I .c
(.)
1,6 \
\
J' 1,4 I"'.
c ~
Q)
0 "'- I"-- r--- i--:.:_
ch
-- r---_
:E r--....
Q) 1,2
0 <.,d
0
(11.2)
In this equation, P11 is the maximum hourly mean power consumption during a clay and
Pc1 is the corresponding daily mean power. The hour's load coefficient too, is also only
dependent on the annual mean power. This relationship is also depicted in Figure 11.2.
The variation of the power load within an hour represents the sum of the respective
loads occurring on the system due to the individual trains travelling on the section of
line under consideration at the time. This power load can be described as a random
function. Using equations (11.1) and (11.2), the mean value of the power of a feed
section during the hour with the highest load within the entire year, Ph max, is
(11.3)
The mean annual load Fj can be calculated from the total annual energy consumption
l!Vj of the section.
From an engineering aspect, the use of these idealised components makes it easier to
describe the load as a random function. The same is true for tram way line loads [11.2].
In many cases, it is even possible to describe the traction pmYer load as a variable
which is not dependent on time. In the case of feeds used to supply power directly to
the contact lines, it is also possible to describe the currents for high loads as non-time-
dependent variables.
It is acceptable to assume that the traction power loads follo,v a normal di.,tri:lndion
function, where Ph max is the mean value of the distribution and ap the standard de-
viation. With this hypothesis, it is possible to forecast the probability with which the
load p will remain below a specified value Pc1c1:
pdd
I [ (p
1
~ exp - Ph rnax) 2 /2 CTP')] dp (11.4)
ar 21r -00
The probaoility of P(p < Pc1c1) can be expressed in this simplified form because it is true
that Ph max ar > 0. Equation (11A) is also called the distribution function of the
random variable p. If the standard deviation aP is expressed in terms of the coefficient
of" V<ffw,tion Up and the mean value P1i max as follows
(11.5)
566 11 Current-carrying capacity and protective provisions
and the power limit Pc1c1 as the sum of the mean value Pi 1 max and a multiple of the
standard deviation ap:
(11.6)
1 >-c1c1
(11.8)
can also be deduced as the probability of occurrence of a load which exceeds the limit
Pc1c1. In electrical energy engineering, this function is called the continuou8 loading
diagram or standardised loading diagram.
Assuming that the described distribution function is a valid representation of the fre-
quency of certain observed loads, this would mean that within a given period T, the load
occurrences will remain below the limit Pc1c1 with a frequency of (T-t)/T = F(-Ac1c1) and
conversely, will exceed the limit Pc1c1 with a frequency of t/T. Therefore, it is concluded
that the relationship
exists between the probability P(p ::; Pc1c1), calculated from the standard distribution,
the observation frequencies t/T of load occurrences exceeding the limit Pc1c1 and (T -
t) /T of load occurrences remaining below the limit Pc1c1. In statistics, the hypothesis that
the calculated probability corresponds to the observed frequency of occurrences is called
the ergodic hypothesis and applies to the traction power load of general railway traffic.
Figure 11.3 shows the measured continuous loading histogram l - Hm (i) and the theo-
retical continuous loading graph 1 Hm (i) cleri ved from this, as well as the distribution
function H(i) of the load current of a railroad traction substation. To illustrate the
explanations given above, Figure 11.4 shows the density function of the standardised
normal distribution.
Figure 11.5 shows the coefficient of vanatfon vp in relation to the mean annual power
con8umption Pi of main lines and in relation to the mean current value in a DC 600 V
railway traction system. The relationship shown has been determined empirically from
a large number of measurements taken in several European railway networks [11.3].
For thermal design considerations, it is assumed that the current occurring during the
hour with the maximum load also fiows over a longer period. As a good approximation,
the load current that is of interest in this case can be expressed as
1,0 ,---._
1' / L.-,---<H (i)
0,8
1'-
1'
l'l
I/
1 l /
Q)
()
C 0,6
\J
'I I
~
::,
()
'l
I
()
0 I
''I
l
Figure 11.3: Empirical 1 -
0 0,4 I i Hm (i) histogram and theoret-
g I 'l
]5 I 'l ical 1 - I-Im (i) continuous load
(0
I 1-
.0
e 0,2 N 1-H(i)
curve, as well as the cumu-
0... / ~
/ ,..__i,--1-Hm(i)- lative distribution curve H(i)
'"--L I
0 -----100 of a normally distributed load
200 300 400 500 600 A 700 current drawn from a stan-
Current i - - - - - -
dardised substation.
)(
Q)
:0
(0
-~ 0,2 +---+----+---H-----+--+---l--1----+-----I
0
;~
-~ 0,1 +---+----+~t----+----+--+----+---\----+-----1
I
~~
0
Q) Figure 11.4: Density (for a=
1) of a quantity (power or cur-
rent) with a normal distribu-
-3cr X;nf -cr +cr X sup +3cr
tion for a substation and T =
Variable x - - - - 1 h. The mean value is 11 = Ph.
i ,0
10,8 \ \
I 0,6 I\
C
0 ~
'iij
~ 0,4
I"-. .........
r-- r--
-
>
0
cru i---
0,2
u
i=
Q)
0
u 0
0 2 4 6 8 10 12 MW 16 Figure 11.5: Coefficient of
Mean annual power variation vp as a function of
0 1000 2000 A 4000 mean ,urnwd power consump-
600 V level tion.
568 __ ll Cunei1t_-_ca.rryi11g capacity ..i:nd prot.ective provisions
Table 11.1: Load p<'.aks of duration t, withiu a load I. (T 1)/T = F(,\1c1) >-c1c1
observation period T 1 h in a total of quantities 3 min 0,9500 1,645
normal distribution. 1 min 0,9833 2,13
10 s 0,9972 2,77
1s 0,9997 3,44
If, for example, the mean annual value of the power Pi, easily determined from the
annual energy requirements, is known, the current occurring in the hour of maximum
load in the course of an entire year is
whereby
U rated voltage of the traction energy supply network, and
cos <p mean value of the power factor in the traction power network.
To estimate the load peaks of a defined duration within the maximum load hour, the
peak values corresponding to the Add values are taken from Table 11.1, which is based
on a normal distribution function for F(,\dd) = (T - t) /t, in relation to T = 1 hour.
This can be illustrated by the following example.
Example: The mean annual line load of a heavily loaded feeding section is Fj = 3 MW.
What are the peak load currents in this feed section, given the voltage U = 25 kV and
cos <p = 0,83. From Figures 11.2 and 11.5, we obtain the values Vp = 0,58 , cd = 1,36 and
ch = 1,86, Using these, we can calculate
the mean annual value of the load current, using equation (11.10)
Ii= 3000 kW /(25 kV 0,83) = 145 A,
the maximum daily mean value occurring in the entire year, using equation ( 11.11)
Ic1max = 1,36 145 A= 197 A
and the maximum hour's mean value on the day with the maximum load occurring in
the entire year, using equation (11.11)
h max= 1,36 1,86 145 A= 367 A.
Using the equations (11.6), (11.9) and Table 11.1, we can then deduce
the maximum 3-minute peak value in the entire year, since (60-3)/60 0,95 and thus
Actct = 1,645 and vp = 0,58:
hmin = 367 A (1 + 1,645 0,58) = 717 A,
the maximum 10-second peak value, since (3600 - 10)/3600 0,9972 and thus Adct =
2,77:
I1os = 367 A (1 + 2,77 0,58) = 957 A and
- the maximum I-second peak value, since (3600-1)/3600 = 0,997 and thus Add= 3,44:
I1s = 367 A (1 + 3,44 0,58) = 1099 A .
.As explained previously, the basic value for determining traction power load is the
continuous load characteristic:, i.e. the probability 1 F(1\c1d) of limit values being
exceeded. In ac:corclanc:e with the rule used to calculate these loads, the load values
of a defined duration occurring within a reference period T are sorted according to
magnitude, beginuing with the maximum value, as shown in Figure 11.3. In reality
ho\\'ever, periods ,,,ith lower loads occur betvveen the individual peak load periods. The
1!:LQ~~Ecmt-carrying capacity of~~e_ctri_c traction contact lines 569
I I
i I
c /\
e:' 0,5 0,5
0)
' I
~
=i
u 0,0
b)
0
0,0
l/
~i/: ~ / "'-, _r "'l
2,0
Branch 2 kA Branch 2
1,
I- 1,5
~
IL n I l
1,0 1,0
l'--1
i 0,5
I--'
~
fV 1'--- J ._,I
fv fV
c
e:'
0,5
=i =i
u u
0,0 600 1200 1800 2400 s 3600 0,0 600 1200 1800 2400 s 3600
Time t -------- Time t - - - - - - -
c)
Figure 11.6: Load currents of two branch lines of a substation along whith high-speed trains
drawing traction currents of 1130 A travel at constant speeds of 330 km/h [11.4).
a) calculated i(t)-time dependent pattern feeding branch 1
b) calculated i(t)-time dependent pattern feeding branch 2
c) time-weighted equivalent continuous load curves for these currents
loads which cause heating of the equipment in operation are somewhat lmver than the
loads calculated b~ this method.
strips, travelling at constant speeds of 330 km/h. Ou the left-hand side, the graphs
of the contact line currents are shown for a case where all trains travelling in one
direction pass at 6 minute intervals and trains travelling in the other direction pass at
7 minute intervals. The right-hand side shows the corresponding load current curves
for 14/15 min intervals.
Accurate calculation of the thermal stress on overhead contact line installations sub-
jected to currents represented by i(t) requires considerable effort. However, if a time-
weighted equivalent continuous-load curve [11.5] is used, realistic modelling of the effec-
tive currents determining the thermal stresses is relatively easy. The time-dependent
characteristics of the currents are not lost in this form of depiction [11.4].
In the following discussion, modelling of the time-weighted equivalent continuous load
curves is first described for the arithmetical mean values:
The real time graph of the load current i(t) within a reference period T forms the
basis. This is usually available in the form of a time-discrete sequence of values
with a defined time interval tn as shown in Figure 11.6.
The next step is to define a time window t*. This variable time window is moved
across the entire load current graph in steps of t 0 , starting at t = () and ending
at T - t*, cf. Figure 11.6.
The mean load current is then calculated for every possible position of the time
window of width t*. The maximum mean load value I max subsequently determined
is stored in conjunction with the current window width.
This is repeated with varying windmv widths ranging from the smallest possible
value, i.e. tn, right up to the largest possible value i.e. t* = T.
Consequently, we obtain a function of the ma.ximum mean loads in relation to
the load duration as represented by the window width, which can be called the
time-weighted equivalent continuous load curve of the means values. In reference
[11.5] this is also given the designation "peak value graph".
For discrete-interval load current value sequences i(t) related to a time interval of
tn, the rule for calculating the time-weighted equivalent continuous load curve of the
arithmetic means is
t+t* )
Imax(t*) max (
:
t
L IIvl to
v=t
For the heating characteristics and thermal load calculations however, the effective
values of the load current are decisive. The effective current value, which is the root-
mean square value of the current, corresponds to the equivalent direct current which
would generate the same heat in an electric resistance over a period T as the time-
variable current under consideration. The general equation for the effective current
value is:
l {T
leff(t) = T Jo I(t) 2 dt
The modelling rule for calculating the l,ime-,,<\ighted equivalent continuous load cune
11.1 Current-carrying capacity of_<i~ctric traction contact lines 571
track
Figure 11. 7: Single-phase earth short circuit.
of the effective values is analogous to the arithmetic mean values. For a given time-
discrete sequence of load current values, the equation is :
1 t+t 2 )
I,ff ma,(t') = max ( L_,, 1V to
t* ""' (11.12)
11=t
,1
,_1,_
!Ii
!,;"
ri,
1i:j:
I (J,'
572 11 Current-carrying capacity and _prot(~ctive provisions
Due to the single end feeding used, the short-circuit currents in 50 Hz traction power
networks are noticeabl:v low<,r than those in 16,7 Hz networks using double encl feeds.
Figure 11.8 shows the 1uaxi11rnm short-circuit currents of a 2-l km long high-speed
railway section with various overhead contact line configurations and different types
of feeding, namely AC lG,7 Hz. and AC 50 Hz [11.7]. The double-ended feed used in
16,7 Hz overhead contact lines leads to noticeably higher short-circuit currents.
If the short-circuit nrn(uts are ('.alculated using the fornrnlac given in Ta,ble 11.2,
tlwn the values ohtain<'d ar<' ltiglwr than those obta.i1H'd Jiy n1<as111('t11e11ts in ac-tua.l
practice. In reforerne [11.8]_ i! has been <'stahlislwd, ll\ prnliahilil.v-li,,sed nwthods of
- - - - ____5_7_3
30 ~ - - - - - - - - - - - - - , - - - - , - - - - - - . - - - - - - - -
I
kA ~SA I
I
I
----~
~ 1 with s111>1>lementary feeders
a!ld return wires
2 with s111>plcmcntary foedern,
c
Q) 3 : I without. return wires
---t _______ ,,
~ 15
()
I
I
I
I 3 without supplementary foecl-
I I
s 5 I I
crs, wit.It return wires
210
0
--~~---------~--------- 4. \\ithout supplemental y feed-
t:0 ers and return wires
"Vi 5 ------~----~~-
: : : electrical isolation
5 with supplementary feeders
I I I
and return wires
0 +---------~'---~'-----r-'- - - ~ ~ - - - ' ~
0 5 8 12 16 20 km 24 6 - without supplementary feed-
distance from SSA ers and return wires
Figure 11.8: Maximum short-circuit currents in various power supply systems and traction
contact line configurations (1, 2, 3, 4 for AC 15 kV, 16,7 Hz connected together; 5, 6 for AC
25 kV, 50 Hz).
2,0
1,8
\
1,6
\ \
L.4 I\
""
K
1,2
~
''------ r---.
1,0
0 0,2 0,4 0,6 0,8 1,0 1,2 Figure 11.9: Factor K. as a function of Rf X 111
RIX
accordance with DIN VDE 0102, Figure 8.
1 ----=:cl:::----l t=0,05s
0,8 +----t----Ps:---+---+~4=---+---f-----1 t =0, 1s
l 0, 7 +----t----t----l---~\----j~---+----+:,,.......---J
t~0,1s
t=0,25s
' ',
t 0,75 4---1-----1~1--+-=b\'-'-\-'--\-+-____ccC,f-\-\--------l---+-----+------l
~ I
:a \
ill O5 1
- f - - - - - - - 1 - - - + - - - - - - - - t - -- , - + - - - - - , c - - - + - - ' " t r - - - - + - - - t - - - - - - - t
~ '
Q)
tan a=
dik) max
(di
1
c
Q)
~
0
all factors that can be expected in real-life applications, that the real maximum short-
circuit currents are approximately 0,8 times the values obtained by using the formulae
given in Table 11.2. The average short-circuit current values that can be expected are
even lower.
Figure 11.11 depicts an example for the cumulative frequency distribution of short-
circu,it currents. Reference [11.9] also explains an alternative method of calculating the
expected short-circuit currents in electric railway traction pmver networks.
------ - - ---------------
In direct-current (DC) traction power systems, short circuits occurring in the contact
line installation are relevant for the cresign ofEhe rectifier equipment. Such short-circuits
have a characteristic current behaviour, as shown in Figure 11.12. The short-circuit
impulse current Is is the main parameter affecting the dynamic short-circuit load.
Thermal short-circuit loads are caused by the continuous short-circuit current Ik In
DC railway supplies without cnrrent in1.pv,lse .suppression chokes in the DC circuits,
an Is/ h ratio of around 1,2 can he a.ssnmed as a good approximation. The absolute
short-circuit currents in DC railw:-ty networks nre determined by many different factors
and can be as high as 2G kA_
lLl Current-carrying capacity of electric t!act.ion contact lines ___________________ 575
_:__
1,8
- - - - - SS Wittenberg
~ --
-
- SS L6wenberg
km a - SS Chemnitz
I \ mean value
1,4
I \
1 1,2
~
--- ~--"'
<- ----
~
''
(/)
251,0
C
~ 0,8
/
~ ~ r--,.__
........
/ ........
......_
-
:::,
0
8 0,6 ~, 1/ ' ' ~---"-----::
' --- --
0
Q) 0,4
.D
" - -
~ 0,2
z
0,0
1985 1986 1987 i988 1989 1990 Figure 11.13: Frequency of
Year--- short circuits
The steepest short-circuit current rise, (dik/dt)max, is the parameter used as a basis
for determining the required circuit-breaker operating times.
Furthermore, in DC railway networks, the minimum short-circuit current is an impor-
tant factor in the adjustment of protective equipment. In practice, this current \ alue
is calculated frequently, using the following approximation:
(,1J:i-J.i:
In this equation, Uss is the bus-bar voltage, which is usually assumed to be 1,1 times
the rated voltage Un- R 100 P is the loop resistance of the contact line and track, and
reaches its maximum value when the short-circuit occurs at the maximum possible
distance from the substation.
The duration tk of the short-circuit currents i:q traction power networks is determined
by the response or operating time tK of the protective relays and the break-time tsA
of the power circuit-breakers used. The following values may be used as guidelines for
short-circuit durations tk = tK + tsA:
tk ~ 10 to 25 ms in DC systems,
tk ~ 20 to 45 ms in single-phase AC systems where vacuum circuit-breakers are
used,
tk ~ 45 to 75 ms in single-phase AC systems where compressed-air circuit-
breakers and minimum-oil-content circuit-breakers are used.
In electric Laction contact line installations, short circuits occur quite frequently. C nder
unfavourable conditions this may even lead to melting of the contact wire and/ or the
catenary wire.
In the German DB network, a frequency of roughly one short circuit per kilonwtre of
double track lines per annum can be assumed.
Figure 11.13 shows the fre111tency of 8/wrt-circuits observed in three diffr,rent substation
regions over a five-year period. By also considering the frequency of tntins in lhese
sections, it can be concluded that short circuits occur less frequently in sf~ct.ions with
lower traffic than in those with heavier traffic. Dy comparison, only 0,02 faults per km
line per annum occur in a cotuparahle 3"--'AC :30 kV 50 Hz power suppl\ network [11 10].
-576
- - ~ - - - - ~-----
l_! Current.~~~rEYi!1g capacity and protective provisions
In a traction power contact line network, every single-pho,.,e earth connection consti-
tutes a short circuit which causes operation to be interrupted. However, less than five
percent of all circuit-breaker trippings occurring in the DB's electric railway traction
network are caused by s/;eady-sf;ate shod; cin:uits. The most important factors leading
to the high annual freqw~ncy of short circuits in traction contact line networks are:
third-party interforence e.g.
- parts of loa,ds, such as wagon awnings,
- birds or other animals bridging insulators,
faults due to electric railway operation per se,
defects on traction vehicles,
- collector and pantograph damage,
- switching errors in traction power network operation,
meteorological factors,
lightning,
storms with strong wind gusts,
condition of contact wire installations
wear and tear,
material defects.
The loads on contact lines due to currents have been analysed and discussed in the
preceding section. To withstand these different types of load, the contact line must have
a certain current-ca:rrym,g capac-ity to withstand thermal loads. This is also termed
thermal resi.,f;ability or thermal loading capability.
The continuous current-carrying capacity characterises the thermal withstand resist.a-
bility of contact lines and is used to compare the capability of contact lines. As de-
scribed in clauses 11.2.4, 11.2.5 and 11.2.7 the electric loading is not continuous but
represented by time-dependent values. Therefore, also the current-carrying capacity
should be presented by corresponding parameters.
The electric current causes a temperature rise of the conductor compared with its
environrnent. The co11d11ctor dissipates heat by radiation and convection to the envi-
ronment. The r;--vlicttiou of th<~ sun also heats the conductor. Three processes can be
clistingu islwcl:
OJH~rational c11:1ren,/,~ varying ,vithiu minutes clue to starting and braking vehicles
( see clause l] 2 2)
r:ontin:11.ous c11.11cnJ,,; (s<:<~ cla11SC' 1 l.2.4) and
sho'l'!> r:irtu:t,/, 111.111:11 Is ,vi th cl urn t ious of 1n ill iS<'COil( ls onlv (s<<~ clause 11. 2. 5) with-
011 t. <',teui;i\ l1<,lt <,ch,rng<',
________________577
} l_}__Q_11_1:rent-carrying capacity of elecJELc:___t;__r:c~c:_t~i~!~--l~o~1tact lines ::__:.____:_
dP,n
dPout
dt ~
~
~x+dx
X
Figure 11.14: Joule's energy balance of a bare
wire.
In case of constant currents and temperatures, there is a balance between input and
output of thermal energy
(11.14)
where dPJ is the lo'Ule's heat, An the external energy input and Pout the dissipated
thermal energy.
In addition, the contact wire is heated externally by solar and diffuse sky radiation.
Reference [11.11] gives the following equation for this effect:
on Lhe latitude tp, the angle 1/1 of the line' relative to the North-South axis and on the
ti111c of year.
Solar absorption coefiicients are given in Ta.bk 11.:3.
(11.17)
578 __________________
'.:'._'._'.::'.__ _
11 Current-carrying capacity and protective provisions
If the conductor material has a thermal capacity c and a mass density ry, the thermal
energy stored in the conductor is
The heat transmission coefficient a, which is explained in more detail in section 11.2.3,
describes the fractions of heat energy emitted because of convection and radiation.
This enables the heat energy balance equation of a conductor section to be written as:
(11.21)
(11.22)
where ,!9 1 is the initial conductor temperature, this not necessarily equal to the ambient
temperature 19air The term T is the heat'tng and cooling time constant and 19 2 is the
final temperature.
If the permiss1,ble .final ternpern,ture of the wire under consideration is designated as
,iJiim, the solution of the differential equation can be transformed to the following equa-
tion for calculating the value of a current !1,, which would heat the conductor to this
temperature limit within a period t > 0 .
(11.23)
Q20 [l + Cl'.n (l'J1i1n 20C)] ( I <! t/r)
579
In this equation, [}2o is the electrical resistivity at 20C, O'.r the tcmperalu:re coefficient
of resistance of the materials and ~~ 1 is the external specific heat energy applied per
unit length. This equation enables the calculation of varying currents related to a time
interva.l, e.g. for starting and braking procedures. A constant current that Hows through
the wire, that is t -+ oo, that keeps the conductor at the limit temperature 19 1i 111 , is called
the design current or pennissible continuous current. The synonymous terms continuous
current-carrying capacity or ampacity are used to describe conductor properties.
In overhead contact line installations, the current fiowing through th<~ contact wire and
catenary wire, as well as through any supplementary feed lines that may be installed,
must be taken into account in thermal load calculations.
tact wire tempern.tllrc d< :vv and the ambient temperature /)air into co11sid<~1at.iou, the
product is:
Table 11.4: Heat transmission coefficient of free conv<)ction and forced convection
around Cu AC-120 contact wire,
{)cw i?air >- /I ks V Cl!con f O:con tr
oc oc 10- 2 W/(K m) 10-u 111 2 /s 7
10 /(K m 3
) m/s W/(Km 2
) W /(K rn 2 )
80 40 2,85 18,90 5,84 0,36 8,42 12,8
50 40 2,75 17,45 7,25 0,21 6,28 12,0
80 20 2,78 17,95 6,70 0,42 9,74 13,4
60 20 2,71 16,97 7,75 0,36 8,89 13,0
30 20 2,61 15,57 9,60 0,16 6,39 11,1
The Nusselt number Nu of a contact wire can be calculated using this product. For
free convection,
Nur = 0,54 (Gr Pr) 0 ' 25 5 102 < Gr Pr< 2 107 (11.28)
The corresponding Reynolds number for combined free and forced convection with
vw :S 1 m/s is
(11.30)
This can be used to calculate the Nusselt number Nutr for combined free and forced
convection around a contact wire and a catenary wire as follows:
The reference temperature used to determine the air properties is taken to be the
arithmetic mean of the contact line temperature and the ambient temperature:
(11.32)
These equations were used to calculate the convective heat transmission coefficients of
an Cu AC-120 type contact wire for a range of contact-wire to air temperature differ-
ences. The results are shown in Table llA In this Table, O'.con r is the heat transmission
coefficient for vw Om/sand O'.con tr is the heat transmission coefficient for an assumed
wind speed of vw 0,5 m/s inside a tunnel. The value 'U in the Table is the speed with
which air rises abme tlw lwated contact wire because of free convection. The values of
v were calculated using equation (11.26).
The rn,diation component: of thr heat h'ansmission coefficient, O:nt, is given by the radi-
ant lwat tiansmission n~L--,tion postulated by Newton:
wlwr<' Ocw is the surfac-<' M('i\ radi,tting li<'at fnrn1 thP l1< al.Pd contact win' and ,dew and
1
l'Jair are the contact wi1<' ,ul<l ;1ir t<1111wrnt 1m. n'spc\ctiv<'lv. 13v c0111p;1rison. ctf'.C'Ording to
ll} Cunent-car~r,xJr~g capa'.:i~y of electric traction contact lines 581
reference [11.15] the heat energy <D transferred by radiation from a contact wire to the
surrounding air at temperatures of Tew and Tair respectively, as calculated according
to the Stefan-Boltzmann law, is
4 4
<D - Eewair Ocw Cs [ (Tew /100) (T;iir/100) ] (11.33)
4
O'.rcl = Eew Cs [(Tew/100) - (Tair/100)4] /('fJew ,,Jail) (11.34)
The ernissivity has a major effect on o, 1 c1. Within the course of the operating life of a
contact wire, the emissivity changes continuously. The lower surface can be considered
to be brilliant, the top oxidized and dirty. According to studies described in [11.16], the
respective emissivities are Eew 1 - 0,24 and Eewu = 0,93. For a contact wire worn by
10 %, the ratio of lower to upper surface is 0,21 to 0,79. The expression for calculating
the radiation heat transmission coefficient is
Table 11.5 shows a range of radiation heat transmission coefficient values calculated
using equation ( 11.35).
I-frat transmission coefficient measmements on grooved con( act win\S of 100 mm 2 cross
section at vw - 0 111/s gave values of approximately Ctcnn 0,2 W /(I<, m 2) and
2
n:rd - 3,8 W/(K lll ) [1117, 11.18, 11.10]. Equation (11.3G) was ckdncccl 011 the basis
of tlwse measmcrncnts . The equations ( 11.25) to ( 1l.Ti) were used to dd,cnni11e the
lie.al. t.rnnsrnissioll cod!ici<'nt.s for grooved contact wire:-;, sltown in T,d >I<~ l l Ji.
582 11 Currc11t-ca.rryir1g l:~1pacity and protective provisions
Wind speed vw
As explained previously, the heat transmission coefficient ex strongly depends on the
wind velocity ( convection speed) vw. This fact is also demonstrated by Table 11.6.
The following factors can be used to calculate the heat transmission coefficient of Cu
AC-100 type electric traction contact wires with a satisfactory degree of accuracy [11.1)
ex vw
ex= 14,5 for vw = 0
W /(K m2 ) m/s
ex - 22 + 14,5 vw for 0, 6 S uw < 4. (11.36)
Figure 11.15 shows the temperature rise graphs a.t, a constant current for a range of
ambient temperatures Bair and wind speeds uw. Long-term meteorological records in
Central Europe have shovvn annual average wind velocities at a height of 10 m between
3,5 and 5,5 m/s.
100
K
90
/_ I
I
I
-----
80 I I
1 70
I /2I
--- -
3
- -
/1
I--
0)
<l 60 , -
Q)
0
C
~ 50 // / Figure 11.15: Heating behaviour
for a 10 % worn contact wire type
& ,--- ~
'6
Q)
:5 40
l/1" Cu AC-100, operated at I = 600 A
1,2 W /m for a range of
co
al
g 30 II I / /
5
and P{n
different convection speeds v-vv and
Q)
f--
20 ~
I11 //'
I 6
----------- ----------
ambient temperatures 19air
1 vw = 0 m/s, 79air = 40C
1:1/ /' -------
2 vw = 0 m/s, 79air = -30C
10 3 'V\V 1 m/s, 79air = 40C
, 11 4 vw = 1 m/s, 19air = -30C
0
0 5 10 15 min 20 5 vw = 4 m/s, 19air = 40C
Time 6 vw = 4 m/s, 19air -30C
800 9,6
W/m 2 W/m
700 8.4
600 7,2
500 6,0
1
C
400 4,8 >,
0)
0
C)
~ 300 3,6
C
Q) Figure 11.16: Typical daily variation of global
~ s
Q_ radiation in mid--summer as a function of the
ro C
.g 200 2,4 - cloud coverage, showing the values of the result-
0
ing radiation heat per unit length acting on a
100 1,2
type Cu AC-100 contact wire.
0 o = hazy to clear sky
6 8 10 12 14 16 18 O = 50 % cloud cover
Time = 100 % cloud cover
9
min
8 t
\\ ~,
7 '
6
~ "''\:~'
' r---.7
"\
I~L"-.... ~
---: Figure 11.17: Heating time constants of a type Cu AC-100
5 - ' -- -
::--_
contact wire as functions of the wind speed for various load
,'
5
~
2/ ~ ~ _/3
~
1000
A
--------
800
1 Al240
Al 185
......D
CuAgAC-120
-2:' 600 Cu AC-150
5
C1l CuAgAC-100
D. Cu 120
C1l
0 Cu AC-120
0)
C
- - Bzll 120
~ 400 i-----t------t---t--=--t-----t---,'"-<-::::--"::~CuMg AC-120
m
0
'E
e:'
:5
- Cu AC-107
Cu AC-100
Cu 95
CuMg AC-100
u Figure 11.18: Continuous
200 Bzll 70
Bzll 50 current-carrying capacities of
-30 -20 -10 0 10 20 30 C 40
conductors and contact wires
Ambient temperature ,9 air according Table 11.7.
ble 11. 7 and Figure 11.18 show the continuous current-carrying capacities of indi-
ual contact wires or conductors .
>m (11.19) for forced convection and the Nusselt number Nu from
)m (11.34) for losses by radiation. With this parameters the steady-state current or
rrent-carrying capacity can be obtained from
(11.43)
(11.44)
/I (. \ Ht,01,/R.c:J\ (11.45)
11. 1 Current-canying, capacity of electric_ traction cont.act lines 587
Table 11.8 shows cu,rrcnt-can7ri'IUJ rnpacdics of overhead contact lines and conductor
rails. The cunent-can_ving capa.cit,, rnltws given in Table 11.8 have beE~n calculated
using <~quations ( 11.44) and ( ll . 17). Th<) basic parameters applied in tlwsc cakulations
0
arc the result of mcas11re111c11ts catricd out 011 co11tact wires . catcnary wires and contact
wire damps [1Ll8, 11.rn. 11 2 l]. Talil<' lU) shows the c11rre11t-carrvi11g capacities of
nmtact litH' t.yp<s oft<'ll 11scd In t.11<' DIL
588 . -----------
____!l Current-carrying capacity and protective provisions
A kA
1 3000
-.::;
c
[I:'
:5
u
2000 -- 8
E
~
0
fii 1000 4
2
The short-term cu:rT('.n/.-cu,rry1:ng capacity Jr;, (t) is t.hC' term used to describe the maxi-
tttum cm rent. permissil>lv for a given short period wit lion t the co11t.act wire or another
curnpouent of au ovcrh<'ad lill<' <~quip11wnt c\xce<~ding the pern1ittcd temperature limit.
590 11 Current-carrying capacity and protective provisions
;;-'
~2000
-.
Figure 11.20: Reference current capacity JF(t*)
( time-weighted current-carrying capacities) of high-
speed railway contact lines.
1: Re 250; vw 0 m/s; '19air = 30C; P{11 = 0
2: Re330; vw = 0 m/s; '19air = 30C; P{n = 0
3: Re 330; vw = 1 m/s; '19air = 40C; P{n 2,8 W /m
4: Re330; vw = 1 m/s; '19air = 40C; P{11 = 2,8 W /m
0 +---+---<--+-<-+-+-H+---+-+-H-++t-1+---+-H-++++H
with 240 mm 2 aluminium supplementary feeder
10 100 1000 s 10000
Period---- line
is assumed that no heat is dissipated from the wire because of the rapid rise of a short-
circuit current, then all energy set free by the short circuit will heat the conductor and,
if the protective measures fail, the conductor might finally melt. If the value dP1 = dPst
is assumed, the solution of the differential equation provides a formula for calculating
the short-circ'il,it cmTent-carrying capacity h
In this expression, t;k is the d'il,ration of the short-circ'il,it citrrent, 79a the initial tem-
perature of the conductor when the short circuit occurs and 79k lim is the permissible
maximum temperature of the conductor in case of a short circuit. For grooved contact
wires of electrolytic copper, values of 125C to l 75C are specified as permissible max-
imum temperatures. Higher temperatures are permitted for contact wires of CuAg0,l
and CuMg0,5 alloys. Studies carried out by the UIC have shown that a value of 200C
can be assumed here. The permissible final temperature of bronze catenary wires in I
the case of a short circuit is given as 300C [11.30] and that of the dropper wires can i
be as high as 600C .
The short circuit capability values determined using (11.49) are equivalent to thermal II
short-circuit currents, i.e. h = Ith The permissible initial short circuit alternating I' i
where
m - factor describing the heat generated by the DC component and
n = factor describing the heat generated by the AC component.
DIN EN 60 865-1 gives factors rn and n as functions of the duration tk of the short
circuit situation and of the product of the short-circuit duration and frequency, tk f.
In the DB network, realistic values to be expected are m - 0,1 and n = 0,95 m in the
centrally supplied parts and m ~ O,G and n ~ 0,95 in the decent.rally supplied parts.
The values given apply to short-circuit durations between 0,04 s and a maximum of
0,06 s. This gives the following results:
I(;~ 1 I1.1i in the centrally supplied network and
I(; ~ 0,8 11.11 in the decent.rally supplied network.
Figure 11.21 shows the short-circuit current-carrying capacity as a function of the
circuit-breaking time of a contact line frequently composed of a contact wire Cu AC-100
and a catenary wire BzII [>0. Further data and explanations concerning the short circuit
capability of contact. wires, catrnary wirrs and droppers are given in [11.3].
592 11 Current-carrying capacity and protective provisions
20+---+---~---------~
I
1:--~--\~----~----i Measureme ts
1
' '..._ _JQ.HL (t)
id ? : . l m a x t - - - = - - - - - - - ~ - -
1 (t)
0 '-------.e---------1---------+--
o 150 300 ms 450
Duration t ---
Figure 11.22: Measured fusing currents, Figure 11.23: Rating based on continuous
stationary vehicle, contact wire type Cu current-carrying capacity.
AC-100, simple carbon contact strip. - Load current on contact line section I(t)
o Measurement made by DR, - - Continuous current-carrying capacity of
Recommended limit values contact line IoHdt)
where tsc is the duration of current action. For Cu AC-120 contact wires the permissible
values are higher by 20 %. This function is depicted in Figure 11.22 as well.
593
I a) b) l c)
\
\ \ I
\ \ I
\ \
\ 1rn11 (t) \ IOIIL(t) \ 10HL(t)
< I max
< <
I max
' ' .... \
\
\
I max \
""
:\
!
0
Figure 11.24: Design calculation principle: matching load characteristic (-) and current-
carrying capacity characteristic (- -) .
a) Operating equipment rating too generous
b) Optimum operating equipment rating
c) Operating equipment rating inadequate
Fig me 11.24 illustrates the principle of this thermal rating design method. The graph of
the time-weighted load cmreut I(t), representing the load, is matched with the graph of
the Liwnnal characteristics IoHr,(t;) of the 01wrating equipment, i.e. the traction contact
line. Tlte ol>jcc-tive is to achieve the best possible match of the graphs of IoHL(t) and
!(/) as sl1owu in Figun~ 112Ll b . 'The thern1cdly determined curre11L-canyiug capacity of
f
594 ____________________
::::::_.:::__ 11 Curreut-carry~!1g capacity and protective provisions ~
5000 '
A \ 1 '' 2
'' x[OHL(t)
1:::: '
'v '' ~,
-2000
- Load !(/) ' ' ' - ,. __
-- --
,_
- -- ---
C
Q)
c31000 -
- - -
0
3 6 10 20 60 100 200 600 1000 3600 s 10000
Duration of load - - - - -
Figure 11.25: Comparison of a normally distributed load with a maximum annual hourly
mean of 610 A with the current-carrying capacity of a contact line system of type Re 200;
contact wire 10 % worn, wind speed 1 m/s, ambient temperature 35C.
1: contact line system without parallel feeder line
2: contact line system with an Al 240 mm 2 parallel feeder line
overhead contact lines can be calculated using equation (11.23) where Iom,(t) = It. As
with Figure 11.11, this principle is also applicable to short-circuit design considerations.
The principle to be applied in order to achieve optimum contact line dimensions can
be expressed as:
Example: For the hourly mean value of 610 A calculated in 11.1.2, the dimensions of the
contact line system should be determined to satisfy tlw therrual requirements.
Figure 11.25 shows graphs of the load J(t) and of the load-h0aring capacity lorn (t) as func-
tions of time. As seen loads with long duration will exu,ed the load-bearing capacity of a
contact line without parallel feeder line. However, if Llw real wind speed vw 2': 1,8 m/s is
taken into account, normally occurring when ilai, = :3f>C as described in clause 2.3.1, the
contact line without a parallel feefkr will still achieve th<! requin,d current-carrying capacity
because this would raise the continuous current-carrying capacity to G89 A.
595
2500
\ \
A \ \
2000 '
headwa 7 min ' - - _ Be 330 with FL
1500
-----
headway 15 min Figure 11.26: Compa.risou
1000 of the reference resistance
c Iom,(t*) of a contact line
~ Re 330, with and without par-
'5 500
u allel feeder line (FL), to the
0
load J(t*) on line branches
10 100 1000 10000 s 100000 used by high-speed trains, as
Averaging period /* determined in clause 11.1.3.
Example: It is possible to draw conclusions about the real thermal behaviour of overhead
contact line installations by comparing the time-weighted load to the time weighted current,-
carrying capacity of the contact. line. Assuming the load situation discussed in detail in clause
11.1.1.3, we obtain the relationship shown in Figure 11.27 for a contact line of type Re 330.
In this case the ambient temperature in the tunnel was assumed to be '!9air = 30C and the
wind speed was _;:tssumed to be vw = 0 m/s. The contact lines of the two tracks under
consideration are connected together at a distance of 10 km from the feed point and at 5 km
intervals thereafter.
i:i
11.2 Effect of the temperature on contact wire
.
characteristics
11.2.1 Introduction
Clause 11.1 descri hes tit<~ basis for the detennination of current eapaci ty and t/u;rrrwl
rn.tzng of contact hrws. This section deals with the basis for limit tcm1wntt11res and I.
presents the conscqucHc<'S of contact wire~ oprration at elevated tcmpcrat.111rs, which
may occur from increased power cous11mption, after short circuits and iu casr of failures
of protective dcvic<\S or circ11it lnraJ..c\rs. Local t.emperatun) rise rnav lw caused for
<'xa111ple !iv d,1mag<'d co1111<'c!or fi!tings or cavit.i<\S in t!tC' contact \\ir<'
1
11 Current-carrying capacity and protective provisions
80 ~--~------.----,-------,-----,----------,
oc
70+----l------+---+----1--------J-~---k-I
Cl)
Figure 11.27: Rating of an
:5 30 overhead contact line for use
~ 20 -l"-+-"-"'--"--1-P-----l~"s:-+--l-"~f"...::.+---f-"'----f+-'~f---'ql'---~-,
by high-speed trains in a tun-
E
~ 10-J<C-+-'""-<--1--------;----+-----+-----+----i nel, without parallel feeder
line.
600 1200 1800 2400 3000 s 3600 a) Heating curves of a type
Time----- Re 330 overhead contact
2 line for various tunnel air
b) '\
kA \ temperatures {) air
"' b) Comparison, for a line in
\
\ a tunneL of the refer-
' ence strength IoHL(t*) for
~ ' , current-carrying capacity
{) air = 30 C to the load
' ~ ( t'-'F)
c ' ,_ that trains travelling at
!!! ---- 6/7 min through the tunnel
o:5 0,5
v-
Apart from this, highly localised and short-term temperature rise may occur where
the collector strips touch the contact wire, and the melting temperat1LTe of the contact
wire material may even be exceeded. The associated reduction of the tensile strength
of the contact wire and the high collector strip wear limit the capacity of DC railway
traction power supply systems. Currently, the maximum economically and technically
manageable current allowed to flow through a contact wire-collector strip junction is
deemed to be approximately 2000 A.
Increasing contact wire temperatures tend to increase the permanent elongation and
to decrease the tensile strength. Additionally, the mechanical properties of the wire
change depending on the tensile stress in the contact wire and on the time it has
been in operation. Tb,~ wire drawing process and the cross section (sec Table 2.11) also
affect the behaviour under temperature changes. The effects of these parameters on the
contact wire characteristics will be discussed in this clause. They are essential when
assessing the residual life of a contact wire in question.
600
N/mm2
Rm= 505 N/mm 2
500 --
400 I \ \
Cf)
Cf)
Q)
ti 300
~
I
I
u;
C
Q)
1-
200
100 I
0
I
0 2 3 4 5 6 7 % 8
Figure 11.28: Tensile testing of a contact wire
of CuMg0,6 according to EN 10 002, Part 1.
Strain - - - - -
550
t
.c
400
N/mrrf
450 -
--"- ~"'I
------
,_
I
I
yCuMg0,6
Ol
C
fl:' 350 -"
"' "I>:::-- I=::::=-
U) CuAg0,1~
.!le' 300
enC '\ -CuMg0.4
Q)
250
cu./\
- Figure 11.29: Tensile streng,th
I-
200
l
20 100 150 200 250 300 350 '100 C 500 of various contact wire alloys at
B ---------- rising temperatures.
500
N/mm
2 ------------ r---
400 I\
1 annealling point at
(500+270)/2 = 385N/mm 2 i\
--
.c
~
Ol
C corresponding temperature 380C
fl:' heat application time 1,5 17
U)
300
.!le'
en
C
Q)
I-
200
200 250 300 350 400 450 C0 500
Figure 11.30: Determination of
Annealing temperature - - - the annealling point of CuMg0,6.
strength drops by half the difference between the original high tensile strength and
the final, low tensile strength that the material takes on, after being kept at high
temperature for long periods. How the tensile strength drops is a function of both
the temperature and the period of time the material is kept at that temperature. For
example, for a material conversion ratio of 60 % and an exposure of one hour, the
annealling point is 215C for copper wires and 340C for contact wires of CuAg0,1. By
comparison, if the conversion ratio is 85 %, the corresponding values drop to 180C and
300C respectively. Figure 11.30 shows a graph for determining the annealling point of
CuMg0,6 with a conversion ratio of 85 %.
The loss of tensile strength of copper wires due to heating increases with the duration
of time that the material is kept at high tempePttures, with the conversion factor
and with purity of the copper. Alloying copper with silver delays the tensile strength
reduction dramatically [11.32].
In [11.33] the effect of heating on the loss of the tensile strength of copper was studied
when subject to periodic temperature changes and when kept at constant ternperatures
in the 100C to 150C range . It was discovered that a series of short-tcrn1 exposures to
higher temperatures did not affect the tensile strength. In studies carri<~d out on the
same subject matt.er, was drawn the same conclusion [11.34].
A set of equations descrihiug the relationship between temperature, minimum ten-
sile strength and 0,2 % .,,idd st.r<)11gth has beeu developed through rn1111H<~hcusive ex-
600 ______ 11 Current-carrying capacity and protective provisions
b)
r~ ~
a)
X
ro_
~ - ~+-=:=l=----"l I
II
II:
er: :
A= 12,81
perimental work and theoretical considerations [11.35]. For E-Cu contact wires, the
following numerical equation can be used to determine the minimum tensile strength:
(5 19
a-= 318 - 0,345 {)
N/mm 2 C
and, using the same units, the equation for the 0,2 % yield strength is:
0,6
%0
5.-----~-----.-------, 0,5
+ 100 N/mm 2
0,4
i
- - - - - t - - - - - - : - i- 4
C
0 I
';ij 0,3
0)
C
0 ---r---;-- 5
ai
Q 6
~ 0,2
u
0
150 N/rnrn"
150 N/mm2
0,1
fr 7
0
500 1000 h 1500 0 200 400 600 800 h 1000
Period of exposure - - - - 1----
tensile strength and the yield strength. The main conclusions of these measurements,
the results of which are shown in Figure 11.32, are:
If loads are applied for long periods, the tensile stress has a marked effect on the
reduction of the minimum tensile strength and the yield strength limit of contact
wires made of copper and of CuAgO,l.
Repeated exposure to rain increases the tensile strength of CuAg0,1 contact wires.
In [11.39] this is attributed to a rccr:vstallisation effect followed by h,udening
under load.
After being subjected to an operating stn'ss of 100 :'J /nun 1 over periods up to
1600 hat a constant contact wire temperatm(' of 120C. the cont.ad wit('S sho-w a
tensile strength which do<'S not diff<'r from tlw strcngt Ii of the 1111loaded material
_! 1 Current-carrying ~<:1:pactty and protective provisions
by more than three times the standard deviation of short-term tensile strength
measurements carried out at room temperature. The respective standard devia-
tion for electrolytic copper contact wires was found to be approximately 5 N/ mm 2 .
Only after the operating stress is increased to more than 125 N /mm 2 and 1500 h
operation at 120C does the tensile strength decrease by more than three times
the standard deviation of the original tensile strength measurements.
The permanent elongation of a contact vvire of type Cu AC-120 subjected to an
operating stress of 100 N/mm 2 and a temperature of 120C was found to be over
0,05 % after 600 h at the raised temperature, the elongation increasing slowly
with time (see Figure 11.33).
A contact wire of type CuAg AC-120 with an operating stress of 100 N/mm2
reaches the 0,02 % limit of of creep after being su bjectecl to a constant tempera-
ture of 175C for 400 to 500 h. If the wire is exposed to rain several times during
this period, the creep increases to 0,035 %. (Figure 11.32).
[11.35] also discusses how the time that a wire is kept at higher temperatures affects
its tensile strength. Table 1l. 11 lists the results of this study.
[11.40] describes tests carried out on samples of contact wires with a length of 0,7 m
which were subjected to internal heating by cmrent loading and to external heating
for various periods. During these tests, provisions were made to ensure that the tem-
perature difference along the length of the sample remained below five degrees. Table
11.12 shows the results of these measurements. The hypothesis of a standard distribu-
tion of tensile strength values was also confinncd by these measurements. Apparently,
long-term internal heating clue to current loading leads to a more rapid decrease in the
tensile strength than heating by external sources.
11.2 Effect of the temperature 011 coutact. wire characteristirn 603
Table 11.12: Experimentally determined values of the tensile strength of contact wires of
type Cu AC-100 and their standard deviation for different heat heating conditions [11.35].
Current Heat exposure Tem1ierature Tensile strength 0,2 %
time Mean values Standard deviation proof limit
A Irllll oc NI mm-., N/nun 2 N/mm 2
100 289 1,0 240
1
140 270 5,7 235
1500
100 282 3,3 235
30
140 240 5,8 225
100 299 2,9 250
1
140 283 11,4 2:10
0
100 286 6,3 248
30
140 282 4,9 235
l
140
ature increase depending on the
120 heating duration [11.36].
1: contact wire Cu AC-100
~100 2: contact wire Cu AC-100,
co
al evenly worn by 35 %
~80
2 3: at large distances from posi-
Q)
(11.55)
8
dPout = A Az:+d:i: u.T 19(:r + d:r)
,::i (11.56)
If both the heat conduction along the contact wire and the fact that (8rJ)/(8t) = 0
for stationary conditions are taken into consideration in (11.16), the resulting differen-
tial equation describes the temperatures along the axis of the conductor [11.14]. The
solution of this equation for a contact wire is:
,a( ) -_ (a'UK
'U X -
9
1 end
) e -1:tl/B + ,.oVend (11.57)
B = J>-A/(a U) (11.58)
This parameter B having the unit of a length can be used to estimate the length affected
by changes in cross-sectional areas or by localised additional heat sources. It can be
assumed that conductor temperature is increased on a length of 3 B, in total 6 B.
Examples: From Table 2.11 the following values are read for a contact wire of type Cu
AC-100 with ,\ = 377 W /(Km): U = 0,0412 m, A = 10- 4 m 2 , o: = 36 W /(K- 1112 ) at
vw = 1 m/s. Inserting these in (11.35) gives a value of B = 0,16 m. This means that the
transitional state has virtually decayed at a distance of 3 B = 0,5 m.
For a grooved contact wire type CuMg AC-120 made of CuMg0,5 under the same wind speed
conditions and U 0,0454 m and>.= 59 W /(Km), it is obtained B = 0,07 m.
These examples confirm that, in cases of localised reductions of the cross-sectional area,
only the remaining, reduced cross-sectional area may be used to assess the thermal
capability of the Cu AC-100 contact wire if the worn section is 0,4 to 0,5 m long or
longer; for Cul\Ig AC-120 contact wires, this length is 0,2 m.
Using this information, the effect of increased contact wire wear can be assessed e.g.
at concentrated lllasses, ripples or kinks (see chapter 14)
The reference [11 19] describes measurements a.ncl calculations of the localised tempera-
ture distribution ;:,,long a new contact wire of type Cu AC-100 which had a 40 mm long
section in which the red11c<~d cross-sectional area, wa.s 50 % of the nominal c:ross section.
Figme 1L3.S shows llw n's1tlts of the im<'stiJ1Liou that indica.te c11n<'nts in the region
605
t~
2l 40 - ~---~' - I= 500A, t = 15min
(1l
Q) / ~ ...___
8 30
Q) ------ I 1000A, t = 60s
=i Figure 11.35: Localised l.<!mper-
~
Q)
20 -
Q_ aturc distribution along a new
E
~ 10 contact wire of type Cu AC-100.
ro
0
0 Length of fault l 40 mm, rem-
_J
2500
2000
1500
Figure 11.36: Temperature of
the contact surface of a carbon
Q)
collector strip at the contact point
~ 1000 as a function of current action
m
0.- period, as determined by differ-
E
2
Q)
ent methods, (see [11.40]), current
()
{! 500 1 - - 1 - - - - - - - - + - - - - + - - - - - - - - + - - - - - - - - - <
1000 A.
::J
Cf) Carbon strip properties:
ry = 1810 kgm- 3
c 140 Wskg- 1 K- 1
0
0, 1 0,2 0,3 0,4 s 0,5
.\ = 30 W /(K-m)
Duration of circuit action Po = 30 10- 5 nm
the current distribution in the contact wire and the collector strip at the point
of contact,
the heat distribution in these areas,
the mechanical stress of the contact wire,
any plastic deformation occurring in the contact wire at the point of contact and
the magnetic field.
Several theories have been formulated to describe the simultaneous processes. Usually,
models based on contact areas or single-point contacts are used. Figure 11.36 shows the
temperat1tre increase of the contact sur:face of a carbon collector strip at the contact
point as a function of time.
In the case of a short-circuit on the traction vehicle, the temperature distribution
equation due to the interaction of the contact wire with the collector strip does not
enable a direct estimate to be made on the period of time it would take to destroy
the contact wire. The contact wire heating model will have to be complemented by
a model of the contact wire deformation and destruction process. A model extended
in this way was used in (11.40] to establish relationships between the tensile strength
of a Cu AC-100 contact wire and temperature by section-wise linear curves as shown
in Figure 11.37. This model also accounts for the processes occurring in the copper
when short-term heating takes place. Thr. copper material begins to recrystallise even if
temperatures of 400 to 500C occur for less than one second. In practice, such conditions
may oecur at vehicles at stand still or moving slowly drawing high currents or \Vhere
contcict strips are worn and damaged.
607
380
N [ii
mm 2 lij
340 !I
320
300
280
260
240
220
I!! 200
Figure 11.37: Section-wise lin-
_!
()
180 ear approximation of the re-
~ 160 lationship between the tensile
0
()
11.2.7 Conclusions
The preceding discussion of the thermal characteristics of contact wires enables the
following conclusions to be made:
No sudden change of tensile strength and elastic limit occurs if contact wires under
operating stresses between 100 and 130 N/mm 2 are heated to 120C to 140C. The
main mechanisms that may lead to contact wire damage in this operating range
occur at locations subject to excessive wear, thermal disturbances in current-
collecting components and faulty connectors that may cause plastic deformation
and low-temperature material creepage.
Micro-structure changes start to develop in electrolytic copper contact wires at
temperatures of 100C to 140C and stresses exceeding 130 N/mm 2 . However ex-
posure to such conditions for as long as 30 minutes does not cause any noticeable
micro-structure changes.
Extreme micro-structure changes of a contact wire may occur where cunents pass
into and out of the wire. Here, recrystallisation zones in the rnntact wirr reduce
its tensile strength. T<'tuperatures of 120C t0 140C may lead to au acc11t111dation
of plastic deformation and reduce the tensile strength tu bdow 27:1 N /mm2 and
the 0,2 % yield strength to 230 N/mm 2 .
An additional mechauism in cumulative damage to contact wires is plastic de-
formation d1w to stn~sscs e:-..ceccling the dasric: limit otnmiu, at lontt,ions ,, here
608 11 Current-carrying capacity and protective provisions
faulty connection components are installed and where the temperatures exceed
180G
The heat proo.fness of contact wires is improved markedly by addition of approxi-
mately 0,1 % silver to the alloy, which also reduces the creepage. Recrystallisation
of these alloys commences at higher temperatures than for electrolytic copper.
The electrical properties are the same for both materials.
Magnesium-copper--alloy contact wires containing approximately 0,5 % magne-
sium have favourable thermal and mechanical properties which permit the use of
high tensile forces. The less favourable electrical properties of contact wires made
of these materials can be compensated by using catenary wires with a greater
cross-sectional area or by installing parallel feeder lines parallel to the contact
line.
For maintaining the permissible contact wire temperatures, the contact line protection
is of significance as described in the following section.
program
30001---~--~--~--~~-~--~
current-carrying a) Real protection range when
A capacity of an overhead protected by EFSl with a
contact line installation
t 2000 1----1-----4-/ ; >
power circuit-breaker break
time of 60 ms
I Z< c) b) Extended protection by
~ 1000 1 - - - - - 1 - - - - - ' F = = = i thermal protective provi-
:5
0 a)
sions 12 t
a) c) Range which can be covered
0 l-----+-------~--+-----4-+---+----,-
by 1 2 t and starting-current
0,001 0,01 0,1 10 100 s 1000
Duration of current - - - - -
limitation circuitry
Figure 11.39: Current-carrying capacity of and protective provisions for overhead contact
lines.
The tasks, objectives and principle of operation of contact line protection prov1s10ns
are provided in Figure 11.38. Figure 11.39 shows the capacity characteristic of an
overhead contact line installation together with the protection characteristics achieved
by protective provisions using various protective mechanisms.
Clause 10.5 describes how power is supplied independently to each feed section via a
circuit-breaker. Each circuit-breaker has associated protection circuits and equipment.
The lines presented determine the limits by exceeding of which the corresponding pro-
tection relays trigger opening of the circuit-breaker. The protective equipment directly
handling protection is called the primary protection Primary protection equipment
must be able to recognise whether a short circuit has occmred in the associated feed
section and distinguish this from faults in other sections.
If the protection relay responsible for a feed section or the associated power circuit.-
breaker failed, the fault current would not be s,vitched off In such cases, the back-
up protection provzsi,ons must ensure that the cmrent is cut off. It is usual in such
arrangements, to distinguish between
back-up protection 1, which is meant to cottw rnto effect if protection relays or
power circuit-breakers fail, and
back-up protection :2, whic-h is nscd as m,astcr JJTolectwn as described in clause
1. 3.3.5.
6=-=1=-=0-----------~---- - 11 Current-carrying_capacity and protective provisions
X X ZL
u D u ZK
-T1
4A 4A
<{
0
<{
u
(f) '--.---------+-- u
----+-----------t--t-----..L..-- V
C
0
ti
$
e0.
Figure 11.40: Connection of overhead contact line protection to the voltage and current
transformer.
30km 30km
BC4
b) 400
ms 82:Z<, t Z<, t
300
t
Q)
200
E
.;::; 100
B2.Z< BC4.Z<
82./>> I
C4:71
BC2.Z< C4.Z<
100
200
300
BC2. ms C4:Z<, t
Z<, t 400
two substations (SS) was chosen in which the coupling post (CP) is exactly mid-way
between the substations.
All four power circuit-breakers serving the line under consideration are equipped with
contact line protection relays. For the symmetrical arrangement shown and assuming
contact lines without parallel feed lines, the impedance settings of all relays are:
for the first impedance stages Ze = 0,251 r2/km 30 km = 7,53 n
- for the second impedance stages Ze = 0,251 n/km 60 km = 15,06 n.
The triggering current of the high-current protection circuits is assumed at 1,8 kA. If
a short circuit occurs on the contact line between circuit breakers B2 and BC2 (Figure
11.41, track 2), then the circuit-breakers are responsible for isolating the short circuit.
Since a portion of the short-circuit currents flows to the bus-bar of the coupling post,
the direction-sensing elements of these three relays will prevent them being tripped.
If the short-circuit current h is lower than 1,8 kA, the high-current protection of
circuit-breaker B2 will not be tripped. If h > 1,8 kA, a break signal is applied to
circuit-breaker B2 immediately.
The first impedance stages of the relays for circuit-breakers B2 and BC2 sense an
impedance which is below the trigger impedance setting of 7,53 n and will generate a
break signal for the respective circuit-breakers after a delay of approximately 30 ms.
However CB B2 may have already been triggered by the signal due to I >>> if the
short-circuit current, which is dependent on the location of the short circuit, was high
enough. As a result, the contact line above track 2 in Figure 1 L41 will be switched off
between the substations SS and CP will be selectively switched off and isolated.
The second impedance stages of the relays for circuit-breakers Bl, C3 and C4 all sense
an impedance which is lower than the trigger impedance setting of 15 n and the trigger
delay tinwrs are started. However, as long as the circuit-breakers B2 and BC2 switch
off cm tinw before tlw ti11H'-011t. tlw s<~cond iuqwdawe stages of all three relays are
613
actual and
limit value
comparison
_J
houses the switchgear. The temperature information is passed to the protection relay
control circuit's algorithm by means of a proportional voltage signal (0 to 10 V).
Thermal protection devices in which the contact wire temperature is measured directly
have proven to be particularly efficient [11.41]. Figure 11.42 shows a protection device
of this kind.
Back-up protection
An additional over-current/time protection can be implemented as back-up protection.
This is equipped with a power supply which is independent of the main protection power
supply and is connected usually to the measuring core of the current transformer. Its
trigger excitation current is used to activate the second tripping coil of the circuit-
breakeL Such systems achieve a high degree of redundancy. A protection of this kind
is only used in special applications, as the modern digital relays are reliable.
Overhead line protection systems are equipped with remote-controlled facilities for
setting the impedance conditions and the thermal protection limits. It is necessary to
nx:onfigure the system to higher impedance values and/ or lower thermal load current
Yalues when line sections, normally opr.ri'tted with two tracks, are partly operated as
single-track sections to ena.hle construction or repair work
615
Since 1990, digital protection relays have become increasingly used in railway trac-
tion systems. In addition to the these functions, such devices enable a comprehensive
range of parameter settings, options for storing and evaluating protection data as well
as circuit-breaker fa.ilure protection which checks means of auxiliary switch contacts
whether the circuit-breaker has really been tripped after receiving the main protec-
tion trigger signal by measming the current or by. In case of circuit-breaker failure,
the back-up trigger is activated. If this also failed, a signal would be sent to the next
higher protection level which will then trip all other feed circuit-breakers in the af-
fected switching substation. Continous monitoring of currents. voltages, impedances
and trigger signals combined with the possibility of graphic failure data output, facili-
tates fault analysis and diagnosis of equipment performance. vVhen short circuits occur,
the recorded impedance values allow the fault to be localised. Data dialogues with the
digital protection circuitry are effected by means of serial data transmission interfaces
and the aid of hand-held data equipment or personal computers. At the same time, it
is possible to acquire data remotely from unmanned substations by telemetry.
For safety reasons, there is a clear function-oriented and equipment-wise separation of
control circuitry and protection circuitry in standard switching substations of the DB.
Whenever protection equipment is tripped, an overhead contact line short-circuit test
is carried out, irrespective of the reason for the triggering. In the DB network, 93 % of
all protection trigger events are not clue to steady-state short circuits but to temporary,
passing contacts or contact line overloading by operating currents.
transformers that recognised a change in the energy flow direction. However, other
procedures will have to be used to determine whether the short-circuit is in one of
the secondary groups of railway stations B or C, in one of the main station groups
or somewhere along the line. This is done using the pole-mounted discori:nr,ctor.s and
testing the overhead contact line using either the automatic short-circuit localisation
equipment of the master control centre, or manually step-by-step. More precise locali-
sation systems, such as used by electric power utilities, were tested in a DB converter
substation in 1991 but have yet to come into common usage. When such systems are
used, it must be considered that because of railway tracks and parallel conductors in
the earth, the line impedance is not a uniform linear function of the distance from the
feed point and the moving loads. In addition auxiliary equipment that is powered via
the overhead contact line, e.g. switch-point heating, supply of workshops etc. would
lead to wrong results if impedance measurements alone were used to calculate the fault
location. However, the tests have shown that it is possible to localise the faults with
an accuracy between 200 m and 300 m.
It is also desirable to locate the positions where transient short circuits occur. These
usually only interrupt the power supply for the automatic overhead contact line testing
cycle time, i.e. less than 10 s, which does not affect train operation adversely. However,
it is quite possible that such faults may cause component damage to insulators, wires
or cables. Localisation on transient faults can facilitate inspection and preventive mea-
sures against subsequent failure of components, particularly at locations where such
transient faults occur frequently. To achieve this, the distance to the fault location must
be determined as soon as the short circuit occurs, since it is not possible to locate it
afterwards as in the case of sustained short circuits. Here, an evaluation of the measure-
ment data collected by the digital protection circuitry, which records the impedances
before and during the short circuit until the current is cut off, is an effective tool. Such
systems can log the data of more than one fault event. To determine the fault location,
the reactance is used and is output as a resistance or a distance value. The system
is relatively accurate, achieving a tolerance of 500 m for a section length of 30 km.
If the fast high-current protection is tripped however, it is not technically possible to
locate the fault position.
Automatic and highly accurate fault localisation, together with appropriate reporting
could reduce considerably, downtimes in cases of sustained short circuits as the repair
crew would be able to proceed directly to the fault location. Down-times due to re-
peated transient short circuits would be reducefl by enabling preventive and corrective
measures to be carried out immediately .
11.4 References -----------------------
..
617
11.4 References
11.1 Schmidt, P.: Elektrische Belastung als Zufallsgrofie und thermische Belastbarkeit von
Leitungen bei mitteleuropaischen Bahnen (Electric load as a random magnitude and
thermal strength of contact lines of Central European railways). In: Elektrische Bahnen
90(1992)6, pp. 204 to 212.
11.2 Hellige, B.: Beitrag zur Untersuchung der Bela.stung von Energieversorgungsanlagen
bci StraJ3enbahnen (Investigation of the electrical loading of tramway power supply
installations). HfV Dresden, 1971, dissertation thesis
11.3 Schmidt, P.: Energieversorgung elektrischer Bahnen (Power supply of electric railways).
Verlag transpress, Berlin, 1988.
11.4 Lingen J. v.; Schmidt, P.: Strombelastbarkeit von Oberleitungen des Hochgeschwin-
digkeitsverkehrs (Current capacity of overhead contact lines for high-speed traffic). In:
Elektrische Bahnen 94(1996) 1/2, pp. 38 to 44.
11.5 Rohlig, S.: Beschreibung und Berechnung der Bahnbelastung von Gleichstrom-Nahver-
kehrsbahnen (Description and calculation of the electrical load of DC local railways).
HfV Dresden, 1992, dissertation thesis.
11.6 Heide, S.: Ein Beitrag zur Berechnung von Kurzschluf3stromen im 15-kV-Fahrleitungs-
netz der DR unter besonderer Beachtung ausgewiihlter Probleme des Fahrleitungs-
schutzes (Contribution to calculation of short-circuit currents in AC 15 kV systems
considering electric problems of the contact line protection). HfV Dresden, 1980, dis-
sertation thesis.
11. 7 Lingen J. v.; Schmidt, P.: Methodik einer zuverlassigen und ressourcensparenden Be-
messung elektrotechnischer Betriebsmittel des Hochgeschwindigkeitsverkehrs (Proce-
dures for a reliable and economic design of electrotechnical operational equipment for
high-speed traffic). In: Wiss. Z. Techn. Univers. Dresden 45(1996)5, pp. 30 to 39.
11. 11 Fischer, R..; KieBling, F.: Freileituugen, Planung, Berechnung, Ausfiihrung ( Overhead
power lines, planning, analysis and design). 4th edition, Springer-Verlag, Berlin, Hei-
delberg, New York 1993.
1L13 Siemens: Technische Tabellen, GroHen, Formeln, Begriffe (Technical tables, character-
istics, formuli, terms). Miinchen/Berlin, 1994.
11.14 Lobl, I-I.: Zur Dauerstrombelastbarkeit und Lebensdauer der Geriite der Elektroenergie-
iibertragung (Current carrying capacity and life cycle period of equipment for electric
power transmission). TU Dresden, 1985, habilitation.
11.15 Lingen J. v.; Schmidt, P.: Wiirmeiibergang und Strombelastbarkeit von Hochgeschwin-
digkeitsoberleitungen im Tunnel (Heat transfer and current capacity of overhead con-
tact lines in tunnels). In: Elektrische Bahnen 94(1996)4, pp. 110 to 114.
11.16 Webs, A.: Dauerstrombelastbarkeit von nach DIN 48 201 gefertigten Freileitungsseilen
aus Kupfer, Aluminium und Aldrey (Current r.arrying capacity of overhead line con-
ductors made from copper, aluminium and aluminium alloy). In: Elektrizitatswirtschaft
62(1963)23, pp. 861 to 872.
11.17 Held, 0.: Fahrdrahterwiirmung beim elektrischen Zugbetrieb (Contact wire heating
during electrical train operation). In: Elektrische Balrnen 45(1974)4, pp. 90 to 95.
11.18 Wisloucl1, I,. A.; Woronin, A. W.: Untersuchungen iiber Warmeabgabe von der Ober-
flache der in Fahrleitungen verwendeten Leitungen (Investigatios on heat dissipation on
the surface of conductors used in overhead contact lines). In: Anlagen der elektrischen
Zugforderung, Fachbuchverlag, Leipzig, 1954.
11.19 Petrausch, D.: Beitrag zur Anwendung der thermischen Modellierung for die Instand-
haltung und Diagnose der Fahrleitungsanlage unter Beriicksichtigung der Tempera-
turmessung mittels Infrarottechnik (Contribution to the use of thermal modelling for
maintenance and diagnostics of overhead contact line installations considering temper-
ature measurements by means of infra-red technology). HN Dresden, 1988, dissertation
thesis.
11.20 Bencard, R.: Querschnittsauswahl von Freileitungsseilen hei zufallig variablen Betriebs-
stromen und Umgebungsbedingungen nach thermischen und okonomischen Kriterien
(Selection of cross sections of overhead power line conductors at randomly variable
operating currents and ambient conditions using thermal and economic criteria). Inge-
nieurhochschule Wismar, 1985, dissertation thesis.
11.22 Gorub, J. C.; Wolf; N. P.: Load capability of ASCR and aluminum conductors based
on long-time outdoor temperature rise tests. American Institute of Electrical engineers.
1963, pp. 63 to 812.
11.23 Rohlig, S.; Rothe, IVL; Schmidt, P.; Wesd1/;a, A. Hohere Leistungsfahigkeit der Bahn-
energieversorgung bei modernen Stadt- uncl U-I3ahnen (Higher capacity of power
energy supply for modern city and underground railways). In: Elektrische Ba.linen
91(1993)11, pp. 359 to 365.
11.24 Friebel, L.: Thermischer Schutz fiir di(! Fahrkitu11g (Thermal protection of overhead
contact lines). HfV Dresden, 1990, tlH!sis for diploma.
1 L4 References 619
11.25 DB. German railway directive Gbr 997 Overhead contact lines.
11.26 Rigdon, W. S.; e.a.: Emissivity of Weathered Conductors After Service in Rural and
Industrial Environments. In: American Institute of Electrical Engineers. 'frausactions,
Part III, Power Apparatus and Systems, Vol 81, 1962.
11.28 Mier, G.: Herstellung und Anwendung von Aluminium-Stromschi<'nen (Production and
use of aluminium conductor rails). In: Schweizer Aluminium Ruudschau 1984, Heft 3.
11.29 Koettnitz, H.; Winlder, G.; WeBnigk, K.: Grundlagen elektrischer Betriebsvorgange
in Elektroenergiesystemen (Basics of electrical operational processes in electro energy
supply systems). Verlag Gnmdstoffindustrie, Leipzig, 1986.
11.30 Hubner, W.; KieBling, F.; Meyer, H.: Projektierung der Oberleitung fiir eine In-
dustriebahn im rheinischen Braunkohlenrevier (Hambachbahn) (Planning of an over-
head line for an industrial railway in a brown lignite mine). In: Elektrische Bahnen
82(1984)11, pp. 359 to 366.
11.31 Hiitte: Des Ingenieurs Taschenbuch, Band I, 28. Auflage. (The engineer's hand book,
Volume I, 28th edition). Wilhelm Ernst & Sohn, Berlin. 1955.
11.32 Freudiger, E.; e.a.: Erweichung verschiedener Kupferarten wahrend dreizehn 1/2 Jahren
bei 100C (Softening of various copper types at 100C over a period of 13,5 years). In:
Schweizer Archiv fi.ir angewandte Wissenschaft und Technik 36(1970)9, pp. 357 to 359.
11.33 Roggen, F.: Erweichung von Kupfer bei zyklischer Erwarmung (Softening of copper
during cyclic heating). In: Schweizer Archiv fiir angewandte Wissenschaft und Technik
36(1970)9, pp. 360 to 362.
11.34 Flinl, .J. V.: Einfluss der Erwarmung der Leitungen des Fahrleitungsnetzes auf deren
Festigkeit (Effect of the conductor heating in the overhead contact line network on its
stability). In: Arbeiten des MIIT 104, Moscowa 1959.
11.35 Busche, N. A.; Berent, vV. .Ja.: Porcelan, A. A.: A.lechin, iV. .Ja.: Entfestigung ver-
schieclener Kupfcrlegienmgcn bei Erwarmung (Annealing of various copper alloys dur-
ing heating). In: Increase of life-cycle period of non-ferrous metals. Verlag Transport,
Mosc:owa 1972.
11.37 Porcela.11, A A.: Uher die zuliissige Strombelastung vo11 Falndrii.ht,c11 (On the pennis-
siblc c-11n<'nL loadillg of contact wires). In: Vestnik ZNIL !'vluscova UJG,\ Vol. 7, pp. 51
to 511
::._6_20=-----------"----------- _"_______ 11 Current-carryingcapacity and protective provisions
11.38 Szepek, B.: Beitrag zur Ermittlung der Belastbarkeit und Zuverlassigkeit elektrotech-
nischer Betriebsmittel von Industriegleichstrombalrnen ( Contribution to the determi-
nation of the capacity and acceptability of electrical equipment for industrial DC rail-
ways). HfV Dresden, 1974, <lissertation thesis.
11.39 Merz, H.; Roggen, F.; Ziirrer, Th.: Erwiirmung und Belastbarkeit von Fahrleitungen
(Heating and load capacity of overhead contact. lines). In: Schweizer Archiv for ange-
wandte Wissenschaftund Technik 33(1967)7, pp. 189 to 215.
11.40 Porcelan, A. A.: Untersudmng der Erwiirmung und mechanischer Charakteristika von
Fahrdriihten (Investigation on the heating and mechanical characteristics of contact
wires). In: Progresses of the railway research institute, edition 337, pp. 44 to 63, Verlag
Transport, Moscova 1968.
11.41 Szepek, B.; Schmidt, P.: Erhohung der Belastbarkeit von Kupferfahrdrahten (Increas-
ing of load capacity of copper contact wires). In: Wissensch. Zeitschrift d. HfV Dresden
24(1977) 1, pp. 159 to 177.
12 Current return circuit and
earthing
12.1 Introduction
The traction current which, in conjunction with the voltage applied to the collectors,
supplies power to the railway traction vehicle through the contact line. This current
must have a return path. As the current path can be considered to constitute a closed
loop, the total return current must be equal to the current flowing through the contact
line.
\i\Therever the return path of traction currents is discussed in the following sections, the
term is considered to include all braking currents. The running rails serve as conductors
for the return current. The track is laid on the ground and is extremely long in relation
to its width. This, coupled with the fact that the resistance between the rails and earth
is finite and the rails have a longitudinal resistance, causes a portion of the return
current to flow to earth and back to the substation via earth. Near the substation, this
current flows back into the running rails and into the substation earthing system. The
sum total of the currents flowing through the rails, earth and any metal objects running
parallel to the track in the railway track area, such as cable sheaths and pipelines, is
equal to the current flowing to the train.
Up to several thousand Amperes may flow in the running rails and cause accessible
voltage at the running rails and conductive parts of the vehicles during normal opera-
tion. This voltage can be dangerous potentially and can be bridged by passengers and
staff.
Compared with conventional three-phase power transmission and distribution systems,
where hazardous voltages at accessible parts can only arise during fault conditions,
electrified railways require special provisions to ensure safety of people and protection
of installations. In case of short circuits, the situation is the same as for short-time
voltage impact in other electric transmission systems.
Some common considerations apply to both direct-current and alternating-current trac-
tion systems with respect to return conductor arrangements. There are :::i,lso fundamen-
tal differences between the two. In DC railways, the coupling between the rails and earth
is found to be completely galvanic in nature, whereas in single-phase AC railways, the
1:11,clucl'l:ue coupling bet.ween all conductors, i . e. between the rails, earth, contact line,
reinforcing feeder lines and return conductors, affects the way the return current is
distributed among the individual conductive paths.
In DC raihvay systems, the current flowing through earth can lead to dangerous stray
cuTrcnt corrosum,, so this portion of the return current must be rninimised. The stan-
dard which deals with stray currents in DC traction installations EN 50 122-2, specifies
that Llw best possible insulation 11111st he installed bd,ween track am! earth. For this
622 12-yunent return circuit, and earthing
reason, the rails cannot be used directly for implementing the protection against elec-
trfr shock as required in standard EN 50122-1, as the rails would have to be virtually
at earth potential to achieve this form of protection. Both of these objectives must be
given equal consideration when designing return current paths.
when operating or short-circuit currents flow through the track of electric traction
railways, the rails assume electric potentials that arc not negligible, reaching their
maximum values at the feed and load points and dropping to near zero in regions out-
side of the transition region mentioned in Figure 10.4. In both the normal operating
state and in case of short-circuits, the potential difference between the rails and earth
must not exceed acceptable values as specified in the relevant standards. In alternating
current railways, the rail-to-earth potential differences are reduced by bonding other
metallic, conducting elements to the rails, eliminating any possibility of potential dif-
ferences affecting people and ensuring that the entire system can be switched off safely
in case of faults. These measures are called traction earthing.
To reduce the rail-to-earth potential in or near direct-current railways installation,
other measures are required, e.g. installation of parallel return conductors and/or short
circuiting devices.
As a rule, control and command system installations for railway operations use the
tracks as part of their electrical circuits. The tracks have to be designed in such a way
that their electrical characteristics are suitable for safe return current conduction and
the earthing, while at the same time serving as part of the electric circuits for control
and command.
In both AC and DC railway traction systems, adverse effects on other technical devices
and equipment in the vicinity are caused by inductive, capacitive and galvanic coupling
to the traction current circuit when energy is being transmitted from the substation
to the trains. Optimizing the design of the return circuit systems can minimize this
interference.
12.2.2 Earth
The earth from an electrical point of view is defined as the conductzve so'il, whose
electric potential at any point is taken co11ve11tio11ally as equal to zero (see EN 50 122-1
[12.1]). Often the terms reference earth, nc11,tnd co:rl:h, sr'pe,a/,e earth or remote earth are
used. Earth in tlu~ context of this defiuit.io11 is frnltld Olltsid<~ th<' area of interference of
12.2 Terms and Definitions 623
devices. These provide a temporary or continuous connection only after the trigger
voltage is exceeded.
Although no traction system earth is present 011 DC lines, the term open traction
system earth is also used there. It signifies the connection of conductive parts with
the return circuit or the connection of the return circuit with the structure earth via
voltage limiting devices in case of undue high values.
current fiows there as a result of the earthing of the running rails and of inductive
coupling.
a)
00 Substation
Contact line
Return circuit
b)
Substation
Return conductor
Contact line
Return circuit
c)
Booster-
Substation
tr ansformator
Return conductor
Contact line
d)
Substation Autotransformers
II
Negative feeder
----------------------++------------....,,..-------<>-t-----,:-
Contact line
10~0 ~
- .
'- f-1-
..., "'\:,
t 500
"h
.
I-
f---
,_,__ 1---
--
~400 ~
:::i 300 - -- ' -
~
''
DC in accordance with EN 50122-1
~ 200
~ - -- - - -
.c:
(.) -) 1D \.k:c..
100
~
~
'iii
70 ~
~- --
AC in sccordance with HD 637 S
,I I I - - 11
Figure 12.2: Permissible
(/)
E
50 '
AC in accordance with EN 50122-1 touch voltage Uper as a func-
40
<ii
CL I 1111 11
tion of current flow duration t
30
0,02 0,10 10 100 s 1000 according to EN 50 122-1 and
Duration t - - - - - - HD 637 Sl.
inner soles after two to seven hours air drying were measured, with a large number
of random samples being taken. Apart from an inlay leather sole with a resistance of
350 n all other measurements showed sole resistances of between 4,4 kn for moulded
PVC soles and 9,4 Mn for moulded PUR soles.
The specifications made for railway installations in EN 50122-1 differ from those set
down in HD 637 Sl. Although both of these standards refer to the international
standard IEC 60479-1:1994, for instance, the permissible touch voltages stipulated
for single-phase AC railways in EN 50122-1 are up to 200 V higher than stated in
HD 637 S1 for the current flow duration range up to 0,2 s, and are between 20 V and
5 V lower in the 1 to 10 s range.
In EN 50122-1, the permissible touch voltages for current flow durations of 0,6 s and
longer are also termed per-rm:ssible acces.sible voltages. As can be seen, a distinction is
made between dfrect current and alternating current rnilway.s. In contrast to HD 637
S1, which specifies permissible touch voltages of 80 V for a IO-second current flow and
75 V for longer current flow durations, EN 50 122-1 defines permissible touch voltages
for limited current flow durai,ions of up to :300 seconds. According to EN 50122-1, the
permissible long-term touch voltage is 60 V for AC raihvay traction systems and 120 V
for DC railway traction systems.
For AC railways in (12.7] and (12.8], a factor k is used to define an accessible voltage
Ua which is not identical to Uab This factor takes into account the facts that generally
additional resistance.s are present in the !,ouch ciTc11,it and that, in practice, usually
only a fraction of the potential difference generated bct\veen the rail and earth \\ hen a
current flows can be accessed. This factor is expressed by the ratio:
( 121)
}2 Current return circuit and earthing
In the references quoted, values of 0,3 to 0,8 are given for k. From earlier versions
of DB's (German railway) directive Gbr997.03 [12.9], we can deduce that a value of
k = 0,5 is recommended. Figure 12.5 also illustrates the fact that it is usually only
possible to access a fraction of the voltage when touching rails or tracks, which are at
a higher potential than traction earth.
In individual cases, it may be necessary to introduce equipotentig,lJ2QD.ding. meas_UIT!L
in order to reduce the expected accessible voltage Uab Such equipotential bonding
is achieved by electrical connections which ensure f.hat external conducting parts are
kept at the same or nearly the same potential as the accessible conducting parts of
electric operating equipment which may become live in case of a fault. Some electric
railway operators even require mandatory equipotential bonding provisions (also refer
to Figure 12.5).
For a single-phase AC railway as an example, Figure 12.6 shows a synopsis of return
current and traction earthing circuits.
The track-to-earth voltage Un:. is defined as the voltage between the track and earth.
Figure 12.19 shows the characteristiC' curve of the track-to-earth voltage as a function
of the distance at right angles to the track. In the direction of the track, the potential
UrE drops to only low values at points outside the transition length llrans
Figure 12. 7 shows the track-to-earth voltages to be expected per kA traction current
on a feed section which is 24 km in length.
The value of UTE is determined by the tract.ion current, by the r,ffective k)akance per
unit length, the distance l lwhve('ll Lli<' si1l>statio11 and the load, and by the earth
n!sistance RE of the suhstatio11.
12.3 Basic principles 631
,,,,._;;:--=--:<,
II 'v ,\
~ - ~ - - - - - - - - - - - - - - - - ~ 1 ' , - - - - " ' - " " ' " " ' - i l ~ ~ \ - - - - ~ , - Overhead contact line
! trc ___ coupling
1 between 1
I -----..-----.----..-----.-----.--+1-----'-'--'-----=-=------++-,-----+-- Return conductor
I
- - ! Ill I ~HL and Rq, I
\ '- ~ _ ~ , , J Traction vehicle
I
Ussl sub- I
I
Inductive I
coupling I
t! tre
I station
I I between I
--
I I OHLand I
I Connection to other I RC /
_ _ , =/ - / - / . I /
conductive parts - T - tre - E - RC Running rails
I /
/ '\
(track)
I I /inductive\ I
1 coupling / I
I 1 1 I
UTE I
I
RE I
Y TE I track- ii UTE I y TE
11 earth 11 I
I \\ II I
I \\ II
\\ // Earth
Figure 12.6: Current return path and traction earthing of single-phase AC railways.
RE = earthing resistance of the protective earthing system of the substation.
!:!.IE.20
lire 10 \
I
,L____
I Figure 12. 7: Ratio of track-to-earth volt-
age to traction current, along a double-
track line without return conductor, with
an effective leakance per unit length of
0
"------- _/
2 S/km and substation earth resistance of
0 4 8 12 16 20 km 24
Distance- 0,2 n
If the voltage measurable between a point P on the earth's surface and earth reference
potential should be determined, this is obtained by plotting the ratio UPrc,/UTE against
the distance a from the track as shown in Figure 12.19. For many practical applications,
however, it is important to know the voltage UTP occurring between the track and a
point P on the earth's surface. The ratio Urp /Urn of this voltage relative to the track-
to-earth potential is also plotted in Figure 12.19. This voltage increases with distance
from the track ctnd reaches its maximum value, which is equal to Urn, at the edge the
reference earth.
The part of the track-to-earth voltage, which can be measured 01 touched between any
two points, constitutes an accessible voltage Uab Two examples of this quantit~ are
shown in Figure 12.19.
The track-to-earf;/1, voltage of direct-current railways can be calculated using equation
(12.9) and that of single-phase alternating current railways using equation (12.19). If
the respective line is not terminated with an impedance equal to tile surge illlpedance
of Z 0 , but with a diff<)rcut va.ltw of ZA, tlwu, for sPctions where ti!(' txpo11cI1tial portion
has already dccawd, t.li<~ ( 1ack-Lo-cartl1 vol tagc at the load lora 1.irn1 is ded t1cccl from
632 _____________ 12 Current return circuit and earthing
equation (12.10) as
ZA Z 0
-UTF~ = -,
I,rc. -
ZA -
+-Zo (1 &) (12.2)
J\t a substation with an earth electrode system of earth resistance Z 8 , the voltage is
calculated by the equation:
u1'~ = I z .z .z (1 k.)
-A -0 -E (12.3)
- b -1.rc Z Z + -E
-A-0
Z, (Z
-A
+ -0
Z )
Example: How will the track-to-earth voltage as derived in the example in clause 12.4.3.2
for YTE = 1 S/km, which was determined as UTE = 75 V per kA traction current, be
decreased by equipping the substation with an additional earth electrode system having an
earth resistance ZE =RE= 0,1 n?
In clause 12.5.5.9, the surge impedance was calculated as Z 0 = (0,213 +.i 0,18) n/km. Z A was
assumed to be equal to Z 0 , giving the result k = 0,46. With this factor, the track-to-earth
voltage at the substation is calculated to be 33 V /kA. If the substation earth resistance is
assumed to be 0,2 n, the track-to-earth voltage at the substation will be 47 V /kA.
100
V a Figure 12.8: The track-to-earth voltage,
------
----- ----
kA in relation to the traction current at the
80
load location on a double-track line with
---
70
/ a leakance per unit length of 0, 1 S /km per
/"'
--- track, plotted as a function of the pole
60 b
50
I/ earthing resistance, assuming there are 16
UTE
T;;;; 40
I v---- poles per km of railway line.
30
I / a) without return conductor
20
/ b) with return conductor type Al 240
20 40 60 80 100 n 120 Rrvr pole earthing resistance, Urn/ ItlC rel-
Pole earthing resistance RM _ _,,_ ative ratio track-to-earth potential
u
I'
{\) .\ '} ( ; U,
UTE 40 t------<+--,+'-'- ~ - - " l r - - + - - t - - - - t - - - t - - - - - - - 1
ltrc
5 10 15 20 25 30 35 40 45
Distance - - - - -
Figure 12.9: Characteristic curve of the potential gradient of the track-to-earth voltage
in track direction, related to a traction current of 1 kA, plotted for different track-to-earth
leakances per unit length YfE and pole earth resistances Rrvr.
1 without return conductor, Yf 8 = 0,01 S/km, Rrvr = 100 n
2 without return conductor, Yf 8 = 0,1 S/km, RM= 100 n
3 without return conductor, Yf 8 0,1 S/km, RM = 20 n
4 with return conductor, Yf 8 = 0,01 S/km, Rrvr = 100 n
5 with return conductor, Yf 8 = 0,1 S/km, RM = 100 n
6 with return wire, Yf 8 = 0,1 S / km, RM = 20 n
UTE/ Itrc relative ratio track-to-earth potential
the graphs shown in Figures 12.8 and 12.9. For the expected traction vehicle currents
of 1130 A, clanger to people can only be excluded for lines comprising ballasted track
and without ret,un conductors if the pole earthing resistance does not exceed 6,5 n.
Since considerable technical effort is required in order to achieve such low pole earthing
resistances, the use of return conductors is the most economical solution for keeping
track-to-earth voltages within acceptable limits on railway lines with heavy traffic: loads.
Measurements carried out on a double-track line vvith concrete slab permanent way of
leakance 0,01 S/km per track have shmvn a good correlation with the calculated , aliws.
For Rrvr = 8 S2 and 16 poles per kilometre, values of 30 V per kA traction currrnt were
observed. The introduction of return conductors would reduce this ratio to 20 \ /kA.
i:
I
63--1 _____________________________1;2 Current return circuit and earthing
1000
V
800 +---,~r---i-----,--~-i----i-----i-----,i----1-..---1
5 10 15 20 25 30 35 km 40
Distance-----
Figure 12.10: Rail potential along a double-track railway line, plotted to illustrate the
extent of the dangerous earth potential gradient area; leakance per unit length 0,01 S/km,
mast earth resistance 100 n.
1 potential gradient area if there is a short circuit at kilometre 12,5
2 potential maxima for a short-circuit location moving from one substation to the next
In the case of short circuits, the magnitude of the short-circuit current and the related
track-to-earth voltage is determined by the impedance of the substation feed transform-
ers and the contact wire impedance. However, the track's leakance per unit length and
the pole earthing resistances are also decisive factors for the rail potentials that can
be expected in the case of a short circuit. Figure 12.10 shows the longitudinal volt-
age/ distance graph for an unfavourable case which has an elliptical potential gradient
area. It was assumed that a short circuit has occurred at km 12,5 on the line, which
has a total length of 40 km. From this graph, we can determine
the magnitude of Urn when the short circuit occurs at km 12,5,
the length lu of the area in which UTE is equal to or greater than 700 V, and
the location of the most unfavourable short-circuit positions where the highest
voltages occur between the fault location and the substation.
The low UTE values observed for short-circuits near the substations are due to the
assumed low protective earthing resistance value of 0,2 0 and the larger number of
parallel tracks in the vicinity of the substation. The ratings of an overhead contact line
installation of type Re 330 were used in the calculations on which the graph is based.
Reference [12.8], discusses the potential hazards to be expected in the track area in the
case of a short circuit as illustrated in Figure 12.10. If the short circuit duration is 0,07 s,
a \-alue not normally exceeded in AC operations, then the probability of an accident due
to electric shock is equal to zero, irrespective of whether return conductors are installed
or not. For a longer short-circuit duration of 0,1 sand assuming YfE = 0,1 8/km and
R\r = 200 0, the probability of dectric shock is 1,31 10- 5 for people working in the
railway zone for four hours a day ou twt~nLy davs per year. If all personnel working in
12.3 BasicJ>rinciples 635
the railway zone are obliged to wear protective shoes with PUR soles, potential hazards
can even be excluded for longer short-circuit durations, lower leakauces 1~{,E and larger
pole earth resistances RM.
12.3.3 Safety
The protection of human beings against electric shock has highest priority. To guarantee
safety of persons, the touch voltages during normal operation and in fault situations
must not exceed the permissible voltages in accordance with clauses 12.5.2 and 12.6.2.1.
In order to fulfil the protection criteria, a satisfactorily dimensioning of the return
circuit and the earthing system is necessary.
The return circuit must conduct the traction and regenerative braking currents, as well
as the short-circuit currents during faults, to the substation at low impedance. So the
longitudinal rail voltages and therefore the track-to-earth potentials are limited and the
permissible touch voltage is ensured. Design must ensure these features.
T ~ rail8-J3110uJd be used.. ~o conduct the Ieturn current* 0 s.JaL_as _possible.
and they should be through-com~_~<::ied atlow impeda!l.~- Rail bonds, track bonds and
track rel ease-ci 1:5:: u it b on dsJJ!~ t con cl UC t t l]g_LeLilflLCJJJI~I!t_~.".'.~J!J_LS_J2111]2Q~!-l:,.QLJJ1 e
upgrade of~ti~1g syst~s, C~bles are laid parallel tothe runningrails to SUPJ:}lement-
the return circuit. Interruptions- to the return circuit are ~10t permissible, because.
touchable components could become live.
Tl1;-;ppropriate arra1-;g;;n~)-~t,- ~f the retun1 circuit and the resulting return current
distribution reduces the interference and magnetic .fields in the vicinity of the railway
lines.
The permissible voltage val'lles specified in [12.1] and [12.10] for electric shock hazards
for humans are based on comprehensive examinations of body resistance and the effects
of body currents [12.11]. Both standards specify different values for permissible touch
voltages because of the consideration of varying footwear, insulation of the location and
probability of ventricular fibrillation, Other values have been derived for low voltage
applications [12.12], Figure 12.3 contains the permissible touch voltages depending
upon the duration of interference.
12.3.4 Security
Security problems may anse from interference by railway circuits on railway-owned
and third-party installations due to magnetic fields and the current return through
tracks and earth during operations. They are quite different from tlircc-phase AC public
supply. With respect to the interference caused by traction supply circuits the following
should be considered
the ohmic or galvanic interference
- the ind'lf,cfzve and capacitive znlcr:fen:nce and
- electric and -mru;11,etir: .fields.
The galvanic iuterf'<,re11c<~ is caus<~d by conductive connections Lo Lil<' 1d,u111 circuit. Ca-
pacitive int<,rfon't1c< plays a 111inor rol< oulv in railway dec:Lric pow<'r supply. Iucluctive
636 __________________
~-:__ _______12 Current return circuit and earthing
interference and magnetic fields, however, are important in the case of AC power supply
systems. The magnitude of interference depends on the self and mutual impedances
of the overhead contact line arrangements. The magnitude of interference follows the
distribution of the currents. Therefore, the current flowing through earth represents a
quantity to measure the degree of interference. The design of contact line configuration,
aims at limiting the return current through earth and reducing the interference in the
vicinity of the railwa,y. The interference concerns railway owned as well as third-party
installations. Depending on the sensitivity of the devices, operational impairment may
occur. Details on analysis and acceptable levels are discussed in chapter 13.
---111
return circuit
return circuit
Voltage drops occur in the running rails along the line, causing rail to earth potentials
during normal operation and with short-circuits. Since no earthing connections are
present, there is a risk that the permitted touch voltage will be exceeded in case of
high currents and long feeding sections . The danger arises on surface lines in the open
against earth and in tum1cls, on viaduct!; and in stations and substations against the
structure earth. Suitable measures for the arrangement of the track rehLrn circuit arc
specified in [12.13] and detailed in clause 12.5.
In addition to ohmic voltage cir-ops arising in DC railways, alternating current causes
inductive voltage drops, which are almost the same magnitude as the ohmic component
at the operating frequency of IG,7 Hz and more than double that value at 50/G0 Hz.
This, together with the longer feeder s<\ctions, leads to significantly higher rail potentw,ls
than vvith DC railways, i11 spite of the smaller operating currents. To restrict. the rail
potentials to acceptable values, it is necessary to connect the return circuit to <~art.It,
i.e. to connect the running I ails and additionaJ return conductors along, the track cttl(l
in the substation. Figure 12.12 illustraL<s Llw necessary co1wectio11s lwtw<\Cll tit<' return
circuit and the earthing systetns for AC railways, descrilH:d in rnorc detail in [12 lj and
clause~ 12.G.
Th<~ c,1rtltit1g of t.lw n1tlllittf.!i mils is i11d<'lH't1de11t of the t.rnction pow<'r s11pplv c;\sl<\tll
638 12 Current return circuit and earthing
~----------------~-------------
Apart of the return circuit, current flows through the earthing installations of the
buildings and through the earth, due to the earthing connections of the return circuit.
This current has undesirable inductive and magnetic field interference on equipment
alongside the railway line and can cause disturbances in electronic equipment.
12.3. 7 Measurements
Reliable information for the planning of electrical installations in many cases is only
available from measurements. The design of earthing installations requires information
relating to the soil resistivity to enable calculation of the resistance to earth of foun-
dations or earth electrodes. If existing earthing systems are used, it is recommended
that direct measurement of resistance to earth is undertaken. Together with the plan-
ning values for the operational and short-circuit currents, the touch voltages can be
calculated. This is required as a design value for the assessment of safety of persons.
During the construction phase, the planned earth connections must be inspected before
they are covered with concrete. The measurement of the earth resistance of subsystems
is recommended if the design has given critical values so corrective measures are possible
in due time.
During the commissioning phase, verifications of safety of persons and operational reli-
ability of the installations are necessary. Measurements provide meaningful information.
They are a significant contribution to the rapid technical approval of the installations.
During the commissioning phase of DC railway systems, measurements are necessary to
testify the effectiveness of stray current protection measures (see [12.13], Appendix A).
Also during the operation of DC railway systems, measurements are necessary to check
the measures against stray current corrosion to be able to react if necessary. Such
measurements also support the permanent supervision of safety of people in electrical
installations.
50
Table 12.1: Soil resistivities
Type of soil Soil resistivity % w
m
(inn m) t 40
<--
,_ ,___
v~
%,'.
Sea water 1 ~'.,'.
-
C
Ql
Saud 200 2500
;20
Gravel 2000 - 3000 <--
:0 <--~
Lime stoue 350 C1l
.D
Sand stone 2000 3000 ct 10
1:0,W-
too much but below 20 %, it increases rapidly with a decrease in moisture content. As
defined in clause 12.2.4 the soil resistivity is expressed in n-m, the soil conductivity
in S/m.
Resistivities of typical kinds of soil are suited around the values indicated in Table 12.1.
Figure 12.13 shows a histogram of soil resistivity values measnred along 6000 km of
railway lines in Germany [12.18]. The majority of measured data is below 50 n-m, the
statistically expected value being 25 n-m. Reference [12.19] reports on s_oil conductivity
of 3,7 10- 4 S/rn which is equivalent to a resistivity of 27 nm and very close to the above
mentioned expected value of 25 nm. With the latter value a current penetration depth
of 800 m results from equation (10.20) for AC 16,7 Hz and of 450 m for AC 50 Hz.
The most frequently used method to determine the soil resi8tivit;i; depending on the
depth is tJie fouT-poi1,,t method, also called Wenner method [12.20] where an earth
megger- [12.21] is used (see Figure 12.14). The four rods arc arranged with the same
spacing a; five measurements with the spacings a, = 2 m, 4, 8, lG and 32 m are carried
out. For each tll<'asmcment a current I is injected between the prnh<~s C 1 and C2 and
the voltage betvvc<:ll the points P 1 and P 2 is rrwasured. vVith inncasing spacing a the
measured soil n~sisi ti vi t, applies for greater depths since the current flows through soil
strata in greater d<~pLh. Tl1c prniics C 1 11ml G2 must be cylindri('al and short, such that
their resistance is high in t<'lation to that of the soil.
640 12 Current return circuit and earthing
L
+x X
R.l RT
-
' .
-- -Rr
RT
. '
A
~
Rr
- ,
'
'
Rr
'/
RT -/ !!..:r..
-- track
YrE I lTE YTE ]YTE YTE I YTE YTE IYrE YTE Figure 12.15: Model of the
earth
galvanic coupling between a
railway track and earth.
reactive component is ignored in practice and the resistance \s also assumed to apply,
as a purely ohmic quantity, in calculations for single-phase AC railways.
According to DB's directive 997 [12.9], the rail-to-rail resistance of a track is the resis-
I
ii
tance between the two running rails. High rail-to-rail resistances are required to_e~e ...
reliable operation of track release systerns. The rail-to-rail resistance can b~;:1ffec:tec:Lby
""'-= ~-- - --~- --~-- -- -~- , -, - - -,-;,_ ,_,, ------~-,-----~--~~~"'- -- - .- - =""""'"'- - . - -- '
the 'type of insulating paas placed between the rail and. the sole pl;;i,t~E>: If the insulating
pads of both running rails liavethe.sai'ne ele;;ETcaf~~teristics, the superstructure
is considered to be symmetrical from the electrical engineering aspect. High rail-to-rail
resistances can be achieved by installing good insulating pads. If the superstructure
has different insulation characteristics between each running rail and the sleeper, it is
termed an asyrn.metric superstructure.
The above-mentioned DB directive specifies ~ a *rail-!&:rl1iLresist.axtG.e~oLatJe.a$tl,[},Jllrn:i
"~-
resistance of the superstructure, a part of the traction current Itrc flows through the
earth back to the substation.
Figme 12.15 shows a simplified model of the qalvanic couplinq between the track and
earth with a single substation supplying energy to an electric traction vehicle. Iu reality,
an elc~ctric railway system on which a larger number of trains are running currently,
will receive its energ~, supply fro1t1 a multitude of substations. For this reason, either
the individual loads or the railway line load per unit length are taken into consideration
wlwn discussing the currents and Yolt agl's between track and C'arth. Th() railway line
toad per lll1it. length is ddinecl Ii\ equal ion ( HL17). Calculating <'.arth cm-rents and
t.rnl'k-to-eartl1 voltag<'S is a ,ornpl:x prnrHhtH' . the n~sults df'!)C'lld 011 trnin ;-rnd lmvl
642 12 Current return circuit and earthing,
Table 12.2: Earth current and track-to-earth voltage for an example with UIC 60
rails for a traction current of 1000 A.
Leakance Surge Propagation Earth current Track-to-earth
Y' impedance Zo constant a I, 10 km L= 5 km voltage at x = 0
S/km n I/km A A I V
/
2 0,0866 0,173 290 176 43
1 0,122 0,122 228 131 61
0,1 0,387 0,0387 088 046 194
L,__ v6
(_,)
combinations existing at any one point in time. For this reason, only some fundamental
conclusions will be made here based on the model shown in Figure 12.15.
According to reference [12.23], the assumption is made that the track leading up to the
substation and away from the traction vehicle is of infinite length. The earth wrrent
IE is (cf. Figure 12 .15)
(12.5)
Zo = JRly/YTE (12.8)
Example: For a single-track DC railway line, determine the current which flows through
earth midway between the traction vehicle and the substation for L = 5 km and L = 10 km,
assuming the leakance per unit length to be 2; 1 and 0,1 S/km. The rails are type UIC 60.
In addition, the track-to-earth voltage should be calculated at the traction vehicle location if
the traction current drawn is 1000 A.
From Table 10.6, we obtain R' = R~ = 0,015 D/km for a single track having UIC 60 rails.
This leads to the results presented in Table 12.2.
In the case of a leakance per unit length of 0,1 S/km, obtained by good track-to-earth in-
sulation, the rail-to-earth voltage, if fully accessible, at the vehicle location and at the feed
point would be considerably higher than the touch voltage permissible for 300 s, which is
only 150 V.
The graphs shown in Figure 12.16 are obtained by calculation of the entire range
of values of the earth current and the t'l'!Lck-to-earth voltage between the sub-station
and the point where the energy is consumed and these values plott<\d as a function
of the distance. According to the publication [12.23] and using the above co-ordinate
designations, the rail potential is calculated by
[; r.Tb, - (ZOI t re /'))
~
(e-n:,,
- <,--n(/,-.i:l)
z- 0 I trc(\ -nL/'2 Slrl
1
. Il [O' (L/2 - J )] (12.9)
J2A Earth as a conduct.or 643
ss vehicle
Reference [12.23] contains a table showing similar equations for 11 other examples of
track termination at the substation and load location. For practical applications, the
effect of the leakance on the effective resistance of the track is of significance. This
resistance value, which is also termed the equivalent track resistance RTeq, is defined
in [12.23] as
(12.11)
As shown, for very large values of aL, the equivalent track resistance approaches the
value of the surge impedance Z 0 . In practice, this already applies to substation-load
distances of between 13 and 15 km if the leakance per unit length is 2 S/km. However,
if the leakance is as low as 0,1 S/km, the corresponding distance reaches values of 65
to 70 km.
&
a)
b) J
ss
ltrc
substation traction vehicle
!JTE ,___ _ _ _ _ _L_ _ _ _ _ ______,
section of constant
current distribution
--"""''---+--.::,,..J'-----------1-e:c..__-4_ __.::,.._ _ x
Ltrans
ltrc--
1,0
greater depth in [12.25]. However, as the earth is composed of many layers of differing
properties and thickness, the conclusions drawn from this model merely provide a
basis for estimating the order of magnitude of the penetration depth. The studies
described in [12.26] have demonstrated, by calculations and measurement, that voltages
of approximately 50 V are induced in existing conductor loops located in a mine tunnel
400 m below and nearly parallel to a 50 Hz single-phase AC railway line.
The longitudinal pro.file of the currents in a single-phase AC railway is shown in Figure
12.18. Here too, single side feeding and a load at a distance L from the feeding point
is assumed in order to obtain a simplified model. If the track on both sides of the load
exceeds 3 to 7 km, wl1ich is a normal situation, t.lw curves shown are applicable for the
12.4 Earth as a conductor 645
currents flowing in the track and in earth and for the transition of currents between
track and earth. The following basic statements and conclusions can be drawn from
Figure 12.18:
The traction current Itrc flows to the track at the location of the traction vehicle.
The major part of this current flows towards the substation via the track. The
remainder flows through the track in the opposite direction, i.e. to the right-hand
side of the load in Figure 12.18.
Currents flow from the rails to earth on both sides of the load location. This
section in which the rail-to-earth currents are observed is called the transition
section with the transition length Ltrans
In the section close to the substation, a portion of the return current in the earth
flows back into the track, whereby a certain fraction of the earth current flows
back to the substation through the associated earthing system. The magnitude of
this fraction depends mainly on the earth resistance of the substation foundations.
Table 12.3 contains guide values for earth resistance of substation earth electrodes
and the associated earth currents.
A track-to-earth voltage occurs within the transition ranges near the substation
and near the load location. In EN 50 122 this is called the rail potential.
As explained by Figure 10.3, inductive coupling of two conductive loops is effective in
the case of earth return current of AC traction systems. The current flowing through
earth is determined mainly by the inductive coupling between the conductive loops
and only to a minor extent by the galvanic coupling, a function of the leakance per unit
length. As a result of the inductive coupling, there will be a region of constant c'urrent
distribution in the section where the tra;1sition processes have already decayed. In this
section, no return currents will flow from rails to earth or vice versa. The irnpedances
per unit length which were calculated according to 10.1.1.3, apply to this region.
Applying the model used in [12.27] and assuming an infinitely long (i.e. longer than
5 km) electric railway line, according to Figure 12.18, the current flowing through earth
to the left of the feed point and to the right-hand side of the traction vehicle location is
(12.12)
Equation ( 12.12) describes the earth current, comprising two components: the first is
a constant component observed in the section of balanced current distribution and the
646 12 Current return circuit and earthing
whereby
Is_ is the coupling factor,
1 is the die propagation constant or coefficient of the track-earth circuit and
Z 0 is the surge impedance of the track-earth circuit.
k. = Zi<EIZ~E (12.14)
where Zi<E is the coupling impedance per unit length acting between the overhead
contact line-to-earth circuit and the track-to-earth circuit according to (10.26), and
Z~E is the self-impedance per unit length of the track-to-earth circuit in analogy to
equation (10.25). Taking the resistance per unit length Rfr of the track according to
(10.10) into account, the coupling factor is calculated by following equation:
k= Rk + j f ln(8/a) (12.15)
- Rk+Rfr+jfln(8/req)
The propagation constant is
because the leakance per unit length of track can be assumed to be a purely ohmic
property, CY being the attenuation constant and ;3 the phase constant.
Lastly, the surge impedance of the track-earth circuit is
(12.17)
The transition length Ltrans is defined as the distance over which the transition processes
and values have decayed to approximately 5 % of their maximum value. This is the
case for e-aLtrans :S 0,05 or CYLtrans - ln(0,05) ~ 3,0. Therefore
Lt rans = 3/ CY (12.18)
Example: How do different leakance values affect the earth currents and the rail potential
of a double-track railway line? The following parameters apply to the line: overhead contact
line design Re 200 of DB, rails UIC 60, assumed leakances per unit length of the double-track
line 0,5; l; 2; 4 and 8 S/km, frequency 50 Hz.
According to (12.15), if values taken from the example in clause 10.1.1.3 and a mean earth
resistivity of 290 Om, corresponding to 15 ~ 1530 m are used,
The calculated approximate absolute values of k are k = 0,43 for l?E = 290 nm and k 0,38
for l?E = 27 nm. From this, it can be concluded that the earth current in the region of
balanced current distribution is only minimally affected by the earth resistivity.
The self-impedance per unit length of the track-to-earth circuit, as seen in the denominator
of the above equation, is equal to
By inserting these results in equations (12.16) and (12.17) and applying Moivre's rule, the
results given in Table 12.4 are obtained.
1,0
0,9
-r--
TE
0,8
0,7
0,6
1
Jj_
0,5
0,4
UTE 0,3-
0,2
I I TE
0, 1 --i- Uab IUGE -l-_____:_-r'=-----+---=~ ...._ ...._
0 --t---1'----'----'lc+--'-----t----+--------l
I 15 10 15 20
+-
50 m 100
I I
a 1m a4,5m Distance from track center a - - - -
Figure 12.19: Guideline values for the characteristic curves of the voltage UpE between a
point P and earth reference potential and of the voltage [hp between the track and a point
P on the earth's surface, all with reference to the track-to-earth voltage UTE at right angles
to the rails and with l>E ~ 100 Dm.
Examples of practical relevance for accessible voltages
at a1m: the accessible voltage fraction of the track-to-earth potential between the rail
and a point on the earth's surface at a distance of 1 m from the rail.
at a4, 5 m: the accessible voltage outside the overhead contact line zone, between a point
on the earth's surface at a distance of 4,5 m from the rail and a metal object at reference
earth potential.
Example: What is the earth resistance of an earthing strip of galvanized steel, assuming
this to be of 1 km length and 30 mm diameter at earth resistivities of 27 Dm and 290 Dm
respectively?
For l>E = 27 Dm, the earth resistance of this 1 km long earthing strip is approximately
RB= 27 /(7r 1000) - ln(4 1000/0,03) = 0,1 n. For l>E = 290 Dm, it is 1,06 n.
Earth rods are earth electrodes which are buried or driven deeper than surface earth
electrodes. Overhead contact line pole foundations can be considered as earth rods. As
explained in clause 7.7, poles are frequently set up on steel piles or pipes that have
been driven into the ground to a depth of several metres.
The earth resistances of the pole foundations form an important part of traction earth
systems. They are also called pole earthing. To calculate the expected earth resistance
Rrvr of a pole foundation it is treated as an earth rod. This permits the use of the
following equation for calculating the earth resistance Rrvr for a pole foundation of
depth t 8 and diameter d:
PE l 4 tE
RM = - - n - - (12.20)
2 rrtg d
For foundations with a rectangular cross section, a good approximation is obtained by
substituting the diameter by the shorter edge of the rectangle.
As indicated, in addition to the foundation geometry, it is the soil resistivity, above all,
which has a. decisive effect on R'r.I Poles set in in-situ cast concrete may have values
12.4 Earth as a conductor 649
Table 12.5: Guideline values of earth resistance and conductance of earth elec-
trodes in railway applications for PE ~ 100 nm.
Type of pole, type of natural earthing RM YM
n s
Concrete pole with concrete foundation 50 0,02
Steel pole on in-situ concrete foundation 40 0,025
Pole with conductive connection to steel pile 14,3 0,07
Earthing strip electrodes, double-track line, per km 0,167 6,00
Lighting pole 50 to 100 0,01 to 0,02
Bridge railings 30 to 60 0,03 to 0,07
Roof drain with drainpipe 125 0,008
Water supply pipeline network, buried 2 rn deep,
pipes of between 1,5 inch and 150 mm nominal diameter 1 l 0,2 to 0,4 2,5 to 5
Water pipelines, 3 km long, nominal diameter 150 1 ) 2,3 0,43
1) according to reference [10.25]
Table 12.6: Pole earth resistances R-M of steel- Volume Soil resistivity l!E in nm
reinforced concrete foundations in soils with different m
3
27 100 290
earth resistivities. Values given in n.
1 5,6 20,3 58,9
2 4,3 16,1 46,7
3 3,8 14,1 40,9
of several hundred ohms in dry locations because the high resistivity of concrete (cf.
Table 2.13). In comparison, pole foundations on steel piles driven into the ground have
earth resistances between 8 and 15 n. Similar low values are found for driven steel
pipes. Earth resistances of 2 to 13 n have been measured on driven steel pipes with
an external diameter of 508 mm. The length of such pipes commonly varies between
3,5 and 6,0 m. Table 12.5 shows guideline values of pole earth resistances commonly
occurring in the DB area. This table is based on the DB directive 997 [12.9].
Example: What is the earth resistance of a pipe of diameter 0,508 m driven into the earth
to a depth of 5 m, assuming the earth resistivity to be 27 and 290 nm? The respective values
are found to be 3,2 and 33,9 n.
According to EN 50 341-1 and DB directive 997 [12.9], the following equation can be
used to calculate the earth resistance of concrete foundations with steel reinforcement
Example: What are the earth resistances of steel-reinforced concrete foundations of vari-
ous volumes at various locations, assuming the earth resistivity f!E to be 27: 100 and 290 nm?
The Table 12.6 shows the results for foundations of volume 1; 2 and 3 m:3.
This example shows that the pole earth resistance is essentially determined by the soil resis-
tivity. The foundation volume has lit.ti<~ effect.
650 12 Current return circuit and earthing
Table 12. 7: Effective leakance per unit length for different pole earth resistances, assuming
16 poles per kilometre, all values given in S/km.
Design of permanent way 'Irack Effective leakance
leakance Pole earth resistance
S/km 10 n 20 n 50 n 100 n 200D 500 n
Concrete slab track 0,01 1,61 0,81 0,33 0,17 0,09 0,042
Ballast, one rail insulated 0,05 1,65 0,85 0,37 0,21 0,13 0,082
Ballast, two rails insulated 0,10 1,70 0,90 0,42 0,27 0,18 0,132
Ballast witout insulation of rails 1,00 2,60 1,80 1,32 1,16 1,08 1,032
It should be noted that equation (12.21) applies to concrete foundations with steel
reinforcement. In sandy soils without ground water contact, the earth resistance of
in-situ concrete foundations without reinforcements may reach values as high as 300 n.
\ '
+'c +++stray current /
railways. Based on the information given in 12.2 and 12.3, this clause deals with system
configurations and their planning and implementation, with strict separation between
the return circuit and structure earth, complying with the stipulations of Railway
Standards EN 50122-1 [12.1] and EN 50122-2 [12.13]. These concepts have proven their
qualification for high-capacity mass transit railways as demonstrated by examples.
The power supply for DC railways includes the three-phase AC feeding network on
the medium- or high-voltage side, the traction power supply system and the auxil-
iary low-voltage supply of technical equipment and buildings. Various configurations
for the traction return circuit and earthing and bonding exist and are also suggested
for new installations. They cover requirements both for safety of people [12.1, 12.10,
12.11, 12.28] and also for protection against the effects of stray currents [12.2, 12.13,
12.14, 12.15, 12.29, 12.30]. In addition, they must also ensure protection of electrical
equipment and lightning protection [12.31, 12.32, 12.33]. \Yhere provisions for safety
of people conflict with stray current protection, then safety must be given highest pri-
ority. Practical applications require coherent solutions that can be implemented into
the overall configuration in a simple and economic manner.
The European standards EN 50 122-1 and EN 50 122-2 regulate the addressed set of
problems and contain stipulations for
structures,
three-phase high-voltage power supply,
DC traction power supply,
signalling and telecornmunications equipment and
low-voltage supply in buildings.
The standards form the bas;s for the systern confi,guratwn described below. Figure
12.20 illustrates the main elements of Lhe Teturn circuit and earthing and bonding
using the example of a tunnel system. The return cunents flow through the running
rails and insulated retnrn cables to the foecling rectifier_ Running rails and return
cables, tlwrdorc, form t!te return circuit. However, due rci \ arving track voltage along
652 12 Current return circuit and earthing
the line and practical values of insulation, currents from the running rails stray into
the soil and can flow through metallic conductors in contact with soil. Stray current
corrosion occurs at the position of current transition from metallic conductors to an
electrolyte. Figure 12.20 shows the possible stray current corrosion areas for the case
where a vehicle is fed only from one substation. The degree of metal erosion depends
upon the current, the type of metal and the duration of exposure (see clause 12.5.3).
The structure earth, also known as tunnel earth, in Figure 12.20 is not connected with
the return circuit and serves as protective earth for all equipment components, such as
the three-phase high-voltage and medium-voltage installations and also signalling and
telecommunication installations.
principle that protective provisions against electric shock are to be given higher pri-
ority than provisions against stray current corrosion. The standards specify that the.
resistance between the return conductors and conductive installations not insulated
against earth must be as high as possible. Therefore, the supporting structures of over-
head contact lines in contact with earth need to be connected to the return circuit, in
practice to the running rails, via voltage fuses which will become active in case of a
short circuit. This is not necessary for nominal voltage up to 1500 V and for doubled
or reinforced insulation of the contact line system.
In the anodic reaction, an anodic current component Ia flows from the metal into the I
electrolyte. In the cathodic reaction, a cathodic current component lie flows from the
electrolyte to the metal. When no external current is imposed, the following equilibrium
equation applies to homogeneous metal surfaces in a homogeneous electrolyte:
Ia + (- h) It;ot = 0 (12.22)
dx
I
I
I T'F dx
I
dlfr (x) =R'r IT (x) dx
U i(x) t Ur(x +dx)
~_R_'r_~,___---~x-'+dx
fr(X+ dX)
I ------
TE I (Ur (x)--UE )Yrcdx
Figure 12.21: Potential dropalong a
(JE f track element of length dx.
When stray current corrosion occurs, metal dissipates from the conductor into the earth
at the point where the current leaves the conductor. The mass m of metal erosion can
be calculated according to Faraday's .first law of electrolysis:
t2
C is the electrochemical equivalent of the metal and i(t) is the current flowing in the
time interval between t 1 and t 2 . The metal masses, which would be eroded by a current
of 1 A within one year, would be 9,1 kg iron, 33,4 kg lead and 10,4 kg copper.
To be able to calculate the equipment dimensions so as to prevent this, it is necessary
to know how high the proportion of the traction current flowing into earth is, as well
as the resulting rail potential. '
On the basis of the equivalent circuit in Figure 12.21, the following can be deduced from
the potential gradient along a track element with uniform electric load distribution:
In this equation, I~ is the line load as defined in (10.37). By inserting the propagation
constant a according to (12.6), the following equation result for the current flowing in
the track:
With this equation and the related boundary conditions that are the voltages and
currents at the feed point and at the load point, it is obtained
I} L .
h(x) = . h( I) smh[a (L - :r)] (12.27)
sm a 1
By inserting the line load n as defined m (10.36), an equation is obtained for the
current flowing to earth:
--11,c
line
!11,c
-Ir rail
ttllll(III'''
- - corrosion area - - - underground
( -Ip () Figure 12.22: Stray current corrosion,
metal installation line having positive polarity.
L - x _ sinh[a (L - x)])
(12.28)
L sinh(aL)
For comparison, the current resulting from a single load at one point in a feed section is
Furthermore, the rail potential of a line, assuming a uniformly distributed load along
the line, is given by:
ftrc L [1 - aL coth(aL) ]
UTE - ' n
1 TE
The term aL coth( 0:L) is always greater than 1, i.e. UrE is negative if the contact wire
polarity is positive. The boundary between the anodic area and the cathodic area is
termed the boundary distance :i;g1 At this point Unc, = 0 and equation (12.30) is then
transformed to
/
/
/
~ f
f2Z2277J?1/J?1//?f,;zT/2V20J ~~~~~~ine
6
t t t t t t t rails positive
t t t t I , t t t I t t t t
Ip- pipeline
u
Figure 12.23: Effect of the po-
-- -- --- larity on the location of the area
in which corrosion may occur.
SS = substation
In real applications, however, the total load on a traction system comprises discrete,
moving individual loads because of trains moving along the lines. As a result, the
boundary between the anodic and the cathodic areas will be located in a region in the
vicinity of Xgr
The polarity of the track and the contact line will affect the position and size of the
area in which stray current corrosion may occur. The historical de\elopment of current-
converter technology and the associated substation switchgear design necessitated by
this has led to negative potentials being used for the contact lines of some mine railways
and of the Berlin metropolitan railway. Normally, the contact lines of trams and other
metropolitan railways are at positive polarities.
Figure 12.23 shows the track-to-earth voltages Urn and the voltages UPE between metal
12.5 Direct-current traction systems 657
underground installations and earth for both positive and negative contact lines, as-
suming a continuous, distributed load along the respective stretch of track.
According to (12.30), the cathodic area of the underground metal installation is at the
far end of the line and, according to (12.32), it is of the length 0,58 l. This situation
is described as diffuse stray current corrosion. If the contact line is positive, the area
in which corrosion is likely to occur is at the substation end. In this case, tfie effect
is termed concentrated stray current corrosion. According to -[12.30], the intensity of
corrosion of underground metal installations near railways with positive contact lines
and without protective measures against stray current corrosion is at least twice as
high as would occur in the vicinity of negative contact lines. For this reason, the
conditions for installing active protective measures against stray current corrosion are
more favourable with a positive contact lill'e polarity.
The objective of protective provisions against the effects of stray currents is to avoid
the danger of corrosion on third-party and railway-owned installations. It is necessary,
on one hand, to limit the stray currents and on the other hand, to identify and correct
faults in the return circuit in time [12.13, 12.14, 12.15, 12.16, 12.17], to avoid a reduction
of the installation service life.
A low longitudinal voltage drop in the return circuit and good insulation of the
~ t earth a~~ the most sig1!ifi~-int.f.:1ctorsj11 lirnitiJlg tlu\~tJ9,y_ --------cc
the-rongffi.idinal voltage drop d~Qends upon the distance between substations and the
resisfance-of th~ r~turn. circuih._tJ:flY- C~~~eilLP!;~~ti;I;
~lSO i~fluenc~;-th~ re<.J~;i~ed
number of substations and, as consequence project c;~~------------------~-----
The prntectTve measures againsCstiiy.cui:ients aie
necessary to protect third party
installations, railway-owned steel-reinforced tunnel and viaduct structures and steel
reinforced track bed or similar rail fastening techniques for at grade sections.
A distinction should be drawn between passive and active protective measures. Pas- i I
sive protection involves coating the relevant metal installations with an insulating
material or a corrosion-resistant metal. Active protective measures involve measures
implemented in the railway traction energy supply systems, such as
reducing the distance between substations,
reducing the length of the track return system by moving the track return con-
nection away from the substation,
reducing the leakance per unit length between running rails and Parth,
reducing the resistance per unit length of the current return system, and
installing parallel reinforcing return lines, i.e. conductors running parallel to the
track and connected with the rails at short intervals.
Active protective measures also include a variety of implementations of cathodic protec-
tion. As described in detail in the preceding sections, the cathodic protection principle
is based on preventing anodic reactions on the metal to be protected. Figure 12.24
shows several cathodic protection methods. The restricted use of drainage methods is
explained in [12.13] as follows:
I
658 12 Current return circuit and earthing
return circuit
tunnel structure
earth
Figure 12.25: Electrical equivalent circuit
diagram for a DC railway system in a steel-
earth
reinforced concrete tunnel.
The connetion of any structure e.g. to the negative busbar in a substation even in a
polarised electric drainage device will increase the overall stray current. Therefore, the
connection of any conductive structure to the return circuit should be made only due
consideration given to the overall effect on the other structures which may be affected.
Further discussions of the associated issues are found in standards EN 50 162 [12.29)
and 50122-2. (;, er,\ y(J) J ?_,?_ - 1-
The criterion of 100 m V [12.13], which is also applied for the assessment of cathodic
protection, has proved to be an effective method for the assessment of the stray current
impact which can also be checked in a simple way. This criterion indicates that there
is no danger of corrosion for steel-reinforced structures or other metallic conductors
laid in contact with earth, if the average value of the potential change per hour, during
periods of highest traffic, does not exceed + 100 m V .
Figure 12.25 shows an electrical circuit diagram to calculate a DC railway system in
a tunnel. The maximum longitudinal voltage Us occurring between any two points in
the structure depends upon the following parameters [12.13, 12.14, 12.15):
length of a supply section,
resistance of the tracks,
resistance of the tunnel structure,
conductance per unit length G!1, 8 between the return circuit and the tunnel struc-
ture,
conductance per unit length G(m between the tunnel structure and earth,
12.5 Direct-current traction systems 659
return circuit
01
.Figure 12.26: Stray current
collecting net and stray cur-
rent drainage in DC railway
------ --
-------- systems.
voltages could also interfere with the track release systems. Furthermore, protective
tripping must be ensured during a short-circuit between the contact wire and the stray
current collecting system to guarantee safety.
Extensive comparative calculations were performed for the effects of stray current col-
lecting nets for the European Standard EN 50 122-2 [12.13], which demonstrated that
stray current drainage increases the rail potentials by a factor of up to two and the
stray currents by a factor of four. Measurements in a tunnel system confirmed the
theoretical investigation [12.34].
The construction and commissioning of the BTS Mass Transit System in Bangkok
was Siemens leadership [12.35]. Stray currents for different designs were calculated for
the BTS system built as a viaduct with a DC 750 V third rail. The concept with
through connected structure reinforcement was compared with a design adopting such
a stray current bus net with drainage diodes. The stray current drainage increased
stray currents through the structure reinforcement by a factor of 10.
The results of the investigations illustrate the technical problems involved and addi-
tional investment required for stray current collecting nets using drainage methods.
The drainage diode cannot be recommended for stray current countermeasures.
The design of the return circuit and of the earthing installations must satisfy both .safety
and .stray current protection measures. Figure 12.27 shows provisions that satisfy these
requirements in an overall circuit diagram.
The running raiJ.~g~termine the longitudin 91Li:esistanc.e....aL.the return circuit. To achieve
as lowa-volt~ge drop3} p9ssi.ble, we1cte<fcor_gl,(;)_t::tions are p~_<3ferred a~ints=ai=e
bonded IorigiTucfi"'"riafiy with a:Tow=re"sEitanZ; rail ]"ant-bo7;,d. Th~-o-b}~ctive must be to
ensure that the longitudinal rail resiitan~Titnotincr,tasecl by more than 5 % by the
~?'il_joiJ!s,.-As far as possible, the traction return CUlTe~~h~;r~;seaITrunn~aiis:-~~
For this purpose the running rails are cross-connected by rail-to-rail and track-to-track
cross boncls~-Track rerease~yst~-~s using a si.ngle-1:a:rr111StiTatTouonmain- lines are. not
convenient, .sin.c~__qnly one running raiTp~it;;d~ can he used continuouslyfo-~ th~-
..------- ---
traction return curr~~~t: - ......
EN 50122-2 rules that no part of the return circuit may be directly electrically con-
nected to installations, parts or buildings which are not insulated against earth.
If connections are to be made to the return current circuit to achieve protection against
electric shock, then either through
open traction earthing, or
- insulation of the parts or components to be connected with the running rails.
Open traction earthing is defined as the connection of conductive parts to the traction
system earth by a voltage-limiting device or by normally-open short-circuiting devices
which make a conductive connection either temporarily or permanently if a pre-set
!~-5 _Direct-current traction systems 661
substation station
return circuit
8 ~
shielded cables
structure earth
feeding
Figure 12.27: Schematic diagram of the return circuit and r.elated measures for earthing
and bonding for DC railway systems.
Building foundations, tunnel structures and the foundations of elevated systems form
the railway-owned earthing systeni of DC railways which generally is known as struc-
ture earth. The resistance to earth of the whole installation must be so low that the
permissible touch voltage is not exceeded in case of earth faults in the three-phase
supply system.
Iu tunnel and viaduct installations, the electrically interconnected reinforcement along
the line forms the structure earth for the installations, as shown in Figure 12.27. The
si ugle-pole AC short-circuit rnrrents and the requirement for the limitation of the stray
currents determine the miuimum required electrical cross section and also the longitu-
diual rnsistauce of the structure. It has proved adva.ntageous to lay earth cond:uctors in
\
662 ________ 12_ Current return circuit and earthing
parallel to the structure to which the structure segments can be connected, as shown
in Figure 12.27. It is easy to install and this type of through-connection can be checked
with respect to the criterion of 100 m V.
There is no through-connected earthing system for at-grade lines. Stations, substations,
technical buildings and even all contact line supports act as independent earthing
systems.
A favourable way to achieve low values of the voltage to earth in case of single pole
faults is to limit the single pole short-circuit current by using a star-point resistor at
the feeding transformer of the three-phase power supply. The resistance and size of the
respective star-point resistor depends on the resistance to earth of the installations.
The resistance to earth of tunnel and viaduct systems usually is below 100 mn, so that
the voltage to earth is likely to be low. For at-grade structures with foundations of
minor size however, it can be necessary to add additional earth rods to comply with
the permissible touch voltage.
For stray current protection purposes the earthing installations of the public supply
network should be separated from the DC railway earthing installations. However,
this separation can only be achieved if the cable sheaths are not connected to the DC
railway earthing installations. Since dangerous voltages can occur at the open end of the
sheath, these sheath endings should be protected against touch contact and be labelled
accordingly. The open cable sheaths must be connected to the railway-structure earth
during work on the medium-voltage installation.
In many cases, substations and stations of metro systems are supplied from railway-
owned medium-voltage rings. The sheaths of the medium-voltage cables, the metal
frames in the medium-voltage installations and the rectifier transformers must be con-
nected to the structure earth.
If the station supply is provided from the public low-voltage network, neither the
neutral conductor N nor the protective earth conductor are allowed to transfer the
potential outside the building [12.1]. In this case, the low-voltage protection must be
ensured by other methods, e.g. residual-current circuit breakers.
250m
1---=-==---~ I-c-------"-'-'-------
350m
o o
E uu
depot entry
.a.a~
~ 5 C end of depot
u8
case II
c
~
'5 0,1
()
~
t5
100 200
-0,1
study had a separate feed and the rails were isolated from the main track by means of
insulated rail joints. Figure 12.28 shows the situation in the respective depot. The depot
parameters are 10 tracks, a track resistance per unit length of 22 mD/km, track leakance
per unit length of 0,5 S/km, building earth electrode resistance RE 0,33 n and a
return conductor resistance of 1,5 mn. Assuming that a traction vehicle is drawing
a current at the entry of the depot, the stray currents were calculated as shown in
Figure 12.29.
The average current, as observed over a longer period, must be taken as a basis for eval-
uating the corrosive effect of stray currents. In the case in question, the advantages of
having tracks and structure earth at the same potential during repair and maintenance
work outweigh the disadvantages resulting from the higher stray currents.
If we apply the 0,1 V criterion of 100 m V described in clause 12.5.5.9 is applied,
the limitations of such separate feeds and complete interconnection of all parts likely
to assume a higher potential within a depot area soon become apparent [12.37]. The
heating energy consumed by carriages parked in the depot leads to a fairly high current
being drawn for lengthy periods, increasing the danger of stray current corrosion. A
survey carried out on 22 public transport operators in Germany showed that 15 had
chosen this form of separate feed and interconnection of the structure and traction
earth for existing, projected or planned workshop or depot installations [12.38].
666 12 Current return circuit and earthing
The return circuit and the structure earth should be connected in the centre of the
depot tracks only at one point, to keep the longitudinal rail voltages in the depot as
low as possible. Further connections to wheel lathes, vehicle lifting devices and crane
systems often cannot be avoided during working. It is advantageous to install these
tools close to the central connection of the depot tracks and the structure earth.
12.5.5.9 Tunnels
Stray currents can flow into reinforced concrete tunnels. In tunnels of this kind, the elec-
trical bonding of conductive metal reinforcement and all other metal parts is required
as a prov1s10n
to provide protection against indirect contact,
- to provide protection against the hazards of the rail potential, and
- to reduce hazards associated with stray currents.
In this respect, EN 50122-2 [12.13] specifies that the calculated maximum longitudinal
voltage between any two points of the entire tunnel construction must be < 0,1 V.
The longitudinal voltage gradient is calculated using a modified form of equation (12.9).
Using the track resistance per unit length Er which can be taken from Table 10.6,
the longitudinal voltage drop in the tunnel assessed by a worst-case study according to
[12.13], Annex C.
Us =05I L -Rfr
- -R's- [1 - -Le . ( 1 - e -(L/L c ))] (12.33)
' (Rfr + R's) L
where:
and
Us is the longitudinal voltage in reinforced railway structure, in Volts
G~s is the conductance per unit length, in Siemens per kilometre
I is the average value of the traction return current of the considered section in
the hour of the highest load, in Amperes
L is the length of the considered line section, in kilometres
Le is the characteristic length of the system running rails/structure, in kilometres
R1r is the resistance of the track per unit length, in Ohms per kilometre
R's is the resistance of the interconnected structure per unit length, in Ohms per
kilometre
The calculation method in equation [12.35] is very conservative. The formula assumes
an infinitely long tunnel on each site of the considered section. Furthermore, it doesn't
take into account the reducing effects of the train movement in adjacent sections and
the conductance per unit length of the tunnel structure against earth. The calculated
values can be much higher than in reality.
12.5 Direct-current traction systems 667
---------------------------.:_:_
Example: Calculate the voltage Us for a double-track section of railway line of length
L = 1 km, the entire length being situated in a tunnel. The hourly mean value of the traction
current is 900 A. The other required parameters are:
R1r = 0,09 D/km (according to Table 10.6),
Yfs = 0,04 S/km (superstructure with one rail per track insulated, after long period
of use),
R's = 0,05 D/km (8 x 400 mm 2 steel).
The characteristic length is determined as Le 20,58 km. Using this value, the voltage
to be determined is calculated as Us 0,096 V, which is just within the required limit of
Us::; 0,1 V. .
As clearly seen from this example, the tunnel voltage would easily exceed the value of 0,1
V if the leakance per unit length were to increase. In this case, additional measures would
be needed to combat stray current corrosion. Installation of supplementary parallel return
conductors would be an alternative.
Other requirements for the design of electrical installations in tunnels are:
Metallic, conductive connections between the running rails and the tunnel rein-
forcement or other steel components must be prevented.
Metal pipes which lead into the tunnels must be insulated electrically from the
sections of pipe outside of the tunnel.
Cable sheaths and armouring must also be insulated by insulating joints where
they lead into tunnels.
Cable sheaths, armouring and metal pipelines are not allowed to be electrically
connected with the structure (tunnel) earth.
Where normally-open short-circuiting devices are installed as protective provisions
against intolerable high voltages between metal parts of the tunnel structure and the
running rails carrying the return current, they must meet the following specifications:
The short-circuiting device should automatically drop back into its idle state
10 seconds after it has been triggered, or,
if the device does not return to its idle state, methods must be implemented for
documenting the cause of the fault, which must be remedied immediately.
The installation of parallel return current conductors is recommended as an effec-
tive way of limiting track-to-earth voltages and minimizing the hazards due to stray
currents, simultaneously achieving favourable conditions for implementing protection
against electric shock. Computer simulation calculations were used to determine the
track-to-earth voltages and stray currents at the current location of a traction vehicle.
The vehicle was on a double-track DC 750 V traction railway line with a heavy traffic
load. Headway between trains was 5 minutes, traction and braking power consumption
was up to 4000 kW per train and track-to-earth leakance values were 0,02 to 2 S/km.
The highest track-to-earth voltage, Una; 210 V, was found for YfE = 0,02 S/km. An
increase of the leakance per unit length to 2 S/km led to a reduction of this voltage to
140 V. At the same time, the stray currents increased by a factor of 50. The solution
found for this problem, meeting both the demand for a reduction of the track-to-earth
voltage and of the stray currents, ,vas to install a 1000 mm 2 cross section copper re-
turn conductor parctllel to the running rails. On a new pennanent way, with one rail
668 12 Current return circuit and earthing
Substation Lightning
arrester
Return circuit
insulated with a leakance per unit length of 0,02 S/km according to Table 10.13, this
supplementary return conductor reduced the maximum track-to-earth voltage from
210 V to 120 V and lowered the stray currents. These were already very low, by more
than 60 %. The model for computer simulation was presented in [12.39].
The earthing installations of third party systems are insulated from the DC railway
system earthing structures. If such an insulation is not possible, e.g. if the DC railv::av
system and third party systems are integrated into large building complexes, then the
earthing system of the entire complex must be grouped together with the earthing
system of the DC railway. In this case, the entire building complex must be insulated
from other third party earthing systems.
-400-!,..---+--f--+---+--f--+----+--+--+---+--1- -.~
The resistance to earth of all stations and substations was measured during the con-
struction phase using the 3-probe method. The maximum value measured was 0,35 n.
This was significantly lower than the value of 0,9 n required for compliance with the
permissible touch voltage in case of three-phase supply earth faults.
During the system trial run, the rail potentials were measured at the stations, operating
the shortest permissible train headway and under maximum pull-train load. During
normal operation, maximum rail potentials of 60 V occurred. Feeding sections were
through-connected to investigate the effect of substation outages. Higher rail potentials
occurred during multiple starting, causing tripping of the short-circuiting devices in the
stations in some cases.
To test the insulation of rails, the conductivity between the running rails and structure
earth was measured using the method described in (12.13]. The measured values were
close to 0,02 S/km per track, significantly lower than the 0,1 S/km, recommended for
the planning of tunnel sections and used for design.
During the measurements, the longitudinal resistance of the running rails was also
measured. The values were found to be between 36 and 40 nm/km for one running rail
and correspond very well with the value specified in relevant documents for the rail
type S 49.
For assessment of the danger of stray current corrosion the potential of the tunnel
structure was measured against a Cu/CuSO 4 reference electrode, without vehicle op-
erations and during maximum operational load. Figure 12.31 shows a print out of a
typical measurement, result. The average pot;ential between the tunnel structure and
12.5 Direct-current traction systems 671
remote earth during train operations is insignificantly higher than that occurring with-
out operations. Only short duration voltage peaks of up to 50 m V occurred because
of train operation. Since the average value of the measured voltage shift was far below
100 mV, in accordance with [12.13], there is no danger of stray current corrosion.
12.5. 7 Maintenance
The measurements at the Ankaray metro system show that an overall strategy for
earthing and bonding and the arrangement of the return circuit not only benefits the
project progress but also simplifies the maintenance of the earthing system with respect
to safety of people and the effectiveness of the stray current protection. The currents
in the short-circuiting devices (see clause 12.5.6.6) should not be significantly higher
than the values during the system commissioning at comparable train operation.
The rail potential measurement also permits a qualitative assessment of the stray cur-
rent conditions. The measurement can be performed at the terminals of the short-
circuiting devices during train operation. The danger of stray current corrosion would
be increased when the average value of the rail potential changes under the same op-
erational conditions compared to the commissioning measurements. The reason can be
low resistive connections between the return circuit and the structure earth, vvhich can
be located by further measurements. A low rail potential indicates the proximity of
faulty connections between the running rails and structure earth. At great distances
from the faulty connection, the rail potential increases to double the value compared
to undisturbed operation.
If the current and voltage measurements show extraordinary large deviations from the
reference measurements, a test of the rail insulation and the structure/ earth potential
in accordance with clause 12.5.6.4 and 12.5.6.5, respectively is recommended to localise
the cause.
12 Current return circuit and earthing
The systems that are used for the power supplies of AC railways also affect the return
current system. In simple return conductor systems, Figure 12.1, using the running
rails as the return circuit 30 to 40 % of the return current, flows through the soil.
Thisproportion can be reduced to 15 to 20 % by installing return conductors at the
poles as shown in Figure 12.1 b).
The auto-transformer system shown in Figure 12.1 d) feeds the railway track at a higher
transmission voltage between the overhead line and the energised return circuit. It is
often known as the negative feeder. Auto-transformers, arranged at intervals of 10 to
20 km, transform the transmission voltage to the contact line voltage. Two neighbouring
auto-transformers function as two conventional substations on track sections supplied
at both ends. The feeder and return currents flow, as in the case of booster transformer
systems, in close proximity to each other. They also reduce the return current flowing
through the running rails and earth.
The booster transformed system, Figure 12.1 c), employs transformers with a transfor-
mation ratio of 1:1 connected into the overhead line at intervals of 3 to 5 km. The
secondary winding sucks the return current from the running rails via connecting lines
into an 'insulated suspended return conductor. It flows back to the substation in close
proximity to the contact wire. The cmrent flowing through the running rails and the
earth is very low over large sections of the line.
The r<~tmn circ11it on AC railways. contrary to that on DC lines, is connected to
12.6 Alternating current traction systems 673
earthing systems. The earthing systems include large area earth electrodes such as
building foundations, bridge and viaduct foundations, tunnel reinforcements and piling
foundations for overhead contact line poles along the track. Their interconnection via
the return circuit line forms the railway earth to which the following are connected:
mediurn-voltage protection earth,
- low-voltage protection earth,
- earthing of telecommunications and signalling, as well as
earthing of lightning protection devices.
With AC traction systems, the earth is part of the traction current return path clue
to the inductive and ohmic coupling with the tracks. Parts of the track return current
flow through the connected earthing systems and through the soil. This results in an
extended area within which non-railway installations may be affected by the railway
system. The stronger the current flowing through the earth, the higher the risk of other
installations, pipes, cables and devices in the vicinity of the railway being affected by
inductive and galvanic coupling. To counteract this problem, various strategies have
been developed and implemented to reduce the proportion of the traction current
flowing back through earth, reducing the associated effects.
12.6.1.2 Current return through rails and earth buried return conductors
Clause 12.4.3, explains how the rail potential in a system through which a load current
is flowing can be reduced noticeably by installing strip-type earth electrodes. This is
also confirmed by the values in Table 12.5. Such earthing strips are also suitable for
potential control. A separate earthing strip is buried approximately 1 m underground
for each track. Usually, these strips are made of galvanized steel with a minimum zinc
coating of 70 m thickness and a cross section area of 30 x 4 mm 2 , or of 50 mm 2
tin-plated copper cable.
Because of their underground installation and the cross sections used, the earthing
strips only lead to a slight improvement in the return current conductance character-
istics. For DB overhead contact lines, it was calculated that in comparison to lines
without earthing strips:
the absolute value of the overhead contact line impedance is reduced by approx-
i:nately 2 to 3 %,
the longitudinal voltages induced in conductive parts located at a distance of
3,5 m from the track centerline and 0,1 m above the rail hea~l are reduced by
roughly 7 %, and
the track-to-earth voltage is reduced by approximately 53 %,
if earthing strips are installed.
The shape and the field strength of the electromagnetic .field in the area surrounding the
railway line barely changes when earthing strips are installed. So the main advantage
is the reduction of track-t:o-eart:h voltage.
674 12 Current return circuit and earthing
I
t 0,75 ' /
/
C
0
5
.D
" ........
- -------- _ _ _ _ ,w._ _ _ _ ____ in the track_ _. /
/
Figure 12.32: Distribution
~ 0,50 in the track of the return traction currents
-------- --------
'6
c
~
=i /
.,
in the retyrn conductor
in the earth
n'r-'------ ,... - - -
.......
among the individual return
paths of a double-track line
0
0,25
/
A simple and effective way of reducing the proportion of return current flowing through
track and earth in overhead traction energy supply systems, is to install parallel return
conductors in the vicinity of the overhead contact line equipment and supplementary
feeder lines. Parallel return conductors, with a close inductive coupling with the traction
current feed conductors, have the following measurable effects:
Installing parallel return conductors considerably reduces the proportions of re-
turn current flowing through track and earth, as shown in Figure 12.32.
Track-to-earth voltages, i.e. rail potentials are also lowered considerably. Calcula-
tions have shown that a reduction of rail potentials by 50 to 55 %, with reference
to systems without return conductors, can be expected. Reference [12.41] reports
that a 53 % reduction was determined by measurement after return conductors
had been installed.
Longitudinal voltages induced in conductors installed parallel to the railway line
are halved approximately. For a DB standard contact line of type Re 250 with
return conductor, it was found that the induced longitudinal voltage in a conduc-
tor located 3,5 rn from the track centerline was almost 45 % lower than with an
12.6 Alternating current traction systems 675
Figure 12.32 shows the distribution of the return flow of the traction current in the
rails and earth. If a return conductor, at earth potential, is installed along the poles at
the same height as the overhead line equipment, then almost half the current normally
flowing back through earth is uncoupled from earth and flows back via the return
conductor, as indicated in 12.1 b). The values shown in Tables 10.10 and 10.11 also
indicate that the parallel return conductors approximately halve the proportion of
return current flowing through earth.
If the investment required to install and operate the systems described above is com-
pared for improving return current conduction in single-phase alternating current rail-
ways, the solution involving the installation of parallel return conductors proves to
be the most favourable. A contact line installation with parallel return conductors in-
volves barely 5 % more expenditure than one without. The noticeable reduction in the
magnetic field strength in the vicinity of the railway, the interference voltage reduction
and the reduction of track-to-earth voltages and impedance justify this additional in-
vestment and effort. Reference [12.44] comes to the conclusion that, for the Austrian
railway company OBB, a return current configuration involving the installation of par-
allel return conductors along high-traffic-load lines is an economically and technically
sound solution to the problem of return traction currents and the associated issues of
interference and disturbance.
676 12 Current return circuit and earthing
Return conductor
Contact line
Running rails
1 2 3 4
~
Earthing systems
Figure 12.34: The earth return current and earthing of AC railways using return conductor
lines.
1 High- and medium-voltage protective earthing
2 Low-voltage protective earthing
3 Earthing of telecommunications and signalling systems
4 Lightning protection earthing
The modification of the return circuit using the running rails to provided earthed return
circuit lines, as shown in Figure 12.34, combines simple design with the conduction of
the return current in close proximity to the catenary system. This design is employed,
for example, on the Madrid-Seville high-speed line and is used for new DB AG routes
in Germany, e.g. the high-speed Berlin-Hanover line [12.45]. By arranging the return
current lines close to the contact line, good inductive coupling is achieved. This re-
duces the portion of the current flowing though the soil and has a positive effect upon
disturbance voltages, magnetic fields and rail potentials.
12.6.1.4 Auto-transformers
The a'Uto-transformer principle has been explained in clause 1.2.5. This principle, which
can also be implemented in a modified form with double the nominal voltage between
negative feeder and earth, can be applied to all single-phase alternating current railways
where the supply of traction power to the railway line is problematic. However, the
advantages of this feeding principle as mentioned in clause 1.2.5 are also accompanied
by several disadvantages, including the following:
the train-in-section e.fj'ect is considerable because the distance between the auto-
transformers is usually quite large,
track and earth currents, albeit small, still flm\ in all sections between the auto-
transformers,
the auto-transformers increase the currents occurring during short circuits in the
traction energy network. and
prntcctwe prmnsions imolve a considerable amount of effort.
12.6 Alternating current traction systems 677
Further detailed explanations on this feed concept are to be found in references [12.46]
and [12.47]. An application is described in [12.48]
- short-circuit
3 short-circuit current h depending on the
Distance to the substation - - - short-circuit distance from substation
energised at contact line voltage under fault conditions, are bonded directly to the
traction system earth. This especially applies to parts that lie within the contact line
and pantograph zones that could be energised at contact line voltage after the breakage
of the contact wire or dewirement of a pantograph. The traction system earthing of
this equipment and these components results in reliable protection tripping, e.g. during
insulator flashover or short circuits between the overhead contact line and poles, guar-
anteeing personal safety. If a direct connection to the AC traction system earth circuit
is not possible, because for example, the parts to be earthed are part of a return circuit
belonging to a DC railway, then they are to be to connected to the return circuit of
the AC line using voltage fuses. This is referred to as open traction system earthing.
Small conducting components, whose horizontal length does not exceed 2 m and do not
support electrical equipment, are excepted from the earthing according to EN 50 122-1,
clause 5.3.2 [12.1].
The rail potentials must also satisfy the requirements for touch voltage protection.
The injection of traction currents into the return circuit at the location of the vehicle
causes a local potential increase of the return circuit against earth. This potential
difference, the rail potential is dependent upon the operating and short-circuit currents,
the leakance of the track to earth and the distance of the vehicles or the earth fault
from the substation. Normally, the rail potential is referred to 100 A as a specific value.
The specific rail potential has a value of zero at the substation and only reaches its
maximum value at a distance of 0,5 to 5 km. The trend along the track is illustrated
in Figure 12.35.
The maximum rail potentials need to be calculated for the operational and short-circuit
cases to assess the hazards caused by the rail potential. For a constant operational
traction current, the maximum occurring rail potential rises with increasing distance
up to a distance of 0,5 to 5 km of the vehicle from the substation and then remains
almost constant, dependent upon the earthing conditions. Figure 12.35 illustrates the
corresponding trend of the highest rail potential occurring along the track. Since the
vehicles draw more current with increasing distance from the substation because of
the constant power, the highest rail potentials occur at the greatest distance from the
substation.
The short-circuit current is largest for a short-circuit at the substation but the specific
12.6 Alternating current traction systems 679
"'
TTrack
E Earth
P Measuring ooint
UTP UpE
r-- -0-
-<I- -=-
1,~----i I
a p
T E
0,5
5 m 100 ,; !'
' '
a---
'i
rail potential, however, is zero. The absolute value of the rail potential reaches its max-
imum only at a distance several kilometres from the substation in the transitional area
shown in Figure 12.35, where the specific value for the rail potential is still increasing.
To assess a hazard caused by the rail potential, the trend of the potential against earth
must be considered transversally to the track. Figure 12.36 illustrates the fundamental
trend UPE at the ground surface against earth and the potential trend UTP against the
running rails relative to the rail potential U,fE. The value UTP for the distance of 1 m
from the outer rail corresponds to the touch voltage. It must be recognised, that the full
voltage UTE cannot be bridged at a distance of 1 m. According to [12.1], it is approxi-
mately 20 %. For the earthing of high voltage systems, [12.10] and [12.52] assume 50 %
anc: specify that the touch voltage is considered to be compliant if the earthing voltage
does not exceed twice the perrnissible touch voltage value. This statement, transferred
to the mil potential, is taken into account in Table 12.8.
The touch voltages specified in [12.1] also apply to fixed power supplv installations,
I
I
!,'I
J.
680 12 Current return circuit and earthing
where faults with earth contact within the three-phase medium- and low-voltage sys-
tems must be taken into account. For this, the potential increase of the earthing system
is to be treated in the same manner as the rail potential.
The values for the permissible touch voltages and rail potentials in the short-circuit case
shown in Table 12.8 take account of the fault disconnection times of modern protection
devices, which are less than 100 ms.
Potentials can be transferred into the railway system from other earthing systems
because of conducting connections. Precautions are necessary to avoid inpermissible
touch voltages, e.g. local insulation or covering.
12.6.2.2 Interference
The following types of interference are examined with regard to track return current
and earthing:
resistive interference,
- inductive and capacitive interference and
- electric field and magnetic fields.
The resistive interference arises from conductive connections with the return circuit.
Capacitive interference plays an insignificant role in railway applications.
Inductive interference and magnetic fields are important in AC railway systems. Their
magnitudes are dependent upon the self-impedance and coupling impedance of the
overhead line arrangement, in the same manner as the return current distribution. For
this, the return current through the earth represents a measure of the interference.
Additional return circuit conductors reduce the return current flowing through the
earth and therefore the interference in the vicinity of the system.
The interference affects railway-owned and third party electrical devices in the direct
neighbourhood. Impairments and disturbances can occur, depending on the sensitivity
of the equipment (see chapter 13 for details).
The return circuit, the electrical equipment enclosure and the conducting components
in the area of the overhead contact line system are connected to the railway earth to
avoid hazardous touch voltages during operations and during short-circuit faults. Figure
12.37 shows provisions that satisfy this requirement in a simplified circuit diagram.
The individual earthing systems for bridges, tunnel segments, substations and pole
foundations are connected to the return circuit and form the overall earthing system
for an AC railway system. This guarantees the earthing of the return circuit at the
same time.
The running rails, the return circuit lines and the connecting lines to the substation
form the return circuit in accordance with Figure 12A To achieve as low a voltage
drop as possible, welded connections are preferred and the points are bonded longi-
tudinally with a low-resistance joint To distribute the return currents evenly among
12.6 Alternating current traction systems 681
signal
fence
screened cables
return circuit
substaion staion
* *
l l
structure
earth
i i railway-owned installations
------------------------ ----------------------------------------- ---------------------------
' third party installations
pipes with insulation joint
Figure 12.37: Principle circuit of earth return current system and earthing for AC.
all parallel tracks and return circuit lines, they must be bonded to each other. The
intervals between the transverse bonding are defined relative to the earth electrode
resistance of the return circuit conductor and the permitted touch voltage. It nor-
mally varies between 600 and 1200 m. Longer transverse cross-bonding intervals can
be selected for converter-supplied track sections supplied by substations equipped with
power-electronic converters, since the converters limit the short-circuit currents.
The requirements of the track-release circuits must be taken into account for the in-
tervals between the cross-bonding.
The return currents in the substation flow through the return circuit and earth con-
nections to the insulated return current rail, see Figure 12.38 [12.53]. Twin return
conductors must be provided between the track and the substation and designed in
such a manner that they can carry the whole current after a failure of one of the con-
ductors. Recording of return currents, as provided in the design of return current system
shown in Figure 12.38, permits testing of the return circuit. The current transformer 11
measures the whole railway return current if the cables from the return current bar to
the transformer are insulated against earth. The portion of the return current through
the earthing system is measured using the current transformer 12.
682 12 Current return circuit and earthing
C ~
0
w
3: ~
Q)
3: 0
a~
~
0 0 Q al
cii c::J 2'
(/)
C
0.. 0.. CE
OJ
0
15
=al al
C al
u 1.2:-
C')
0
0..
0..
E
(D E
w
0..
::J
(/) -
.Q.!2
O C(/)
~ al
::J
u
_Ql 0
(/) (/) <( iil I- 0
0 >
_J I- :;:;;
ME
Main equipotential busbar
Return
current bar
return circuit
m
Lightning a:
OJ
protection C
c
Lightning
protection .---"---.,-"--..,.-<-------------------- C
::J
a:
Figure 12.38: Railway return current and earthing in the substation for AC.
the permitted values by a factor of two. As long as no potentials are spread into the
tunnels from outside, humans cannot pick up the voltages to earth in the tunnel. The
design of the tunnels, with emergency exits, leads to the possibility that the potential
differences at the exits can be picked up by members of staff for example. Measures
were taken to lower the rail potentials to permitted levels. These measures consisted
of the following:
an earth strip electrode laid in the outer tunnel shell, which is led through the
sealing into the tunnel every 500 m and connected to the return circuit
ring earth electrodes, which are arranged around the emergency exits to control
the potential and reduce the earth electrode resistance.
In conclusion, the following provisions are to be made in tunnels to ensure safe traction
current return paths, traction earthing and equipotential bonding:
The tunnel floor area should be earthed to ensure good earth contact.
Longitudinal earth strips must be installed at a spacing of not more than 1,5 m
across the width of the track in the overhead contact line zone to ensure that a
short-circuit current will flow in the case of contact wire breakage, tripping the
circuit breaker in the feeding substation. Longitudinal conductors of this type are
also used for potential bonding along walkways and for protecting cable conduits.
The running rails, too, are longitudinal conductors.
Bare conductive strips may be installed in a longitudinal direction as shown
in Figure 12.39. These longitudinal conductors, which the DB calls bouncing
contact strips are designed to ensure a short-circuit if a broken overhead contact
line should touch the tunnel wall. As the investigations described in [12.6] have
shown, it would not be necessary to install deflector contact strips as the earth
strips installed on the concrete surface mentioned above will always lead to a
short circuit.
Installation of return conductors, or interconnecting all longitudinal reinforce-
ment rods, is the recommended solution.
Return conductors can substitute for the longitudinal bonding of the reinforcement
12.6 Alternating current traction systems 685
rods in this area. A return conductor installed separately over each track can serve as
the earth busbar for all components that need to be connected to traction earth. These
conductors are connected to the rails on the tunnel floor at intervals of approximately
300 m. In tunnels with double track, such connections are designed as loop conductors
and also serve as track bonds. Figure 12.40 shows tunnel earthing arrangements in a
tunnel with return conductors.
12.6.3.5 Viaducts
The drilled piles and foundations of viaducts also form additional earth electrodes
along the track. To utilise their earth electrode effect, the reinforcement of the indi-
vidual viaduct segments is connected electrically via the supports down to the base
of the foundations. The contact line system poles on the viaduct are to be handled
in exactly the same manner as the at-grade sections. The poles are connected to the
viaduct reinforcement instead of the reinforcement in the pole foundations. The electri-
cally interconnected reinforcements also form lightning arresters for the viaduct. These
connections should be kept as short as possible, to keep the resistance and inductance
in the arrester path to a minimum.
I I
!
No special earthing measures are necessary in the depot and workshop areas of AC
raihvays. The same values for touch voltages, as permitted on the track, apply for
durations of up to five minutes.
A touch voltage of a maximum 25 V is defined in EN 50122-1 for long term processes
of more than 5 minutes duration in depot and workshop areas [12. 1]. This limit value
is to be observed especially for the air conditioning and the preheating of trains.
i''
I
Protective fence
The cables of signalling and telecommunications devices can spread voltage over long
distances. Voltages caused by inductive interference can also arise. Plant components
in the signalling or track release system lie within the overhead line zone. They are
connected to the running rails and therefore to the railway earth. The connections are
designed to withstand short-circuits. Telecommunication and signal cables are influ-
enced by the traction power supply system. The cable sheaths are connected at both
ends to the earthing systems in the stations and along the track to reduce interfer-
ence. Since operational currents from the traction power supply flow through the cable
sheaths, attention must be paid to providing the cable sheaths with sufficient current
capacity.
Third-party earthing installations in the vicinity of the track should not be connected
to the railway earthing system because of the danger of spreading potentials. For this
reason, pipework from outside should be manufactured from non-conducting materials
or interrupted at the site boundary by the use of an insulating segment as illustrated
in Figure 12.37.
If a separation between the railway and public supply network earthing systems is
not possible due to lack of space, the return circuit may be interconnected with the
neighbouring earthing system in the public networks. A satisfactory cross section for
the conduction of railway return currents must be provided for this. As an example,
DB AG permits the operation of a three-phase star point conductor without special
protection measures only over a distance of less than 1,5 km along the AC raihvay
system [12.55].
If components of crossing mad bridges lie within the overhead contact line and panto-
graph zone, then EN 50122-1 [12 . 1] and the DB AG directives [12.53] specify special
12.6 Alternating current traction systems 687
Railway systems are to be protected against damage by lightning. On open track sec-
tions, the return circuit together with the poles, the overhead line equipment pole
foundations with contact to the ground and the associated reinforcement also perform
the task of external lightning protection. The earth connections should be kept as short
as possible, to keep the resistance and inductance in the arrester path to a minimum
(12.52]. Suitable overvoltage protection circuits, in addition to the external lightning
protection, are adopted to protect sensitive equipment assets.
Evaluations of the frequency of lightning current in accordance with VDE 0141 [12.52]
have shown that 95 % of all lightning currents are smaller than 40 kA and 99 % smaller
than 60 kA. Back flashovers are not to be expected if the discharge earthing resistance
Rdis satisfies the relationship
(12.35)
For earth electrodes of small size, such as pole foundations, the surge earthing resistance
corresponds approximately to the earth electrode resistance.
The necessary dischar:qe earthing resistance for a lightning curreut Ip of '10 kA in
dependence upon the overvoltage category for 15 kV railways are entered in Table 12.9.
I
I
The permitted values for the surge earthing resistance increase due to the higher with-
stand surge voltage of the insulation used for 25 kV railways. This enables the re-
quirements for the surge earthing resistance to be satisfied more easily than for 15 kV
railways.
12.6.3.10 Implementation
The earth return current and earthing provisions have a special impact upon steel re-
inforced concrete structures and must be defined at an early stage before the execution
of construction. The electrical connection of the reinforcement, the additional provi-
sion of reinforcement rods and earthing lines in the foundation. The lead-out of the
earthing connections are necessary during the first implementation phase. They must
be initiated much earlier than the detailed planning of the electrical system, especially
for railways on viaducts with long lead times for the construction work.
This includes the timely agreement of materials to be employed, cross sections and con-
nection technology for the structure earth, to satisfy the requirements for the earthing
of an electrical railway system. If the earthing connections and electrical through-
connections have not been provided on the structures and are lacking during the in-
stallation of the electrical systems, then alternative solutions must be provided later.
This can cause considerable additional costs for the implementation of the system.
The electrical connections between the reinforcement rods should be welded preferably,
because the electrical resistance of clamp connections can increase with corrosion at
the connection point [12.9]. The defined earthing provisions must be monitored con-
tinuously by visual inspection during construction, because errors during construction
are difficult and expensive to correct.
The security of the earth return current and the personal safety measures in the system
must be verified during the commissioning of the trackside facilities. The verification
of earthing provisions can be performed on the basis of calculations during the design
phase by measurements made after completion of the system. It is expedient to measure
the earth electrode resistance, rail potentials and induced voltages during commissioning
to check the parameters upon which the calculations are based. These measurements
also serve as reference measurements for the subsequent operation of the system.
The earth electrode resistance of the earthing system determines the touch voltages and
rail potentials that occur under operational and fault conditions. The measurement of
rail potentials is performed by feeding a constant current into the running rails, between
two rail connectors. The potential of the running rails is measured against a distant
earth. The distance to the next cross interconnection of the return circuit should be
as large as possible, to examine unfavourable combinations. The supply to one track
represents the normal case, while the supply to one rail represents the short-circuit
case. These measured rail potentials can be converted to indicate the operational and
short-circuit currents by calculation. The measurements can be used to verify that
12.6 Alternating current traction systems 689
the permitted touch voltages will not be exceeded during operational and short-circuit
conditions.
Track and rail bonds serve to distribute the return currents more evenly and to ensure
an equal potential on the respective components.
The rails of electric railway lines are connected electrically both longitudinally and
across all tracks where ever this is permissible. Generally, fishplate joints between rails
are adequate for the longitudinal connection. Fishplate joints in sections with track
circuits must be bridged by an additional longitudinal bond. Transverse rail bonds or
crossbonds are used to connect both rails of a track. The running rails of a track without
track circuits are bonded at intervals of not more than 150 m on general-purpose lines
or of not more than 75 m on metropolitan lines and other lines carrying heavy traffic
loads. Track and earth reactance coils of 100 Hz track circuits also constitute transverse
rail bonds. The previously described FTGS bonds are used in audio-frequency track
circuits. Figure 12.46 shows how such bonds can be installed.
The tracks of multi-track railway lines without track circuits are bonded by means of
track bonds. These are installed at intervals of not more than 300 m on general-purpose
lines or not more than 150 m on metropolitan lines and other lines carrying heavy
traffic loads.
If track circuits are installed, the following rules apply to transverse equipotential
bonding:
Single-rail insulation:
As explained in 12.6.4.2, one of the rails has a higher rail-to-earth resistance
than the other. In railway station tracks, the rail which is not insulated is at
least connected with the return current system at two points. On longer lines,
the long earth rails of adjacent tracks are bonded to one another at intervals of
not more than 300 m on general-purpose lines or of not more than 150 m on
metropolitan lines and other lines carrying heayy traffic loads.
Both rails insulated:
It is not permissible to install track or rail equipotential bonds in tracks with
both rails insulated as shown in Figure 6.47. In this case, the tracks are bonded
by connecting the centre-taps of the reactance coil joints. Figure 12.42 shows how
track bonding is implemented between reactance coil joints.
Audio-frequency track circuits:
If audio-frequency track circuits are installed, the rail nearest to the supporting
poles of the contact line system is usually chosen as the earth rail. The earth rails
are bonded by means of track bonds, whereby the minimum distances shown in
Figure 12.43 are compliant.
Usually, equipotential bonds are made of plastic-insulated copper cable type NYY-0,
690 12 Current return circuit and earthing
a
Figure 12.42: Implementa-
tion of track equipotential
bonding between reactance
track equipotential bonds between reactance coil joints
coil joints as used by the Ger-
for a> 300 m; track bonds 1x50mm2 Cu, NYY-O man railway DB.
earth rail
track bond
normally with a cross section of 50 mm 2 . If these bonds are also used for traction
earthing purposes and short-circuits, currents of I(; > 25 kA are to be expected at
the respective location, then cross sections of 70 rnrn 2 are installed. If the bonds are
embedded in concrete, generally a minimum cross section of 70 mm 2 is required and
for I{: > 25 kA, 95 mm 2 cable is used. The bonds are permanently connected to the
rails by means of welding, soldering, brazing or other permissible methods.
12.6 Alternating current traction syst,_e_m_s___________________________ 691
a) 9,Sm
3,5m
'
---
--,
---+---"---_---,-~~_=r--
9,5m
3,Sm
for FTGS 46
for FTGS 917
b) 9,Sm
---
3,Sm
tor FTGS 46
for FTGS 917
- - - - 18 12 :
I
"- 1---__..; ---- ic/2
1- 7 'I
I
: ,,----' -=--- /
I I
I I
''
-----!-----:r......,_~J_,___,_.....__---=---
I I
c/2
ic/2
'l __ I
11
r2-,
electronics rn
ur electronics
~ junction box junction box
12.6.4.2 Track release circuits, traction return current path and traction
earth
In the following, the situation of the German railway DB, is used as an example to
explain some aspects which have to be taken into consideration with regard to the
return path of traction currents and earthing when building and operating overhead
contact line installations. DB operating directive 997 [12.9] deals with the respective
details. Other railway companies operating single-phase alternating current railways
have similar internal specifications and regulations.
l_,From the electric energy supply system aspect, the running rails serve to conduct a
part of the traction current back to the feeding substation. At the same time, however,
the running rails are also used as part of the railway network control and command sys-
tem circuitry. These information-technology circuits, which are linked with the tracks,
are called track circuits. A distinction is made between track circuits operating at fre-
quencies of 42 Hz or 100 Hz and audio-frequency track release circuits which operate
at frequencies of 4 to 6 kHz and 9 to 17 kHz.
Like all other types of track circuit, audio-frequency track release circuits operate on
the principle of axle shunt sensing. Remotely fed audio-frequency track release circuits,
abbreviated FTGS in German, are circuits using a frequency of 4 to 6 kHz (FTGS 46)
for signalling free track on the main line and a frequency of 9 to 17 kHz (FTGS 917)
for signalling free track in railway station areas. Figure 12.44 shows the structure and
basic dimensions of the S-type-bonds and terminal bonds of FTGS 46 and FTGS 917
systems. S-type-bonds use copper wire of cross sections between 50 and 600 mm 2 .
To enable good conduction of the return traction current and proper traction earth-
ing while also ensuring reliable operation of track circuits, the mutual utilization of
the running rails for these purposes must be agreed upon and co-ordinated by the re-
sponsible technical departments and strict adherence to the regulations agreed upon
is required. From the electrical engineering aspect, track design for return traction
current conduction and traction earthing distinguishes betv.reen:
uninsulated track, which is a track without track circuits,
track with one ra'il 1,n,,':iulated and with track circuits,
track with both rails insulated and with track circuits, and
track with audio-fr<'.qucucv track release circuits.
692 12 Current return circuit and earthing
traction earth
_1_;__so:_m_rar_n~ge__ \_.,.__1_so_m_ra_n=ge____ connection
1 for RE <4D.
1
--~E__,,_______~__
0
9 earth_wire
e-art-h~c-ho_k_e____________ ~
voltage
limiter
Figure 12.45: Connecting
poles and other components
with a low earth resistance to
RE <10Q '--------1%W/2",1 RE <10Q
traction earth on tracks with
1 - I.
,. 15~0_m_r_a~ng~e_
.._ _ ___,,..,_j .. 150 rn range .., I both rails insulated.
Basically, both rails and all tracks are used as return current conductors. In track
with no track circuits, including tracks with axle counting equipment, both rails are
used continously to conduct the return traction current. Both rails can be used for
traction earthing. In track with one rail insulated, the other rail is used as the earth
rail. This earth rail serves as a return current conductor and as traction earth. Traction
earth connections are only permitted to the earth rail. The insulated rails must have a
normally-open connection to an earth busbar or rail via a voltage limiter. In tracks with
both rails insulated, as shown in Figure 6.47, both rails are used as return conductors
for the traction current. To enable reliable operation of the relays forming part of the
track circuit, the sections with both rails insulated are isolated from the adjoining track
sections by insulated track joints in conjunction with reactance coil joint transformers,
normally called reactance bonds. The insulating track joints in the running rails force
the return traction current to flow through the reactance coil joints or via the earth rails.
Figure 6.47 shows where insulated track joints are installed along a line. The individual
sections of the 42 Hz or 100 Hz track circuits are separated from one another by the
insulated joints in both rails of the track. The traction current flowing back to the
substation passes through the reactance coil joint transformers, comprising two track
reactance coils, the centre taps of which are connected. The current flows through
the coils in such a way that the inductive effects cancel one another. The centre tap
connections of the coils are also used as connections for traction earthing purposes.
In track with both rails insulated, one of the rails is defined as being the earth rail.
Any components with earthing resistances 2: 10 n may be earthed by connecting them
to this rail, without any restrictions. Any components in contact with earth and which
have earthing resistances between 4 n and 10 n may only be connected with the earth
rail at distances up to 150 m in front of and more than 150 m behind the reactance
co'i,l Joints. Within the range of 150 m to either side of the reactance coil joint, all such
components must be earthed to the centre-tap connection, either via earth chokes or
via voltage limiteL Any componeuts having earth resistances of less than 4 D may only
be connected to the earth rail via <~arth chokes or voltage limiters, even outside of the
150 m region. Figun\ 12 4-'> illnstrates thP factors to be taken into consideration when
12.6 Alternating current traction systems _____________ 693
a<= 1000m
S-type-bond
circuit termination of the respective audio-frequency track circuits and in control and i
II Iiii
1
I
The DB railway directives require that all slack steel reinforcement of reinforced con-
crete or pre-stressed reinforced concrete structures on or within which tracks are laid
must be bonded to traction earth. This is necessary to ensure effective equipotential
bonding and provide for a definite short-circuit which will cause the corresponding
circuit-breaker to trip if an overhead contact line should break or accidental high-
voltage contacts occur due to pantograph damage.
The steel reinforcing rods and all corresponding longitudinal conductive parts are in-
terconnected electrically and connected with the earth rail or the return conductors at
intervals of not more than 100 m. The connections bet-ween the steel reinforcements
embedded in the concrete are welded. However, it is not permissible to interconnect
and bond ::;teel rods used for pre-stressed concrete components.
Wire-binding of the bars is also permitted for special concrete structures with non-pre-
stressecl reinforcement. Where poles, railings and noise-reduction barriers are installed
on railway bridges, earth connections are made with the internal earthing electrodes of ! I
the respective structures.
In structures which are longer than 100 m, additional continuous steel strips with a
cross section of at least 120 mm 2 or additional continuous reinforcernent rods of at least
lG mm diameter are placed in the top reinforcement layer under each track. As it is
not permissible Lo conriect t:raction earth bonds directly to I lte rails of tracks with both
694 12 Current return circuit and earthing
rails insulated on bridges because the earth resistance of bridges is usually low, earthing
busbars are installed in such cases and all components to be bonded to traction earth
are connected to these busbars. The busbars are connected in turn, to the centre-taps
of reactance coil joints. The DB directive 997 [12.9] contains further details on the
design of traction earth systems.
Contact line
Auxiliary
generator Measuring
A current 150 A
Earthing
connection
V Measuring
voltage
Running rails
Direction
Cordoba - - -
Poles and 4
-------
696 12 Current return circuit and earthing
Table 12.10 lists the rail and pole potentials observed for the four cases. In case 4 a
touch voltage of 5,8 V /100 A between the pole and a location 1 m distant from the side
of the pole away from the track resulted from the measurements. The voltage difference
between pole and rail was 7 V /100 A.
In case 1 calculation and measurement yielded the same results, based on an earthing
resistance of 5 n for each pole. When the earthing resistance was assumed to be 15 n
per pole, the rail potential was computed to be 50 % higher, which shows the direct
dependency between the earthing characteristics of the poles and the rail potential.
Without return conductors, the calculations for case 1 yielded rail potentials that were
some 50 % higher than for the system installed.
The distribution of the return circuit is responsible for the induced longitudinal volt-
ages in cables laid parallel with the track. The specific interference voltage related to
the cable length is highest at the midpoint between substation and vehicle or sub-
station and short-circuit location, because there the proportion of current returning
through earth is at its maximum. The measurements were therefore taken in the mid-
dle of the test section. At the measuring position unsheathed cables were laid out at
various distances away from the track centreline, and the induced longitudinal voltages
were measured. The measured and calculated results are listed in Table 12.11. The
close correlation between calculations and measurements validated the calculations as
a reliable planning tool.
For a section without return feeders, calculations with the same basic parameters
yielded interference voltages of 70 V / (kA.km), i.e. values about 70 % higher, for an
unsheathed cable 6 m away from the track centreline.
In the live and return systems of electrified sections, many individual conductors
are connected in paralleL Unlike DC railways, in AC railways the currents are dis-
tributed not according to the resistances alone, but according to the self and coupling
12.6 Alternating current traction systems 697
impedances. Near the substations and load locations, leakance between the return con-
ductors and earth also has to be taken into account. In the middle of sufficiently long
sections a constant current distribution establishes itself in the return feeder system
because no current is exchanged between the return feeder system and the earth. That
is why the current distribution is measured at the midpoint of the measuring section,
as shown in Figure 12.49. At the measuring position current transformers were fitted
in the feeding side to the contact wires, and catenary wires and to rails, to return
conductors and to traction-earthed cable sheaths. Table 12.12 lists the calculated and
measured results for the conductors concerned. The return current component that
flows through earth cannot be measured, so only the calculated value is given. The
measured values yield an earth current of about 20 %.
Compared with systems without them, the return conductors reduce the return current
component flowing within the soil by some 40 % and through rails by some 35 %, as can
be seen from Table 12.12. This is the reason for the favourable effect on the interference
voltages.
12.7 References
12.1 DIN EN 50122-1: Bahnanwendungen, Ortsfeste Anlagen, Schutzmaf3nahmen in Bezug
auf elektrische Sicherheit und Erdung (Railway application fixed installations Part 1:
Protective provisions relating to electric! safeting and earthing). December 1997.
12.2 Schneider, E.; Zachmeier, M.: Bahnri.ickstromfiihrung und Erdung bei Bahnanlagen
- Teil 3: Gleichstrombahnen (Traction current return system and earthing in railway
installations - Part 3: DC railways). In: Elektrische Bahnen 96 (1998), H. 4, pp. 99 to
106.
12.3 Kieflling, F.; Nefzger, P.; Kaintzyk, U.: Freileitungen (Overhead power lines, 5th edi-
tion). Springer-Verlag, Berlin Heidelberg - New York, 5. Auflage 2001
12.4 DIN VDE 0100, Part 200: Errichtung von Starkstromanlagen mit Nennspannung bis
1000 V; Begriffe. (Erection of electric power installations with nominal voltages up to
1000 V, definitions). July 1985
12.5 Ungarische Staatsbahnen: Systemauslegung bei Energieversorgung fiir 2x25 kV fi.ir Ei-
senbahnen (Hungarian State Railways: System design for 2xAC 25 kV power supply
for railways). In: Sonderdruck MAV, 1986 (English essay).
12.6 Brohm, H.: Zur Frage der Notwendigkeit der Einbeziehung von Stahlbetonbri.ickenbau-
werken i.iber mit Wechselstrom betriebenen Eisenbahnstrecken in die Schutzmaf3nahme
( Contribution to the necessity of extention of protective measures to steel concrete
bridge structures across railway lines operated by AC systems). HfV Dresden, 1982,
dissertation thesis.
12.8 Kontcha, A.; Schmidt, P.: Elektrosicherheit im Bereich von Oberleitungen elektrischer
Bahnen (Electrical safety within the overhead contact line zone of electric railways).
In: Elektrische Bahnen 94(1996)10, pp. 297 to 303.
12.9 DB: German railway directive Gbr 997.0101 - Overhead contact line. 2001.
12.11 IEC 60 479-1: Effects of current on human beings and livestock, Part 1: General aspects.
December 1994.
12.12 DIN VDE 0100, Part 410: Errichtung von Starkstromanlagen mit Nennspannung bis
1000 V (Erection of electric power installations with nominal voltages up to 1000 V).
January 1997.
12.13 EN 50 122-2: Railway applications Fixed installations; Protection against the effects
of stray currents caused by d.c. traction systems. May 1999.
12. 7 References 699
=~.c.c==..c=c.:::::..------------------------------------~=
12.15 VDV 501, Part 1-3: Verringerung der Korrosionsgefahr <lurch Streustrome in Tunneln
von Gleichstrombahnen mit Stromriickfiihrung iiber Fahrschienen (Reduction of the
corrosion hazard caused by stray currents in tunnels of DC railways using current
return through running rails). April 1993
12.17 Bette, U.: Maflnahmen zur Verringerung der Korrosionsgefahr <lurch Streustrome und
Erdungsmaflnahmen bei Gleichstrombahnen (Measures to reduce the corrosion hazard
by stray currents and earthing for DC railways). In: ETG-Fachbericht 30, vde-verlag.
12.18 Koch, H.: Ein Beitrag zur Gewiihrleistung der elektromagnetischen Vertriiglichkeit von
Anlagen der Sicherungs- und Fernmeldetechnik mit eisenbahntypischen elektrischen
Systemen hoher Leistung (Contribution to securing the electromagnetic compatibility t
of installations for signalling and telecommunication technology with railway-typical
electric systems of high power). HfV Dresden, 1986, dissertation thesis.
12.20 Wenner, F.: A Method of measuring earth resistivity. Scientific papers of the Bureau
of Standards 258 (1917) pp. 469 to 478
12.21 Digital earth tester MEGGER DET /3R & DET5/3D User Guide, AYO-International,
Kent CTI 79EN, England
12.25 Eichhorn, K. F.: Stromverdriingung und Stromleitung iiber (Current displacement and
current conduction through earth). In: Elektrische Bahnen 95(1997)3, pp. 74 to 81.
12.26 SdrnDer, K.-P.: Untersuchung i.iber <las Verhalten der Riickstrome im Erdreich bei Ein-
phasenwechsebtrombahnen (Investigation on the behaviour of return currents through
earth for single phase AC railways). HfV Dresden, 1965, thesis for diploma.
12.27 VEM hand book: Energieversor;ung elektrischer Bahnen (Power supply of electrical
railways). Verlag Technik, Berlin. 1975
700 12 Current return circuit and earthing
12.28 DIN VDE 0141: Erdung von Starkstromanlagen mit Nennspannungen iiber l kV
(Earthing of power supply installations with nominal voltages above 1 kV). July 1989.
12.29 prEN 50 162: Protection against corrosion by stray currents from DC systems. 2000.
12.30 Hampel, H.: Untersuchung von Kriterien zur Begrenzung der Streustrome aus Gleich-
strombahnanlagen (Investigation of criteria to limit the stray currents caused by DC
railways). HfV Dresden, 1973, dissertation thesis.
12.32 Moller, K.; Menter, F.; Chi, H.: Optimierung des Schutzes von Nahverkehrsbetriebs-
einrichtungen hinsichtlich Uberspannungen <lurch Blitzschlag (Optimizing of the pro-
tection of local traffic operation equipment with respect to overvoltages caused by
lightning). Research report FE-Number 70299/89. Ordered by the German ministry
of transport. November 1991.
12.35 Weitlahner, E.; Schneider, E.: Bahnstromversorgung fiir die Stadtbahn BTS in Bangkok
(Railway electrification system of MRT-system BTS in Bangkok}. In: Glasers Analen
123(1999}6, pp. 253 to 260.
12.39 Rohlig, S.; Rothe, M.: Dynamische !3erechnung von Streustromen und Gleis-Erde-
Spannungen (Dynamical calculation of stray currents and track-earth potentials). In:
Reports and information of HTW Dresden 2(1994}1, pp. 59 to 64.
12.40 IEC 61 000-5: Electromagnetic Compatibility (EMC) - Part 5: Installation and miti-
gation guidelines. Section 2: Earthing and caseing. October 1995.
12.41 Zimmert, G.; Hofownn, G.; Jecksties, R..; Kraft;, R..; Schneider, E.: Ri.ickleiterseile in
Oberleitungsanlagcn auf der Strech'! Magdeburg--Marienborn (Return conductors used
for overhead contact line installations on the Magdeburg-Marienborn line}. In: Elek-
trische Bahnen 92(1994)4, pp. JOG to 111.
12. 7 References 701
12.42 Kief31ing, F.; Schneider, E.: Verwendung von Bahnstromriickleitern an der Schnell-
fahrstrecke Madrid-Sevilla. In: Elektrische Bahnen 92(1994)4, pp. 112 to 116.
12.48 Konig, U., e. a.: Electric operation of German Railway in 2000. In: Elektrische Bahnen
99(2001)1/2, pp. 3 to 34
12.49 Tischer, G.: 20 Jahre Einsatz von Bahnstromriickleitern (20 years of use of traction
current return conductors). In: Elektrische Bahnen 92(1994)4, pp. 99 to 104.
12.50 Bopp, K.: Gedanken zur Bahnstromversorgung der neunziger Jahre (Reflections on
traction power supply in the Nineties). In: Archiv for Eisenbahntechnik 39(1984) pp. 61
to 68.
12.52 DIN VDE 0228, Part 1: Maf3nahmen bei Beeinflussung von Fernmeldeanlagen durch
Starkstromanlagen, Allgemeine Grundlagen (Measures in case of interference of
telecommunication installations by power supply installations, general principles). De-
cember 1987.
12.53 DB: german railway directive Gbr 954.90.01 - Electrical energy installations prntec-
tion measures. 1994.
12.54 I<ie/Jling, F.; Schneider, E.: Verwendung von Bahnstromri.ickleitern an der Schnell-
fahrstrecke Madrid--Sevilla (Use of return conductors at the high-speed line Maclricl-
Seville). In: Elektrischc Bahnen 92(1994)4, pp. 112 to 116
12.55 Z.i.mmc:r-l,0.: Enlung vou Ol>erleitungsanlagen (Earthing of overhead contact line in-
stallatiom,) In: Eisenbaltuiugenieur 43(1992)2, pp. 86 to 90
702 12 Current return circuit and earthing
13 Electric traction contact lines as
err1itters of electromagnetic
disturbance
13.1 Introduction
The currents and voltages of electric traction power supply systems can lead to un-
desirable or harmful effects in the vicinity of these systems. Figure 13.1 provides an
overview of possible consequences of these effects.
According to the German DIN VDE 0228 standard, the range of influence of single-
phase AC 16,7 Hz and 50 Hz electric railways, with reference to long-distance telecom-
munications networks, is 500 m in urban areas and 2000 m in other areas. Unless the
correct protective and stray current prevention provisions are installed, the range of
influence of DC railway traction power systems may extend over several kilometres
because of the resulting stray currents.
To eliminate hazards to persons in railways, the standards E:\ 50121 and EN 50122
specify limit values for relevant parameters. Furthermore in [13.1] the limits are speci--
fied for permitted interference of telecommunications systems in the vicinity of railways.
The main characteristic of electric traction systems and the contact line networks, with
respect to their range of influence, is the asymmetrical structure of these systems with
respect to earth potential. This traction power supply system, asymmetry is charac-
terised by the flow of return currents through the running rails, the earth parallel to
Hazards Interference
Figure 13.1: Traction contact lines as source of electromagnetic influence and hazards.
704 13 Electric traction contact lines as emitters of electromagnetic disturbance
the rails and any other parallel conductors. The AC 50 Hz three-phase mains power
lines, as opposed to traction power supply networks, have conductors for both directions
of flow suspended from poles or multi-phase cables. They are virtually symmetrical as
long as no faults occur. The overhead contact lines used to feed power to trolley buses
are also symmetrical relative to earth.
In electric traction systems, the current required to propel the traction units flows
from the substation through the contact line system to the vehicle. In some cases, DC
traction systems use the opposite polarity, so that current will flow in the opposite
direction. At the position where a traction unit is at a given time and in the transition
range extending to either side of it, a portion of the current will pass from the rails into
the earth. This proportion depends on the coupling mechanisms between the rails and
earth, as explained in detail in clause 12.3.2. The currents through the running rails,
the return cables and the earth flow back to the feeding substation. The substation
earthing equipment contributes to collecting the return currents from earth. Analogous
considerations apply in the case of short circuits on overhead contact line.
The asymmetry of the traction system and as a result, the return currents flowing
through the earth, will affect technical installations in the earth e. g. installations be-
longing to telecommunications and information-technology systems.
----i--~ ~~----- R L
- ________ i ,_ _ _ _
I iint
1
Source of interference:
running rails
disturbed:
~ ' - - - - - cable sheath,
u int metal pipes
Galvanic coupling: U;ni= R i+L di/dt
Source of interference:
_________(...,,._ _.,..)
_ _ _ _ _ _ _ _ _ overhead contact lines,
<I>
Inductive coupling
I
- - - - - - - - - -....~-~-+----------
uint- MOl-tldi/dl
Mo~ - - - - - ,
uint
(electromagnetic field H)
oood"cimnils
disturbed:
cables, conductors
generates,
the operating current and the associated magnetic field,
the short-circuit current as well as the effective duration of any short circuit
which may occur,
higher harmonics of the operating currents, as well as
any higher-frequency electromagnetic interference fields caused by arcing between
the collector strips and the contact wire or rails as well as by switching transients
in the traction power supply network or traction vehicles.
The circuit condition of a contact line determines the current and voltage values. The
geometric position of the interference source, i.e. contact line installation relative to
the interfered line or system, is also a relevant factor.
zet& ff~
706 13 Electric traction contact lines as emitters of electromagnetic disturbance
1 I/
X
::J
:.:=
g
Q)
4
I"'
0
-2
\ /
I:
X
~
()
C ~ 2
Ol C
co -4 Ol
2: <O
2:
-6
\j Figure 13.3: A full period of the
-8 magnetic flux in a transformer core
'
0 and the corresponding amplitude
0 n: 2n: 0 50 100 150Hz200
Circular frequency - - - - - Frequency - - - - frequency spectrum
for the line is not known. The operating currents of railway lines for general traffic and
lines for high-speed traffic are discussed in detail in clause 10.4.
In a traction contact line network, any earth connection will cause a short circuit.
Table 11.2 can be used to calculate the short-circuit currents of single-phase AC railway
systems. Further discussions on short-circuit currents in railway traction power supply
networks are found in clause 11.1.1.4.
Higher harmonics of electric current and voltage frequencies may occur in AC and DC
railway systems. They are caused by various mechanisms and also contribute to inter-
ference. Interference, possibly due to higher harmonics, depends above all on the power
control concept used in the electric traction vehicles. When evaluating contact lines as
potential sources of disturbance, it is important to consider this aspect, particularly in
the case of DC traction systems.
In AC railway tra'--tion power supply networks, there are two so11rces of harmonics.
Firstly, the power electrnnics circuits and secondly the transfarmers. Currently, pmver
electronics are used mainly in traction vehicle power controls. In future, they will gain
greater importance as converters in stationary traction energy supply installations.
Transformers are used both in the stationary installations and in the traction vehicles.
The mechanism leading to the generation of higher harmonics is different in each source.
In transformers, the saturation effects in the magnetic materials lead to a magnetic flux
which deviates from a true sine wave. Figure 13.3 shows the graph of a full period of
the magnetic flux in a transformer core and the corresponding mnplztude-frequency
13.3 Interference parameters
- - - - - - - - " - - - - - - - -------------------------- 707
100,00
10,00
1,00
1
Ov
~ 0,10
Figure 13.4: Amplitude frequency
spectrum, relative to the fundamen-
0,01 O tal voltage Ui, of the input voltage
500 1000 1500 Hz 2000
Frequency - - - - - - - of a power control circuit
spectrum for a stable operating state. The transformer has a marked low-pass char-
acteristic, i.e. the amplitude of the higher harmonics decreases almost exponentially
with rising frequencies.
In power electronics circuits, non-sine-wave currents and voltages are the result of the
switching action of the power-electronic components. Development of such power elec-
tronics, from simple rectifier controls right up to three-phase AC drive technology, has
been accompanied by the development of different mathematical models describing the
respective amplitude-frequency spectra for stable operating conditions (e.g. references
[13.3, 13.4, 13.5, 13.6]. One example is the voltage spectrum, relative to the fundamental
waveform,, shown in Figure 13.4 for a four-quadrant drive control signal.
Models based on stationary conditions cannot be used to describe the interaction be-
tween the traction power supply and the traction vehicles. The movement of the vehicle
along the line means that the amplitudes of the basic current and voltage waveforms
vary with time and distance. The generation of even-order higher harmonics can only
be explained physically in this way. Extensive studies [13.7] have shown that:
- the frequency changes in the railway traction power supply network due to
frequency-effective power controls used in generating equipment do not produce
higher harmonics, and
the amplitudes of higher harmonics in the traction contact line network vary
with time and location and can be approximated section-by-section, by linear
relationships.
Based on these simplifications, it is possible to describe the generation of harmon-
ics in a railway traction power supply network qualitatively, using a quasi-stationary
model. In addition, it is often possible to ignore the distance relationship in compari-
son to the time relationship, provided the existing boundary conditions are taken into
account [13.7].
A 1nodel describing the generation and propagation of higher harrnonics is illustrated
by the example for a traction vehicle in Figure 13.5. \1/ith respect to the fundamental
waveform, the model describing the railway traction power supply network is ade-
quately characterised by the location of the traction vehicle and the apparent power
generated or consumed. This means that only the traction vehicle voltage [itrc,1 and
cmreut I 11c,I of the basic [requencv modd shmvn in the upper part of Figure i:3.5 need
708 13 Electric traction contact lines as emitters of electromagnetic disturbance
Example shown
four-quadrant control (40C) with
Basic frequency model intermediate voltage circuit (IVC),
current converter (CCV) and
Z rr 2 1 asynchronous traction motor (ATM)
Figure 13.5: Structure of an
j
j-: ~
ll,,1/T, 2
U PC 1 ~
electrically equivalent model
of a traction vehicle for ba-
sic frequency for calculating
. : 4QC IVC CCV ATM
higher harmonic generation.
r.------0-------------u Utrc voltage at vehicle
filter transformer power control,
UTr voltage at transformer
transmission and drives
U11 voltage between Trl and
higher harmonics model Tr2
ZOHL,v z,,1,v ZTr2,v UPC: voltage at power control
calculation of the harmonics ltrc current at vehicle
spectrum in relation to the Iv transformer current
basic frequency parameters Zom, overhead line impedance
as input values
ZTr1 ,2 transformer impedance
ZFq filter impedance
to be taken into account. However, this does not apply to the generation of higher
harmonics. As can be seen in the lower part of Figure 13.5, there are sources of higher
harmonics on the vehicle itself. This means that a model adequate for calculating the
higher harmonics has to include the entire electric installation of the traction vehicle.
Due to the fact that different structures exist a transformer, for example, is a passive
component at the basic frequency but an active component with regards to the higher
harmonics it is helpful to use different models to describe the fundamental frequency
behaviour and the higher harmonics analogously to the approach shown in Figure 13.5.
Resonances occurring at specific positions in an AC Railway traction power supply
network form a special problem related to the propagation and effect of the higher
harmonic frequencies. Generally speaking, a point of resonance occurs wherever the
effective network reactance for a defined frequency is zero. Even if a source of electro-
magnetic interferences is located at this position, only those cases in which the active
reactance of the network does not attenuate noticeable resonance effects are of practi-
cal relevance. Moving and temporary resonance points occur in the network due to the
vehicles running along lines, making them difficult to localise. As a result, preventative
measures are possible to a limited extent only.
One method of localising parts of the network more susceptible to the occurrence of
points ofresonance, is to carry out a point-of-resonance analysis as described in [13. 7] on
the basis of the network model shown in Figure 13.6. The most simple example chosen is
a single-track line with one-sided feeding by a single-phase synchronous generator via a
transformer. In Figure 13.6, a traction vehicle is travelling along the line. This vehicle
is described by the higher-harmonics model according to Figure 13.5. Furthermore,
idealized boundary conditions were assumed to apply. To simplify calculations, it was
assumed that the contact wire's parameters per unit length did not vary with frequency
Point-of-resonance o:nalys'is descrihc~d by [13.7] is based on a superposition principle. In
13.3 Interference parameters 709
loHL
Figure 13.6: Network model
used for point-of-resonance
analysis.
I/pc voltage at power control
I01-1L current on overhead line
Zss substation impedance
source 2 source 3
ZTr transformer impedance
source 1 traction contact traction contact Z1rq coupling impedance
Gen- transformer line transformer line Z1r1 overhead line impedance
~ratio~
converter substation section 1 traction vehicle section 2 Zcen generation impedance
1
'----L
f=1187,0Hz x =10km
80
kQ : substation
. transformerI
trc _ _
l
Ql
0
C
cu
20
0
source Ill
{=1505,8 Hz {=1188,9 Hz
1;j -20
~
~ -40
ro> Figure 13. 7: Substitute network
5
Jr -60 impedance at any point of the network,
as a function of the frequency, plotted
-80
f =1190,8 Hz
in complex quantity co-ordinates for
0 20 40 60 80 100 120 140 k.0160 all sources of electromagnetic influence
Equivalent resistance - - - - - shown in Figure 13.6.
other words, the entire network is related back to the basic current circuit for each indi-
vidual source of electromagnetic influence and is represented by the network impedance
Ze. This makes it possible to study the effect of each interference source individually,
whereas measurements can only determine the superimposed effect of all interference
sources. The first step is to determine the basic relationship bet,-veen network impedance
and frequency for all three interference sources shown in Figure 13.6 and plot these
on a complex quantity co-ordinate system. This basic graph, shown in Figure 13.7 is
applicable in principle for any vehicle location. Figure 13.7 shows tlrnt the first point
of resonance occurs where the network impedance characteristic changes from ohmic-
inductive to ohmic-capacitive. However, resonances are effectively attenuated here by a
high resistance value. Resonance effects are to be expected only at the second point of
resonance where the network impedance characteristic changes from ohmic-capacitive
to ohmic-inductive. Figure 13.8 shows the graphs of the resonance frequencies at the
point of resonance as functions of the vehicle location. By comparing the frequency
ranges shown in Figure 13.3 to those shown in Figure 13.8, it is seen clearly that no
resonance effects of electromagnetic infiuences caused by the transformer are to be ex-
pected. In contrast, the interferences clue to the traction vehicle power controls, which
typically generate higher harmonics with the frequency range shown in Figure 13.4,
coincide with the resonance frequency range of this source of electromagnetic infiuence
as shown in Figure 13.8.
However, it is not yet possible to draw conclusions on the magnitude of the higher har-
monic frequency currents that can be expected, since the behaviour of the interference
source depends on the parameters of the basic frequency.
From the frequencies shown in Figure 13.7, it can be seen that it is partially neces-
sary to select frequency steps of less than 1 Hz to be able to determine and depict
the frequency-dependence of the substituted network impedance in detail. When inves-
tigating extended networks and also when the frequency-dependence of some model
parameters, such as the skin effect are being taken into account, it will be necessary
to achieve some form of automatic weighting and evaluation of the results to be able
to process the correspondingly large volume of information at all. A suitable point-of-
resonance assessment system [13.7) provides a means of achieving this.
LoHL= LOHL X
--1trc
contact wire
IU1,c I IM
I
JM ss substation
Lam contact line impedance
Lp buffer impedance
voltage across U1,c traction voltage
Up buffer capacitor traction current
ftrT
h,1 motor current
Cp buffer capacitance
Is controlled current
Period of time - - - tF width of current surge
telecommunication cable
substation Uab
Figure 13.10: Increase of potential due
to galvanic coupling of return currents.
Ii< short- circuit current
line section and Uab voltage due to galvanic coupling
station feeders RE earth electrode resistance
of this galvanically coupled component will depend on the contact resistance between
earth and the respective installation.
The electric potential rise of telecommunication cables, which may be caused in the
vicinity of the substation, is particularly troublesome. This effect can be explained
using the circuit diagram shown in Figure 13.10 for an armoured telecommunication
cable.
The cable sheath is connected to the reference earth potential at the substation. If a
short-circuit current h flows through the substation's earthing system, then the factor
k defined in (12.1) can be used to calculate the galvanically-coupled voltage that can
be measured and is equal to
(13.1)
In this equation, RE is the earth electrode resistance of the substation, typical values
being in the range of 0,05 to 0,3 n. To eliminate hazards to persons and installations,
all metal parts in the vicinity of contact lines, and particularly within the overhead
contact line zone shown in Figure 2.16, has to be potential-bonded to the earthing
system. In AC line systems, this is done using the traction earthing system.
-1
l x =effective interfering current
u 1 =induced longitudinal voltage
M' per unit length
-
i
element of line
R'dx L'dx
subject to
u G'dx Cdx u+du
interference,
length dx
In this equation, MbHL is the mutual inductance per unit length of the conductor-
earth current loops of the electric traction system and the system subjected to the
interference. Furthermore, r < l is a reduction coefficient describing the effect of the
currents flowing in rails, cable armouring, earth wires etc., which have a cancellation
effect nearly in opposite-phase. The induced longitudinal voltage per unit length is
directly proportional to the frequency f of the traction power supply.
To determine the local magnitudes of induced voltages and currents, the circuits shown
in Figure 13.11 can be used to formulate differential equations which are also mentioned
as telegraph equations in related references [13.10]. Their general solutions are:
In these equations, Zw is the surge impedance and I is the propagation parameter of the
metal line affected by interference. Zw and 'Y of the affected line are calculated according
to the equations (12.16) and (12.17). Constants A and Bare functions of the reflections
in the interfered line and thus depend on its connection status. The connection status
describes how the ends of the cable are terminated. Figure 13.12 shows the connection
status typical of cables frequently located in the vicinity of railways.
For electric conductors with a matched termination, e.g. metal pipes or rails which ex-
tend beyond the range of influence and assuming that the induced longitudinal \ oltage
per unit length, U{, is constant, the following applies:
----------- -------------------------
71-1 13 Electric traction contact _!i_nes as emitters of electromagnetic disturbance
a) 2 2 2
N
b) I
I
k:_--
I '-
I=
X
:::, I I I
..._
QJ I I I
Ol I I I I
~
0 I I I I
> I I I I
I I I I
I I I I
c) I I I I Figure 13.12: Effect of the
I I I I connection status on longi-
I I I -----1
..._
I /
I I _., - I tudinal voltage induced in a
....;< I cable subject to interference
c and the currents due to these
~ Distance - - - - - -
:5 voltages. a) connection status;
0
- - insulated from earth (individual - - - installed in contact with earth b) induced longitudinal volt-
strand in a cable, overhead line) (cable sheath, metal pipe) age; c) current
If both ends of insulated conductors of a cable subject to interference are open, the
solution of this equation for the conductor-to-earth voltage is:
(13.5)
U'I l (13.6)
This connection status, which is the most important one in railway engineering practice,
is depicted in Figure 13.12 b. The longitudinal voltage is directly proportional to the
longitudinal voltage per unit length and the length 1, also known as the effective length
of the affected section.
The absolute value of this length-related quantity can be used for calculations in prac-
tice. The voltage in an affected cable earthed at one end is:
(13 8)
13A}nterference due to single-phase AC railways 715
where
re; track reduction coefficient,
rE reduction coefiicient of return wires,
rI< reduction coefficient of the cable sheath of the affected cable,
r1, reduction coefficient due to other earthed conductors a.nd components
within the interference range.
If reduction coefficient measurements are not available, the application of the following
values is recommended:
Tc; 0,2 near substations for double-track lines,
0,45 further than 2 km from substation for double-track lines,
0,55 further than 2 km from substation for single-track lines,
TE 0,55 to 0,7 if Al 240 mm 2 return wires are installed, depending on
the position relative to the contact line system,
Tl( 0,1 to 0,5 to telecommunications cables, depending on the cable de-
sign as specified by the manufacturers,
TL 0,7 to 0,8 in densely built-up areas (according to [13.13]),
0,9 to 1,0 in rural areas (according to [13.13]),
For the relative mutual fr1,ductance per unit length of two conductor-earth loops, ]\lloHL,
[13.14] derived the following equation in which a is the distance between the loops and
the relative permeability of the atmosphere and earth is assumed to be 1,
For practical purposes in railway engineering, the following numerical formula for the
value of this mutual inductance per unit length is adequate:
f
.MbHL = 0,1 + 0,2 ln [400 / (a/f /PE)] . .Mb1-IL
mH/km
0,
m Hz
PE
n-m
(13.10)
Equation (13.10) corresponds to equation (10.21), i.e. l\lI0HL = L~IIL In this case, 0
has the value 41r 10- 4 (Vs)/(A km).
Figure 13.13 shows approximate values for the mutual inductance per unit length for
frequencies of 16,7 Hz and 50 Hz for typical earth resistivities.
In practice, the longitudinal voltages per unit length in conductors in the immediate
vicinity, i.e. at a distance of roughly four to eight metres from and parallel to the
railway center line, are of particular relevance. To study these, the induced longitudinal
voltages per unit length have been measured and calcula.ted as functions of the distance
from the track center line. The results shown in Figure 13.14 apply for specific earth
resistivities commonly found in the immediate vicinity of the tra.ck: 27 nm which is
equivalent to 3,7 10-,, S/cm. The longitudinal voltages per unit length shown in these
graphs are referenced to an inducing current of 1 kA.
Exan1ple: Check whether an mtprotected cable without reductio11 coefficient can be used
for a 2,9 km com1cction between the signal box and the dectrouics control cabinet of an
audio frequency track release circuit ir the traction current is 1:rno A. "flt<~ line in question is
716 13 Electric traction contact lines as emitters of electromagnetic disturbance
1,1 - - pE=27 nm
mH '' - - p =2900-m
E
km ' '
'' ''
0,9
0,8
0,7
"" "', ' '
I"-" ' '
''
' '''
" ~" '' '
_ii
~
<I)
g 0,5
cu
u
~ 0,4
0,6
""""~"" ~
''
' ' ' ' ...
' ' , 16,7 Hz
'
' I I
""' ~""
~ ',so Hz
ro o,3
:::,
:5
2 0,2
~ ''
0,1
0
50 Hz 16,7 Hz
- - Figure 13.13: Approximate values for mutual
inductance per unit length as a function of the
10 20 50 100 200 m 500 distance between affected conductor and trac-
Distance a _ ____,_ tion contact line.
80
V - - measured values for 27!2m~3,7104 s/cm
kA-km - - calculated values for 27!2-m
- - measured values for 11 nm
'
-,!
60
::i ~ 40
()
u<I)
0
:::, Figure 13.14: Longitudinal
u
.S
20 voltages per unit length in a
-~ ~ cable running in parallel to
:iii~
&~ the track induced by trac-
0 tion currents at a frequency of
2 3 5 8 101 2 3 5 8 102 m 2
Distance a - - - - 16,7 Hz.
a double-track line operated with 16,7 Hz single-phase AC, equipped with return conductors.
It is assumed that:
re= 0,45,
7'E = 0,6,
7'L = 0,8,
a= 5 m and
PE= 100 Dm.
By interpolating the values shown in Figure 13.13, the coupling inductance per unit length
between contact line and the affected cable can be found to 1,15 mH/km. If equation (13.10) is
applied, the calculated value is 1,16 mH/km. Using (13.5) and taking into account (13.8), the
interference is calculated to reach a voltage of 49,5 V. This value is lower than the permitted
maximum limits according to Figure 12.1. Therefore, it is possible to use an unprotected
cable without a reduction coefficient.
Furthermore, check whether the permitted values defined for the influences due to a transient
short circuit of up to 0,5 s duration are not exceeded in this cable. CCITT standards specify
13.4 Interference due to single-phase AC railways 717
kV
8 0HL
cw
Urn-IL
CoHL
L I'
::::)-'2
OJ
0)
~
g1
5 10 15 m 20
Mutual distance aOHL _ ____,,_
a permissible value of 430 V for contact line short-circuit conditions, German standards state
a limit of 500 V (13.2]. For a calculated maximum expected short-circuit current of 30 kA
and a probability factor w of 0,6, it can be determined that the induced voltage would be
236 V, which only acts for a period of 0,06 sat the most.
CLE is calculated according to equation (10.30). Reference [13.15] explains that the
capacitance per unit length C~I-IL can be approximated using the following numerical
formula:
. ---------------
i
I
For double-track lines, the expected capacitance per unit length is approximately 1,5
times the value obtained by equation (13.12).
The in_fiuence voltage, which is independent of the length of the sections of a conductor
running parallel to a 15 kV overhead contact line, is shown in Figure 13.16. One con-
clusion that can be drawn from this graph is that unearthed lines and metal objects
which are as low as 1 m above ground level and also near to the track, may achieve
voltages of up to 600 V. The potential hazards due to capacitive influence include, the
danger of electric shock to humans touching the high-tension metal surfaces.
Danger to human life as a result of the charging current, which is calculated as
B H /Lo//.,
13.5 Electric ancl magneticficlds in the vicinity of traction contact lines 719
The unit of magnetic flux density B is the Tesla, which is defined as 1 T 1 V s/m 2 .
Using the values 1 11,T = 10- 5 T and with 0 according to (10.9) as well as 11, 1 1, the
following equivalence can be used to convert the parameters describing a homogeneous
magnetic field:
1 A/m is equivalent to 1,256 1/T and 1 Tis equivalent to 0,7962 A/m. (13.15)
The facts concerning the f~/fects of electric and magnetic fields on human beings are
described briefly, below. The following information is based on research described
in [13.18].
On the surface of the body, the electric field creates a charge which in turn can lead to
currents passing through the body. Large numbers of experimental studies ha\e shown
that an electric field strength of 1 kV /m will lead to a current of approximately 0,015
mA in the human body. In this case, the corresponding current densities are between
0,2 and 0,3 mA/m 2 . The currents resulting from the electric field are neither a function
of the conductivity of the body nor of the person's size.
As opposed to this, the magnetic field induces body currents which are functions of
both the person's size and the body's conductivity. An induction of 1 ,Tat a frequency
of 50 Hz will lead to a current density of roughly 0,01 mA/m 2 .
It has also been proved that current densities up to 1 mA/m 2 cause no discernible
effects on the human body. Current densities of 10 mA/m 2 and above can lead to a
flickering sensation in the eyes, and current densities of 100 mA/m 2 lead to nerve and
muscle stimulation. The danger threshold is 100 mA/m 2 . The value above which real
injury is probable is in the region of 1 A/m 2 . The average cross-section area of the
human body is between 0,06 and 0,07 m 2
Table 13.1 summarizes the above statements for the typical railway traction energy
frequencies of 16, 7 Hz and 50 Hz. The reference values stated in various sources are
shown in Table 13.2. Table 13.3 shows electric field strength and induction values
measured in railway environments.
Figure 13.17 shows the characteristic graph of the magnetic field strength of an electric
railway line as a function of the distance from the centerline of a double-track line. The
magnetic field strength measurement values shown [13.20] are given with reference to
overhead contact line currents of 1 kA per track.
After assessing the contents of Tables 13.1 to 13.3, it can be concluded that not even the
extremely stringent precaution limits set by the BMC for both electric fields and mag-
netic fields are exceeded in rail way applications. Therefore, electric or electromagnetic
fields caused by railway operating equipment pose no danger to human beings.
Potential hazards due to induced longitudinal voltages and track-to-earth potential
differences have been discussed in clause 13.4.3 and in chapter 12
Table 13.1: Effect of low-frequency electric and magnetic fields on the human organ-
ism according to results given in [13.19].
Current Consequences if Current Thresholds occur at
density threshold is m
threshold exceeded body f = 50 Hz f = 16,7 Hz
values
E B E B
mA/m 2 mA kV/m T kV /m 1LT
1 Measurable 0,07 4 to 5 100 12 to 15 300
effects
10 Stimulation 0,7 40 to 50 1000 120 to 150 3000
(flicker felt
in eyes)
Table 13.3: Electric and magnetic field strengths measured in the vicinity of
electric railway systems.
Traction Where measured E B
power supply kV/m T
DC Edge of station platform, 1 m above rails,
600 V 0,07 100
7 m away from track centerline 0,05 25
DC 3000 V Edge of station platform, 1 m above rails, 0,3 100
7 m away from track centerline 0,2 25
AC 16,7 Hz Edge of station platform, I m above rails, 1,6 100
15 kV 7 m away from track centerline 1,1 25
AC 50 Hz Edge of station platform, I m above rails, 2,7 100
25 kV 7 m away from track centerline 1,8 25
Comments: If return conductors are installed, the magnetic field in the close
range is reduced by up to a third and in the 4 m range by up to half.
The magnetic field strengths are measured for a current of 1000 A
flowing in each overhead contact line.
100 3 I c"'0 I c0 C :3
~ I ~-~
0 \' 0
.!],
80
I .!], /"i',
-~
I----
60 I
V \I
I
D
a3
.;=
I
0
'a; 40
I I
C
Ol
cu
2
I V
20
v" _j
- c.--
0
-- - I- -
Figure 13.17: Magnetic field strength, 1 m above rail head, comparison of measured and
calculated values, It.re = 2 x 1000 A [13.20].
without return conductor, calculated
with return conductor, measured
with return conductor, calculated
722 13 Electric traction contact lines as emitters of electromagnetic disturbance
~'..-------------
B
A u
= 188 _IT
' f
At frequencies up to 1 kHz a peak-to-peak voltage UPP of 2 m V is permissible. This
gives a substitute magnetic flux density of 226 p,T for a frequency of 16,7 Hz. In
practice, however, because of the inhomogeneity of the magnetic fields and the lower
susceptibility of the signal circuits, the probability of interference to cardiac pacemakers
due to magnetic flux densities of less than 200 p,T is extremely low, even at a frequency
of 50 Hz. In this context, [13.21] reports that it was not possible to detect any influences
to implanted cardiac pacemakers by static (direct-current) magnetic field strengths of
up to 500 T. This is back by the fact that adverse effects to persons with implanted
cardiac pacemakers are unknown.
&dil&l!lll
!3.5 Electric and magnetic fields in thevicinity oftractioncontact. lines__________ _____ 723
120 120
dBNm dBV/m
100 - J . . - - - - - - - + - - - - - - - - - - i - - - - - - t - - - - - 2 5 k v - - - - ; - - - - - - + 100
90 -1 - - - - - - - t - - - - - - - + - - - - 1 5 kV, 3 kV, 1500V--=:-=----==--I------+ 90
750V 80
80
70 70 l
60 60
u 50 50
~ u
40 40 a5
S2 -=u
a5
C 30 30 C
Ol 0Q)
cu 25 kV
20 -1--------+----------1-----_:::,,k--=,,___,_,.,::,,,. 15 kV, 3 kV, 1500V 20 uJ
2;
10 - 1 - - - - - - - - + - - - - - - - l - - - - - - + - - - ~ 7 5 0 V - 1 - - - - - - - - - 1- 10
0 0
0, 1 10 0
bw1
H E
Frequency f - - - - -
The graphs in Figure 13.18, showing the permissible maximum values of RF influ-
ence levels for frequencies between 7 kHz and 1 GHz, have been taken from standard
EN 50121-2. The stepped characteristic results from the different methods of mea-
surement used. For instance, between 150 kHz and 30 MHz, the level is measured as a
magnetic field with the aid of a coil antenna, and at frequencies above 30 MHz the elec-
tric field strength is measured using a dipole antenna. The measurements are carried
out using the 10 m peak detection method.
13.6 Conclusions
A main characteristic of electric railways is the fact that electric traction currents return
to the substation via the running rails in contact with earth. For this reason, a portion
of the return current to the respective feed substation will also flow through earth.
In single-phase AC railway systems, inductive 'coupling creates a line-to-earth current
loop in addition to the galvanic coupling of the rails to earth. This characteristic of
electric railway traction systems, also termed unbalance or asymmetry, coincides with
the widespread and large area covered and in which technical and biological systems
rnay be affected.
From the deductions made and the discussions set forth in this chapter, it can be
concluded that the elect:ric and elPctromagnetic .fields in the vicinity of railways:
do not lead to any organic stimulation and definitely do not pose any danger to
human beings,
do not endanger persons with implanted cardiac pacemakers, but
can disturb the performa11c<~ of i11forrnatio11 technology equipment and other
highly susceptible devices. T'he cause of such i11fluenccs is above all, magnetic
field strengths in the region of l to :30 11T.
13. 7 References
Corrosion of underground metal parts induced by stray currents is a possible adverse af-
fect of DC railway systems on other systems located underground. Standard EN 50 122-
2 describes protective measures to eliminate the effects of stray currents from DC trac-
tion power supply systems (see clause 12.5.3). These measures can prevent corrosion
damage being caused by stray currents. Well organized co-operation of the operators
of installations with underground components, cables and pipelines with the operator
of the DC railway is of vital importance for the success of such efforts.
In single-phase AC railway traction systems, the capacitive interference must be coun-
teracted by earthing all metal parts that might otherwise become electrically charged.
Galvanic interference in the vicinity of single-phase AC railway traction systems can be
prevented by installing insulating joints in potentially susceptible conductive systems
within the range of influence, e.g. in cable sheaths and metal pipes which lead into the
substations.
The inductive interference must be taken into account when designing and operating
technical systems and devices. The inductive interference of the fundamental frequency
can endanger and interfere with equipment and installations in the vicinity of railway
traction power installations. The higher harmonics occurring in railway traction net-
works are sources of interference, especially in telecommunications systems. As no
binding international limits have yet been defined for voltages liable to cause danger,
it is advisable to consult the latest agreements of the arbitration bodies for influence
and interference issues or comparable national organisations. The objective of the arbi-
tration institution, incorporated in Germany since 1939 and supported by the railway
company DB, the telephone company Deutsche Telekom and the umbrella organiza-
tion of German electric power utilities, is to settle interference disputes and issues by
mutual agreement on the basis of equality of all concerned.
13.7 References
13.l DIN VDE -0228, Part 1: MaBnahmen bei Beeinflussung von Fernmeldeanlagen <lurch
Starkstromanlagen, Allgemeine Grundlagen (Measures in case of interference of
telecommunication installations by power supply installations, general principles). De-
cember 1987.
13A Wi11t:er, P: Eiuf!uss der Gl~ittungs- und Kommutieruugsrcaktanzctt auf das Nctzverhal-
ten von mchrfach-folgcgesteuertcn Stromrichteru in cittphasigcr hall>ste11crbarer Schal-
tuug (Irnpact of the smoothing and co1111uutatiug n)actattcl:S 011 Lite network behaviour
of multiple sequence-controlled converters in single phase half~controlled connection).
Eidgcuc)ssische Technisclw Hochschule Ziirich, 197:L disscrt.atiou thesis.
726 13 Electric tr,1~:tiou contact. lines as_CI!~it~~ern of electrom~1gnetic disturbance
13.5 Janssen, R.: On-line-Optimierung des Net:;;verhaltens von Bahnstromrichtern mit sek-
t,orsteuerbarem Einspeisestromrichter (On-line optimization of the network behaviour
of traction power converters with sectorial controllable infeed converter). Rheinisch-
Westfalische Technische Hochschulc Aachen, 1983, dissertation thesis.
13.6 Klein, H.-J.: Entstehung, Ausbreitung und Wirkung der Storstrome von Pulsstrom-
richtern auf Bahnfahrzeugen mit Wec:hselspannungseinspeisung (Origin, propagation
and impacts of harmonics in the AC traction power network). Bergisc:he Universitat-
Gesamthochsc:hule Wuppertal, 1987, dissertation thesis.
13.7 Muller, K.: Beitrag zu Entstehung, Ausbreitung und Wirkung von Oberschwingun-
gen im Wec:hselstrom-Bahnnetz. Technische Universitat Dresden, Fakultat Verkehr-
swissensc:haften "Friedrich List", 1996, dissertation thesis.
13.11 Koch, H.: Ein Beitrag zur Gewahrleistung der elektromagnetischen Vertraglichkeit of
Anlagen der Sicherungs- und Fernmeldetechnik mit eisenbahntypischen elektrischen
Systemen hoher Leistung (Contribution to secure the electromagnetic compatibility
of installations for signalling and telecommunication technology with railway-typical
electric systems of high power). HfV Dresden, 1986, dissertation thesis.
13.13 Feydt;, M.: Vorschlage zur Verwendung der Kabelrniintel, metallener Rohrleitungen,
der Gleise und der Erdseil-Maste-Kettenleiter als nat.iirliche Erder (Proposals to use
cable sheeths, metallic pipelines, tracks and C!arthwire pole recurrent network as natural
earth electrodes). Report of the Institute for Energy Supply Drc~sden, 1982.
13.14 Pollaczek, F.: {)her das Feld einer unendlich lang<~ll, wechselstromdurchflossenen Ein-
fachleitung (On the field of an infinitely long single conductor used by AC current).
In: Elektrische Nachrichten-Technik :1(1926), PIL :.trn to ;359
13.18 David E.: Elektrische und elektromagnetische Felder im Nahbereich von Freileitun-
gen (Electric and electromagnetic fields in the vicinity of overhead power lines). In:
Deutsches .Arzteblatt (1986)12.
13.19 David, E.: Wirkungen der Elektrizitat auf den menschlichen Organismus (Effects of
electricity on the human organism). Speech at TU Dresden, November 1993.
13.20 Zimmert, G.; Hofmann, G.; Jecksties, R.; Kraft, R.; Schneider, E.: Ri.ickleiteroberlei-
tungsanlagen auf der Strecke Magdeburg-Marienborn. In: Electric railways 92(1994)4,
pp. 105 to 111.
13.21 Wahl, H.-P.: Messungen von elektrischen und elektromagnetischen Feldern bei Nah-
verkehrsbahnen (Measurements of electrical and electromagnetic fields in local traffic
railways). In: Reports and information on HTW Dresdei1 4(1996)1, pp. 39 to 41.
13.24 Runge, W.: Elektromagnetische Vertriiglichkeit bei Bahnen - Normen und ausgewiihlte
Probleme (Electromagnetic compatibility at railways - standards and selected issues).
In: Reports and information on HTW Dresden 4(1996)1, pp. 27 to 38 .
--==----
.tr-.mvd<
728 13 Electric traction cor~~~1ct lines as emitters of electromagnetic disturbance
:_=.::::.__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
14 Erection and operation
14.2 Erection
14.2.1 Principles
Individual railways administrations have defined their own principles for the erection of
overhead contact line systems in their regulations and guidelines based on international
and national standards (Appendix 1). At DB, these are the DB directive Gbr 997 and
the Ebs Design Boole The planning described in Chapter 6 is a prerequisite for the
erection and subsequent operation.
Management
Operate Work
Preventive
Switching Adjusting Controlling maintenance
materials, technologies, knmvledge and experience, due to the distinctive demands and
operating conditions of electric: 1rtilway systems . The suitability of new products is to
be verified by means of approval procedures_ A quaWy assurance system in accordance
with the standa.rcls series EN ISO 29 000 is a prerequisite for this. In addition, electric
railway operatnrs publish technical conditions of ddivery for individual components.
Prnduchon and /;est sto:rulu,rds for selected components arc contained in Table 14.1.
The selection of the mechanical. dy11c1mic, electric-,tl and chemical test standards and
conditions to lw p<~rfor!ll<~d as a result of tl1('S<~ wglllations requires comprehensin'
l'L:2__Erection 731
Figure 14.3: Test of a voltage limiter (left) and an overhead line disconnector (right) at
FG H Mannheim.
knowledge of the operational conditions and the loading cases for all overhead contact
line components. Figure 14.2 shows a test laboratory for mechanical tests on overhead
contact line system components. The testing of a voltage limiter (left) and an overhead
line disconnector (right) can be seen in Figure 14.3.
Construction and assembly work for an ovPrhead contact line system include 1turnerous
steps (Table 14.2). The work starts with the foundations for the poles. The erechon of
poles, mounting of cant-ilevers and head-span structures, the \Yheel-type tensioning de-
vices and midpoint anchors in preparation for the subsequent installation of the !'.ont.acf;
line foll0vvs. The installation of the railwa, earthing completes the work.. Implernen-
tation documents such as pole and foundation tables, material lists and cont:act. lzne
layouts with referet1ccs to dr!sign books for the specific type of overhead contact line
( chapter 6) form tlw basis for the work. These documents are subdivided into project
books for the individua.l stations and oprn track sections. The a,11011nt of' work is <!S-
tablished from the l(\ngth and numlwr oft IH~ tracks to lw wirC'd. It is dccisi\(~ for the
sdection of the eredwn lcd1:noloqy and n'SOlllT(~S whetlwr thC' ovetliea,d contact line
svstcrn is to be C'rectr~d on a 11('\\' t uuk witlt011t traffic or as a com<!rsio11 i<> d<<l ri("
--------------~~--- ------------------
732- - - - - - - -
- ___,. ___________________________________ _ 14 Erection and operation
Table 14.2: Tasks and working steps for the erection of overhead contact line systems.
Tasks Working steps
Foundation Survey of locations, search for cables, secure ballast, excavating, scafolding,
drilling, ramming, fix anchor bolts, installing foundation earthing, vibrating
and pouring concrete
Set poles Attach brackets, clean excavation or hole, mount or insert pole and align,
pour concrete or underfill poles
Preparation of canti- Calibrate poles, calculate cantilever dimensions, saw tubes and drill, cut
levers thread, mount fittings and insulators
Cantilever assembly Bolt cantilever to pole and secure against turning, remove transport pro-
tection from insulators
Mount tension wheel Insert and secure wheel, install weight guides, complete weight stack and
assembly messenger wire and contact wire termination
Midpoint anchor in- Install midpoint anchor, attach ropes for messenger wire midpoint anchor
stallation and tension to the specified force
Preparation of drop- Measure contact wire support clamp, calculate and manufacture droppers,
pers and stitch wires cut stitch wires to length
Install contact line String the messenger wire and contact wire singly or together into the
overlap, connect with the tension wheel at the start of the tensioning sec-
tion, string under tension, clamp into the cantilever and terminate at the
midpoint anchor and the tension wheel assembly at, the end with the spec-
ified tensile force, release the tension wheel assembly during this, install
the stitch wires and droppers during the stringing work, install the contact
wire midpoint anchor, tension the stitch wires
Adjustment work Check the contact wire height and stagger and adjust if necessary by alter-
ing the cantilever and dropper
Install over head line Install and adjust drive mechanism, linkage and disconnector parts, connect
disconnect.or remote control cable and power feeder or switching lines
Install traction sup- Fasten insulators, string TPL, tension and clamp in
ply power line
(TPSL)
Plates and labels Attach pole, disconnector and TPL numbers, attention and warning plates
at the prescribed positions
Rail way earthing Connect metal parts in the contact line range and poles with the selected
rails, lay and connect earthing connections, install voltage limiters in DC
systems
Revisions Correction of the documents to comply with the installation
traffic on an existing track with restricted track closures. The main characteristics of
selected methods that have proven tlwmselves on DB lines are described below.
Depending upon the soil conditions at the\ installation site, the static loading, the pole
t_vpe and economical reasons, Ott<' of' sevc\rnl foundation types can be selected for the
poles. They ('an lie ('lassifi<'d with n\s1wd, to
-
14.2 --Erection
-~--- ---------------~ 733
14.2.3.3 Erection and adjustment of the overhead line supports and con-
tact lines
Completion of the pole foundation, supports setting and track work and the procure-
ment of the entire material requirement are the prerequisite for further activities. The
cantilever dimensions can be calculated on the basis of the suneyed pole positions. If
cro8s-span 8tructures are planned, their erection requires the closnn~ to rail traffic of
all tracks to be spanrwcl. Portals and cantilevers across several tracks are attached to
the poles with the aid of cranes. Pulley systems and, at special locations, helicopters
are employed to install prefabricated head-spans.
If possible, the cantilever supports and the ccatact line within a v~nsioning section are
installed during one technological sequence, depending upon the aiuount of work and
the track availability. The t<~nsioning wheel assembly and the midpoint anchors must
lw installed bdordrnnd.
,34 14 Erection and operation
Direction of travel
Figure 14.4: Arrangement of installation trains applied for integrated overhead line instal-
lation.
Figure 14.4 shows the integrated overhead line installation on cantilever supports that
can be employed on the open track. The cantilevers that have been pre-assembled in the
workshop are transported on a conveyor belt to the working platform on the first con-
tact line installation train and attached to the poles by means of a laterally swivelling
platform. After threading and fastening the messenger wire and the contact wire to the
fixed tensioning wheel assembly at the termination pole, the second installation train
with the drum wagon follows. The bull-wheel type wire-braking device on the drum
wagon strings the messenger wire with the specified messenger wire tensile force al-
ready during stringing, and the contact wire with approximately 3 kN. The observance
of these values, especially during acceleration and braking of the installation train is
decisive for the avoidance of bends and kinks in the contact wire. Laterally swivelling
and height adjustable rollers guide the messenger wire and contact wire into position
above the raised platform on the third installation train to enable their attachment
to the cantilever. The contact wire and stitch wire are installed using wires as tem-
porary droppers, after attaching the messenger wire to the messenger wire suspension
clamp. The third installation train continues with the installation of the messenger wire
midpoint anchor and the termination of the contact line at the termination pole. The
described integrated installation method can be amended further. A second contact
wire on DC overhead lines can be strung and attached simultaneously.
If full availability of the track for electric traction vehicles is not needed immediately
after stringing the contact line, the height of the messenger wire suspension clamps at
the cantilevers can be measured to provide the basis for the calculations needed for the
preparation of the droppe'rs. This intermediate step has shown itself to be advantageous,
since it allows a rationalised prefabrication of droppers in the workshop, which achieves
a high degree of accuracy of the overhead line geometry.
If the overhead contact line system must be used for electric traction vehicles imme-
diately after contact line stringing, then the third installation train already uses the
droppers for the attachment of the contact wire still strung with reduced tensile force.
The data on the rail height mark at the pole provides the calculation basis for dropper
fabrication before the installation of the contact line. In this case, a fourth installation
train commences the adjustment work (see Table 14.2 and Figure 14.4) in this section,
aft,er the third installation train has reached the midpoint anchor, and the tensile force
on the contact wire in the first tensioning section has been set to the required value
with the tension whed assembly released. When the third installation train has reached
tlw ten11inatio11 pole, tlH~ll it n~-teusions tlw mcssr\ng<\r wire and contact wire. The in-
14.2 Erection
stallation traiu finally travels back in the direction of the midpoint anchor, adjusting
the contact line in the second tensioning section half
The ad_justmenl work includes such tasks as clamping the droppers, tensioning the
stitch wire and checking the contact line structure with respect to its planned geometry
and the co11tac:L wire uplift when loaded. Deviations from setpoints that are outside
the permissible tolerances must be corrected.
Appropriately modified installation techniques are employed on already electrified
tracks with dense traffic, on which the existing contact line must be dismantled first.
There can be several reasons for the dismantling of the old contact line. Existing pole
spacing is often unsuitable for the intended speed increase or components, such as poles
or contact lines have reached in total the encl of their useful life due to wear or ageing.
In such cases, an addition installation train precedes the first installation train shown
in Figure 14.4, which performs the de-installation of the existing contact line.
An increasing mechanisation and reduction of the working times influence the develop-
ment of the installation methods. The installation vehicles and equipment described in
clause 14.7 permit the de-installation, complete installation and partial adjustment of
a tensioning section in less than six hours. Integrated contact line stringing is normally
not possible in stations clue to the contact wire intersections or head-spans and the
messenger and contact wires have to be installed consecutively.
Integrated installation units can also be employed in place of individual installation
trains. The duration of track closures and the type and scope of the work significantly
influence the employment of heavy-duty construction equipment. The costs of owner-
ship and for the necessary operating staff are high. The duration of use and, therefore,
the efficiency is mostly low clue to short closure periods for working on the line. Mo-
bile ladders are therefore still employed for a part of the work, such as de-installation
or adjustment of the contact line structure. These can be lifted from the route track
manually to make the track available at short notice.
Installation-friendly designs, such as aluminium cantilevers and brackets or GRP tubes
combined with copper-aluminium alloy fittings, compression connections or plug-in
clamps simplify and accelerate the work. Two to four fitters are employed on each
installation train. In addition, traction vehicle drivers, installation trai11 drivers, equip-
ment operators, lookouts and supervisors are necessary. The track closure period de-
tennines the scope of the equiprnent and also the efficiency of the staff deployment.
Closures of 3 to 8 hours per track are usual. The wiring of crossovers requires the
short-term closure of several tracks to regular traffic. \\'ork on upgraded lines can be-
come very c:ornplicated clue to operational constraints, track closure delays caused by
train delays, switching, earthing and release procedures that are necessary before work
can commence, and travel into the blocked track as \Yell as the necessary protection
measures for the construction site. The owrhead contact line system can a.lso be in-
stalled during the night in exceptional cases with especially dense track loading. The
prerequisite for this is the provision of~ at is factory lighting on the installation trains
and additional protection rneasures against the clangers caused bv train operations dur-
ing the night. A sufficiently accurate! ad_just!llcnt of the O\erlwad contact line is ver,v
diffirnlt under such couditions. Longer tn1< k closure p<'riods are lw11dicial for work
736 14 Erection and operation
Table 14.3: Permissible tolerances for the installation of DB's overhead contact line
Re 330.
Paraineter Tolerance
Distance between rail and foundation top surfaces or driven tube (dimension E) 50mm
Distance between track centre line and pole front face (dimension TP) 50 mm .I
Pole inclination 0,3 I
Pole turning 50
Span length 500 mm
System height 150 mm
Contact wire stagger at steady arm 30 mm
Contact wire height at support 10mm
Contact wire height from dropper to dropper 10 mm
efficiency. Working in a completely block track, 12 tensioning sections on one track can
be completed between Friday evening and Monday morning.
Erection work restrictions can be caused by weather e. g. during heavy frosts and at
wind speeds above 10 m/s, depending upon the deployment regulations for the working
platforms and cranes. Work on the overhead line is to be interrupted during approaching
thunderstorms.
The development of low-maintenance high-speed overhead contact lines has placed in-
creasing demands upon the quality of the installation of the overhead contact line. The
reliability and service life of the components are influenced decisively by
careful transport of materials to the construction site,
correct installation of the fittings and insulators,
thorough greasing of current connection clamps and
observance of the specified torque for bolt connections, etc.
The employment of special materials such as copper-silver or copper-magnesium alloys
for the contact wires, and the resulting higher tensile forces, require special tools and
appropriate specialist knowledge on behalf of the fitters. Well- trained staff is there-
fore a prerequisite for the installation of a high-quality overhead contact line. The
wearing characteristics of the contact wire and pantograph collector strips are directly
influenced by the geometrical accuracy of the contact line. Table 14.3 contains the
permissible tolerances for the installation of DB's overhead contact line Re 330.
The contact wire is separated under tensile force for the installation of the section
insulator and attached to the ends of the section insulator. An insulator and the sus-
pension are also to be installed in the messenger wire above. Since section insulators
cause elasticity differences in the overhead contact line as a result of their mass, the
height adjustment of the entry and exit sections and of the gliding skid has a significant
influence on the pantograph dynamics and the avoidance of early wear.
14 .3 _0 pent LP _____ _
Care must be taken cl uring the installation of the contact lines over crossovers to ensure
that both contact wires in the pantograph entry area are located on one half of the
collector head, since collector head traps can otherwise arise.
Earthing lines in AC systems are attached to the poles and the metallic equipment
located in the area of the overhead line and to the provided connection points on the
rails, possibly with the inclusion of return current or earthing conductors. Since this
work hardly requires track closures, it can be performed before and after track closures,
thus spreading the staff workload. DB attaches the railway earthing lines to the rails
using bolted connections. Correct earthing installation providing sufficient covering for
the earthing, e.g. with ballast, as protection against damage by track laying machines.
Traction power supply lines (TPSL) can be installed using traditional conductor pulling
processes [14.1] or with the help of helicopters. The co-pilot operates the brake device
on the conductor drum and ensures a constant tensile stress in the conductor. V-shapecl
catching aids on the post insulators simplify the insertion of the conductor.
14.3 Operate
14.3.1 Training and instruction of staff
Tlte operation of o, crll(';1d rn11t act line systems assumes the availability of trained
and exp<'1iet1c('d staff C11idc,littc's and sc'rvicc regulations defin<' work SC\(!lH'nccs and
-------------------------------~=--==- - ~ - - - - - -
738 14 Erection and operation
conducts. They enable new staff to gain knowledge of operation actions and working
in overhead contact line systems.
The objective of staff training is to convey knowledge of the correct execution of work
and the recognition of possible dangers during irregularities and incorrect conducts.
In accordance with the knowledge and degree of difficulty of work in overhead contact .i
line systems, differentiation must be made between
Nominated person in control of a work activity: That person who has been nom-
inated to be the person with direct management responsibility for the work
activity. Parts of this responsibility may be delegated to others as required
(EN 50110-1),
Nominated person in control of an electrical installation: That person who has
been nominated to be the person with direct management responsibility for the
electrical installation. Parts of this responsibility may be delegated to others as
required (EN 50110-1),
skilled persons: A person with relevant education and experience to enable him
or her to avoid dangers which electricity may create (EN 50 110-1),
instructed persons: A person adequately advised by skilled person to enable him
or her to avoid dangers which electricity may create (EN 50110-1),
railway system instructed persons, who do not perform work on overhead contact
line systems, but have knowledge of possible dangers when working on railway
equipment on electrified lines and
Ordinary person: A person who is neither a skilled person nor an instructed
person (EN 50110-1).
Corresponding to the character of the activities in overhead contact line systems, elec-
trotechnical specialist knowledge and also the operational experience equally form the
pre-conditions for the prudent execution of operator actions. An electrically skilled per-
son has completed an electrotechnical education in accordance with EN 50 110 Part 1
as an electrical engineer, electrical foremen or electrical fitter. Special requirement
profiles for electrically skilled persons define minimum knowledge levels for conduct in
railway operations. The electrically skilled person assigns the type and scope of work to
the electrotechnically instructed person and supervises this [14.2]. The railway system
instructed person performs work on electrified lines, but not in overhead contact line
systems, and can recognise the dangers of electrical train operation after the instruction
received from the electrically skilled person and conduct himself accordingly.
Regular and also certifiable instruction refreshes and deepens the knowledge. The topics
are arranged to cover a period of two years and include all important electrotechni-
cal conduct standards and service guidelines and the evaluation of disturbances and
accidents.
systems. The international standards serve as the basis for generally accepted rules for
good engineering practice.
Erection and (\quipment standards relate to the erection, commissioning and proper-
ties of equipment and systems. Operating standards such as EN 50 110 standardize the
conduct aud procedures of the users and operators in the form of general definitions.
Internal company regulations, such as the current DB Guidelines - Gbr 462: Operation
of the overhead contact line network, amend the definitions contained in general stan-
dards for railway-specific situations [14.3]. The arrangement of the modularly compiled
DB Guidelines Gbr 462 in 'basic principles', 'operational management', and 'working
on and in the vicinity of the overhead contact line' corresponds to the definition of
terms in EN 50 110 with the subdivision of management into operate and work. All
definitions necessary for operation are contained in this guideline.
The Austrian Federal Railways summarise in EL 52: Electrical operations regulations,
the internal operational definitions, which are divided into general regulations, safety
measures for working purposes and special regulations that refer to operation.
14.3.3 Switching
The active parts of the overhead contact line system are normally energised. Oper-
ational management, maintenance work and disturbance events necessitate switching
operations. The switching diagram shows the designation and normal position of the
disconnectors, their assignment to switching groups, conduct during hazards and the
location of earthing and short-circuiting devices and voltage testers.
Only persons trained to do so may perform switching operations; at DB these are
switching command controller, switching applicant and disconnector operator.
The switching sennce rnanagers in the area power supply control centres with the
highest qualification in switching services at DB are the switching command controllers.
They must gain and prove the knowledge during a training course with a subsequent
examination. They can perform switching operations independently under their own
responsibility, or issue switching instructions for the execution of switching operations
by other persons. The switching command controllers are simultaneously the operators
for remotely contrnlled disconnectors. Switch operators, who have received training at
DB as a switching ;:1,pplicant, s,vitch locally controlled or manually operated switches.
There arc included
traffic superiutendents on electrified lines,
- staff members in a technical department and
- staff members carrying out erection and supervision work.
The training irn:luclcs lrnowlcdge related to the
design of the overhead contact line system,
their layout plaus with switching iustrnctions,
lrnzards iu dectriccll train operatious,
control and operation of overhead coutac:t line disconnectors,
holding s\\'it.cliiug dialogll<',
S\\'it.cliing 1111<!<~1' Oll(''s ()\\'l! l(\S!)OIISibilit,.
.,
name of the system parts to be switched, e.g. X-town Station, switching group I,
type of switching operation, e.g. open,
permit from the traffic superintendent for operational closure of the track and
identification of the applicant with code number.
After approval of the switching request, the central control centre can issue a switching
instruction to open disconnect.ors or perform the switching operation itself. After open-
ing the disconnector and protecting it against unintentiona,l re-closure, the switching
manager at the central control centre confirms the execution of the switching operation
to the switching applicant.
A disconnector is tagged with a 'permit' label after the issue of a switching permit
to a switching operator and safeguarded against further operation. The disconnec-
t.or becomes available for further operations by the switching manager only after the
cancellation of the permit. The switching operation is performed after the closure of
operations by the traffic superintendent on all tracks included in the circuit group to
be switched off. Disconnectors within one's own authority are. also to be safeguarded
against unintentional re-closure.
The maintenance work can commence after checking that the line is de-energised,
earthing devices are applied in front of and behind the working location and the super-
visor has verbally instructed the maintenance team of the working limits and special
hazard situations. The switching applicant is to be continuously available during the
disconnection period of the switching group.
After completion of the work, the supervisor reports the safe operational state of the
overhead contact line system to the switching applicant. The s,vitching applicant re-
ports to the switching manager that the contact line is ready for re-closure and rein-
states the normal disconnector position after receipt of an instruction, or independently
if it is under one's own authority, and cancels the operational closure. If several switch-
ing permits have been issued for a switching group, the re-closure may be performed
only after all applicants have reported readiness for a re-closure to the switching man-
ager.
The switching dialogue with approval of the traffic superintendent for the operational
closure of the tracks and all subsequent information relating to d1e switching operation
are to be documented in the telephone book for switching operations or to be recorded
on the voice recorder in the central control centre.
The equipment needed to check whether the line is energised and to install the earthing
are located at the stations and are to be inspected in 5 or 2 year intervals.
Instruction with the repeat of service reg11l1:1tions related to switching serve to avoid
incorrect actions and to train safe aetiYitv sequenc:es. Regular accident preventfon train-
ing assists the consolidation and review of the knowledge gained.
1_4:L!_ Wear and ageing __ _ 741
residual thickness has reached 40 pm. Corrosion is also dependent upon the design and
arrangement of the components, since these offer varying conditions for the accumula-
tion of dust and moisture.
Since the mid-80s, aluminium cantilevers have become popular in Germany as an
alternative to hot-dip galvanised steel cantilevers with hot-dip galvanised malleable
cast iron fittings and with regular renewed coatings. Aluminium has proved itself to
have a relatively high resistance to corrosion, since it forms a dense surface oxide layer.
The protective effect is not lost after mechanical damage, since the protective layer
renews itself. Aluminium possesses a favourable behaviour in the case of short-circuits
due to its conductivity, which is a factor 10 higher than steel, and its doubly high
specific heat. The service life of hot-dip galvanised steel components maintained by
timely renewal of the coatings is estimated to be longer than 70 years. Experience with
aluminium components already shows a service life of over 80 years without corrosion
protection measures.
The attachment of steady arms to the drop bracket with a loose fit can lead to me-
chanical wear. DB therefore specifies a steady arm minimum tensile force of 80 N for
overhead contact lines.
Electrical erosion occurs on DC railways when partial currents flow through movable,
non-insulated connections (Figure 14.7 left). Voltage differences of 15 to 20 V already
lead to erosion of the metallic parts due to small electric arcs. These phenomena can
be avoided by the provision of electrically conducting bypasses or electrical insulation
at these points.
a) tz;;zz;zzzt2;zz,2222222222222zW///1//1///d/2ip/21//Vfl2a727222c77722Zlll/l,tl222ZZZ2t;,t-
~
-0
range of wear
Figure 14.5: Reduction of contact wire cross section with ripples and kinks (a) and rough
surface of a contact wire in a DC system after negotiation with worn-out contact strips (b).
26~-----.-----------:--=------:-----,-,
mm2 _ B._ate_gl ~ar~p~ li~t i~Ru~ia _
24-1--------1-----:-------j-------i-1
22+-------lr-------i--------1-1 Fe! v
N km/h
Figure 14.6: Comparison of
20 250 I 150
contact wire wear values given
in mm 2 per 1 Million panto-
graph passes for contact wires
made of electrolyte copper,
0 of CuAg0.1 (index S) and of
~ 12
CuMg0,5 (index M) for dif-
i' 10 ~-~-~--1-----..-:....-::--------::~----=-<CC\=1 250
1501150 s
/ 150 M ferent contact forces Fe and
_=
8 -j---~~~~I=:_=_:::_=_:=_:::: _==-~~?'""--=---------t-:J 150 / 150 M
running speeds v, dependent
upon current.
Measured value at test
stand
2
- - Measured value at DB dur-
ing operation
0 - - Measured values at Rus-
100 200 A
Current - - -
sian State Railway
The maximum number of contact wire splice connectors per tensioning section for DB
overhead contact line type Re 100 is ten, for Re 200 five and for Re 250 four units. If
these numbers would be exceeded, then the contact wire must be replaced along its
entire length, as required for example in Gbr 997.01 to 997.03 for DB AG [14.6]. The
acceptable wear differs between individual railway operators.
Different stresses can be observed on the individual contact wires of twin contact wires
on DC railways, whereby the more severe local wear alternates between the two contact
wires. The reason for this is uneven pantograph contact force distribution on the two
contact wires and the associated different transition resistances between the contact
wires and the collector strips, which results in current collection from only one contact
wire or the other in certain line sections.
Severe arcing due to unfavourable combinations of overhead contact line and pan-
tographs or late renewal of collector strips lead to a roughened and partially softened
contact wire surface (Figure 14.5 b). This can be re-smoothened only with considerable
cross section losses at the contact wire and c.ollector strips.
Experience shows that on AC railways with graphite contact strips, '10 000 to 80 000 km
travelling distance and approximately two million pantograph passes respectively are
the wear limits for the pantograph contact strips and contact wires. The corresponding
values for heavily loaded DC railways with more than 2000 A per pantograph are only
20 000 to 30 000 km and less thau 100 000 pantograph passes.
A statistically guaranteed, precis<~ statcu1ent for the e.1:pected abso/lf,te servu:e life is
hmvcver not possible due to varying opc!rn.tioual conditions. Absolute wear values have
been calculated from experime11Ls described in the publica.tions [1-L 7] to [14.8] and
compared in Figure 14.G with the W<'.,H rat<'.S ad1i<!ved in Gennau> and Hussia while
operating 25 kV single pitas<! AC raihrn\s. Tli<' follmving stat.rnwnt:-i are possible) for
14.4 .'Y~c1.r and ageing . 747
14.4.6 Insulators
The behaviom of ir1,.sulator.s with tirne is determined by their 1ncchanical and electrical
stresses. It is also dependent upon the type of design and the materials employed. If
an insulator in a cantilever failed under tensile or compression and bending loads, this
could lead to damage of the pantographs and then, resnlting from this, would tear down
the overhead contact line along the full braking distance of the train. Similar effects
could ensue from failures of the dead-end insula.tors, which are stress<~cl by tensile forces
and frequcn(.l_v by vibrations.
Arcs occur at the insulators as a resnlt of flashovrTs, e . g. caused by birds, lightning
overvoltag<)s or SC'\"t'n' poll11tio11. They damag() gla'l:es and pol\'llJ()!' s11rfaces by forming
-
748 14 Erection and operation
___ -1,.. .. -
:- _.,- u
- __..-/ I
. I
~ /
j
i
-----,---
Figure 14. 7: Electrical erosion by DC (left) and cracks in quartz-porcelain insulators (right).
burn tracks and partially destroy the insulator sheds. They can also cause insulator
fractures. Partially damaged insulators are to be localised with the aid of short-circuit
location techniques and replaced then, since they would lose stability due to the defects
and the penetration of moisture. Erosion effects and early ageing can occur on moist
and polluted plastic insulators due to electrostatic partial discharges. The degree of
pollution on contact line systems is more severe than with overhead power lines due
to mixed traffic with diesel traction, the swirling up of dust and the transport of raw
materials that react aggressively in the atmosphere. The pollution particles contain
ion-forming materials that combine with the moisture in the atmosphere to form elec-
trolytes. A moisture layer composed of small droplets of dew or drizzle is especially
dangerous. The resulting creepage currents heat the surface and lead to an increased
conductivity of the electrolyte, which possesses a positive temperature coefficient. The
surface dries out simultaneously. The mentioned partial discharges and flashovers are
created in dependence upon these processes.
While long-rod insulators are puncture-proof, puncture can occur more easily in porce-
lain or glass cap-and-pzn insulators as a result of their shape. As a result of the ball and
socket connection between the sheds of the cap-and-pin insulators (Figure 4.49 b), the
damage caused by glass or porcelain fractures does not lead in each case to a collapse
of the contact line and consequential damage is minimised. The creepage currents of up
to 150 A created on DC railways as a result of the climatic conditions and pollution
lead to i:::orrosion damage at the cap connection fittings. The reduction of the diameter
amounts to between 0,15 and 0,6 mm per year and requires the replacement of tunnel
insulators every few years.
Porcelain insulators are widely used clue to their high mechanical strength, chemical
and heat resistance and their favourable electrical properties and were manufactured
mainly from quartz-porcelain until the 60s. A disadvantage of this material is its ten-
dency towards vitrification and porosity during firing, which causes a reduction in
strength. Caused by a variation in Lhe temperature expansion of the quartz grains and
the melting phase smrounding them, internal stresses are created by the frequent tern-
pera.ture chang<'.S <~xp<~ri<~lln~d d11ring opcrntio11al 11sc, which in turn cau cause cracks
~A Wear and ageing
(Figure 14. 7 right) and sudden failure. The almnini'/1,rn, o:cide porcelain used today helps
to avoid the described disadvantages and to achieve double or triple strength [14.9].
Ten1,pern,t'll,re changes also affect the ageing of the cement that cormccts the porcelain
body to the end fittings manufactured from malleable cast iron and that must compen-
sate the differing expansion properties of these materials. Sealants using Portland and
sulphur cement are affected more severely than those manufactured from lead-o:ntimon
alloy, but possess a greater resistance to higher temperatures, e.g. during short-circuits
than lead.
The 8ervice life o.f porcelain insulators without flashovers is estimated to be 30 to
40 years. Failures of glass insulators are determined by their greater sensitivity to
arcing and temperature changes compared to porcelain.
Increasingly popular plastic insulators are especially resistant to external influences
such as vandalism. Wear caused by weathering and UV radiation occurs in dependence
upon the surface material. Silicone materials have shown themselves to be especially ro-
bust and long-lived. They simultaneously display hydrophobic properties and have been
in use for approximately 20 years. They permit a reduction of the creepage paths, which
has however not yet been taken into consideration in the standards. Since composite
insulators materials, their wear properties are determined primarily by the endurance
of the bonding between the glass fibre reinforced rod, the fastening fittings and the sur-
face layer. Unstable bonding materials used for the attachment of the shields to glass
fibre reinforced plastic rods and fittings cannot prevent the penetration of moisture
into the intermediate spaces, and thus corrosion and internal flashovers.
Positive experience has been gathered over the last 20 years with glass fibre reinforced
plastic cantilevers in urban mass transit installations. The resins used to bond the glass
fibres are subject to ageing caused by weathering in the form of alternating moisture
and drying of the surface combined with UV radiation. As a result, the resin layers are
eroded and glass fibres become exposed. The penetration depth over a period of 50 years
is estimated to be only fe-w tenths of a millimetre [14.10] and therefore influences the
strength minimally. This process can be retarded, for example, by applying a synthetic
fabric close to the surface with a thicker resin layer.
Maintenance
~---------,,--
I I
I Outage method
I \
Preventive
maintenace method l
1 I I
I I
- l l l l
Repairing
I I
Figure 14.8: Overview of maintenance methods.
14.5 Maintenance
14.5.1 Scope of maintance
Maintenance includes all measures according to EN 13 306 and DIN 31051 to pre-
serve the planned status, to determine and evaluate the actual status and to restore the
planned status of operating equipment and installations ..According to Figure 14.1 the
terms servicing, inspection or repair are assigned to these steps. Servicing is not nec-
essary on contact lines of modern design. Maintenance therefore consists of inspection
and repair.
According to [14.11], maintenance methods can be classified as shown in Figure 14.8.
The outage method, by which the components are replaced only after the occurrence
of damage, is unsuitable for overhead contact lines since they lack redundancy and
have negative effects on train operations. Ro'/1,tine maintenance based on fixed cycles
ensures high availability and exact planning of staff, machinery and track closures, but
at high cost. DB and numerous other European railways have adopted non-routine
maintenance depending on inspection resu,lt.s. The overhead contact line diagnosis is
performed on a pre-determined schedule, which t;-lkes experience, the importance of
the lines and the condition of the systett1s into account. Servicing-free system elements
an~ a prerequisite for this procedure. Bcpair work is performed dependent upon the
inspection results and after failures.
14.5.2 Reliability
An overhead contact line installation is a rnrnpl<'X system from the aspect of relzalnhty
and that possesses no n~d1111dancv for Ledl!lical and c\conornic rr'asons. As with othrr
14.5 Maintenance
Table 14.4: Average function duration Table 14.5: Average fault duration
T 1oo in years between two failures of se- values for the overhead contact line sys-
lected elements in the overhead contact tem at DR and RZD (in brackets) for
lines. the years 1975-1977.
Element DB(a) RZD(b) Element jj8 Ds100
Contact lines 1,5 1,5 Steady arm 3,3 (8,5) 2.1 (1,7)
Section insulators 21,5 30,4 Insulator 4,4 (3,2) 5,1 (1,6)
Miscellaneous 4,2 (11,0) 18,1 (5,5)
DB German railways
Contact line 4,2 (6,8) 30,7 (11,2)
RZD Russian railways
operating equipment in the railway energy supply system, e.g. transformers and circuit
breakers, it represents a regenerative object, i.e. its use does not cease at the instant
of failure, but is only interrupted. It is repaired and recommences its duties. This
situation is illustrated graphically in Figure 14.9. The overhead contact line installation
is functional during the time period twi to tai+l, but not between tai and twi
The behaviour of the service life of individual components and the overhead contact line
installation can be described as a random variable, with the exception of the contact
wire. Significant parameters for the characterisation of the behaviour of the service life
are the probability of failure-free work R(t) and the failure rate >.(t). The following
applies:
R(t) is the probability that the time of the failure T for the studied unit, e.g.
100 km contact line, does not occur within a studied period of service t. R(t) is
also known as the survival probability. It is calculated in practice as follows
1 n
R(t)~l No ~Sti (14.1)
In the equation, N 0 is the starting set of studied units and 8ti is the i-th fault.
In this context, the term fault in transportation systems is identical with failure,
i.e. the loss of the functionality.
>.(t) is the probability of the failure of a studied unit within a tirne period of
(t,t + 6.t) or failure rate, when the ;:;tudied unit has already had a sen ice life t.
It is therefore the number of studied units that failed during the service period
related to the number of studied units at the start of the service interval. [u other
words, it is the mortality function f(t) related to the survival probability R(t). In
accordance with the definition of the base variables of the reliability, the' fail'U,re
rate is
>-(t;) = -(dR/dt)/ R(t;) = f(t)/ R(t) (14.2)
where f(t) is the tllortality function. For >.(t) = const., cquat.io11 (1-14) and
f (t) /\e-,\t follow . Usi1tg the 11umber N1. of units at the start of the time' intcnal
14 Erection and operation
R(t)
,l(I)
A(t) "' (N, - N,+t,.t) / (N, L':.t) "' St; / [ ( No - ~ Sti) L':.t] (14.3)
Since contact line installations are repaired immediately after their failure, the
failure rate per 100 km contact line or electrified tracks is determined in practice
by means of the number of faults per year related to this contact line length.
Statistically founded statements can be made for components and various designs
of overhead contact lines, on the basis of numerous evaluations of contact line
failures, that the respective failure rates are constant values (14.12, 14.13]. This
statement does not apply to the contact wire in overhead contact line installa-
tions, which shows an increasing failure rate with increasing wear [14.12, 14.14].
A constant failure rate >-(t) = \ 0 however means that the mortality .f(t) is distributed
exponentially. The following relationship between the survival probability R(t) and the
failure rate applies for this practice-relevant case [14.15]
preceding loading history. The average fu:nctiunal life T. also known as the mean tirn,e
between failures (lVITBF), is then
(H.5)
The expected remaining service life iT is then also independent of the preceding sen-ice
period. Therefore
(H.6)
An expected value for the mean time between failures and the remaining service life
of 100 km contact line of 83 days is calculated for DB using the data in Figure 14.16.
Real observed values lie between a few hours and three years. The average mean time
between failures does not permit a prediction of the next failure, however it allows
sound planning of maintenance work.
As can be recognised from Figure 14.11, the contact line is repaired after the loss
of functionality. The downtime caused by the repair work includes the time period
between the instant of occurrence of the failure and the restart of train operations.
This variable D, also known as the mean time to repair, can be calculated starting
from Figure 14.9
D (1-L 7)
The mean time to repair includes the following significant time components
mean duration from occurrence of the non-functionality until the start of mea-
sures to repair the ability to work or functionality,
mean travelling time for the repair vehicles from the depot location to the fault
location and
mean working time for the removal of the non-functionality of the contact wire.
It follows from the fault analysis that one half to two thirds of the total mean distur-
bance time is taken up by the working time to settle the fault.
The mean time to repair is a random variable that can be described by the nornwl or
Erlang-k distribution [14.16]. It can, as has been shown by the fault statistics of railway
companies, be considered to be a constant parameter for a location in the defined
context. Measured values of the mean time to repair for components and contact lines
at two railway companies are contained in 1~1ble 14.5. 100 is the mean time t,, repair
related to 100 km contact line. The real duration of a fault varies between approximately
five minutes and more than fifty hours. Function and organisation dependent downtimes
are uot included in the mean time to repair.
754 -~--- - --- ----------
14 Erection and operation
The\ i11v<!rlPd valtw of the mean mai11(,<!1ia.nce dependent downtime is the correction rate
p.(t;), also knowu as tlw 1:nten.'11.ly of mu:1:nt.eno:11,ce. For a constant mean time to repair,
the following applies for the correction rate
p = 1/ D (14.8)
The relw,/i'ility model::; cited by Markov [14.17, 14.18] are suitable for the description of
the properties or renewable systems. The system states are defined by means of nodes
and the relationships by directional graphs with corresponding transition rates (Figure
14.11). Two states are applicable for a contact wire system:
Z0 contact wire is functional,
Z 1 = contact wire has failed;
The transition between the stated are given by the failure rate ,\ and the above men-
tioned correction rate . The state diagram can thus be drnwn as shown in Figure
14.11. The probability P0 is applicable for the state Z 0 and P1 for Z 1 . The following
differential equation system can thus be stated for the description of the states:
For the probability that the considered system is functional is obtained as the solution
of (14.9)
In (14.10) A(t) is the availability, which gives the probability that the contact line can
completely fulfil its tasks under defined conditions at an arbitrary point in time.
The constant availability A 0 is sufficiently accurate to characterise the failure behaviour
for railway energy supply systems. The constant long-term availability for contact wires
in electric railways is achieved approximately 24 h after commissioning. After that, it
applies
(14.11)
Ao T/(T+D) (14.12)
The failure rates for ovcrlwad <<rntact line systerm; on main line railways var., lH'tW<'<)ll
approximately 1 to 4 per 100 k111 and y<)ar and reach values higher than 50/(100 km-a)
for trannvays [14.19]. l\!Ieasmcd concction rates arc, according to the sanw litcratm<:,
approximately 800 to :300/(100 kma), and the corresponding mean time to r<'pair
values attain of 12,5 h 100 km or 33,3 h 100 km. with these failure and cmrection
rat.es, one obtains availability values between 0,98684 and 0,99875 for overllC'ad conta.ct.
line systems from the cornbinaJ,ion of these four numeric values. But an availability of
0,98684 means that the overhead contact line is not aYailable for 115,3 h per vcar. At
0,99875 it must still be expected that the considered 100 km are unavailable for almost
11 hours per year.
The number of mainline tracks and the distances between stations or points influences
the e.ffecf;s of the non-a:uailabilit;y of the contact line on train operations. The cnnilabil-
ity of the overhead contact line quoted in the example for a 100 m single track line
directly affects the availabilit;y of train operations on the whole line. On multi-track
lines, electric train operations can continue operating with restrictions by trawlling
around the obstacle in the affected section and on the other line sections without re-
strictions. The availability of the overhead contact lines over 100 km only affects the
availability of electrical train operations under consideration of the line routing. Grave
effects follow the failure of cross-span structures than cross all parallel tracks.
The availability can be increased by
high quality overhead contact lines that operate for long periods without faults
and maintenance.
maintenance-friendly components whose state can be easily diagnosed and \Yhich
allow rapid repair or simple replacement,
reducing of repair times is achieved by fast fault localisation and swift 2n1intl of
repair staff with suitable repair material and properly,
trained and experienced linesmen contribute to a high overhead contact linl' ,n-ail-
ability as well.
14.5.3 Diagnostics
Contact line diagnostics according to [14.11] is understood to determine and rnwlYse of
the state of a c:onta.ct line system on the basis of measurable or externally recog11isable
properties, as far as possible without significantly influencing train operations. f ts ob-
jective is to reduce the cost for necessary maintenance work and to perform this at the
correct time, wlule making full use of the remaining service life of the cquiplll('lll and
with minimal impact on train op<)tations. Diagnostics are the basis for the trn11sition
frorn rigid maintenance cycles to torulition-related rna:intenance alreaclv cm 11 pl, t <'<I by
DB. The subject of overhead cont;-H-t line diagnostics is not a locally restricted . com-
pact system, hut a wide-spread energised installation that is inaccessible without aids.
This determinc:s the main mcaus and methods of diagnosis.
DB c:anies out inspections and L<'sts rnrrcsponding to t lie time periods st;-1ted iu Table
14.6 fort.he listed cat.cgmics of lines dming 7nrnentivr: nw:in/,en1111u: ou a hxed scli<dul<'
The first order categon crnllaills 11i,, ovcrlicad umt,a.ct. lin<'s on long-dist;-rnn' lllai11 li11<s.
156 14 Erection and operation
long-distance branch lines and urban railways, intersecting contact lines and head-span
structures and also specially defined overhead contact lines, such as older types of
design and especially endangered systerhs. All other overhead contact lines belong to
the second order category.
Checks of conditions serve to determine and assess the actual state of various overhead
contact line components with the help of binoculars or simple measuring devices during
line inspections on foot, without the necessity for switching measures or closures for
operation.
The check of condition Zl includes overhead contact line equipment, supports and
tensioning devices. Check of condition Z2 includes all other contact line elements, such
as feeder and other lines, cable termination seals, disconnectors, foundations, poles,
head-span structures, railwa_,. earths, local control devices. El signals, warning signs
and infringement of gauge. Damag<~d components and connectors, pollution, corrosion
and the temperature dependent position of the contact lines, etc. are recorded.
Functional tests cover the fu!lctio11 of the overhead contact line/pantograph system
\.vith the aid of inspection or measurement vehicles. It includes mainly:
Test Fl: Determinatioll of the 11osdum, of intersecting contact wires at high-speed
applying a. contact fore<' F.~tat IGO N.
Test F2: Deterrnillatioll ()r tlw contact w1:re stagger position, the inclination of the
registration anns alld st('ady arms and the position of darnps to avoid pantograph
strikes with v S ,l() k111/lt awl F~tat = lGO :\.
Test F:1: Detc\rn1illatioll or Lil<' con/,ar:/. w1.tc height at critical positiolls, e.g. at
cont.act wire height rcd1wtio11s bdow :-:i,10 111 and at railway crossings with contact
wire heights aL Lhc pi1sit io11 i11 still air hdmr 5,75 111.
Test F4: Hcvi<)W or 1111,1.1111:11,m dcc!.ru uJ clearn:nces betwe<~11 the mt rhc~ad contact
1
" ----
14.5 IVIai11tenance
Maintenance
Z1: Contact lines F1 Contact wires aP1 After short- From locality, 11 Correction of 12 Removal of 13 Removal of all
Z2 : FunctIonat F2 stagger circuit from ladder or functional faults that defects that
aP2: After 20 from pole defects could reduce were identified
test of other F3 Height
components .. functionality dur,ng
non-localised
posItIon inspections
short-circuits
F4 Clearance to
live comp- aP3: After special
onents events
F5: Wear aP4: Arter accum-
F6: Dynamic ulation of
fault locations
F? Behaviour of
pantograph
Figure 14.12: Organisation of the overhead contact line corrective maintenance at DB.
line and bridges and tunnels with Fstat 250 N after disconnection and earthing.
Test F5: Visual e:z:amination of the contact wire over its entire length and mea-
surement of the contact wire thickness at the locations along a tensioning section
suspected of having the greatest wear. Determination of the sequeuce for check
measurements dependent upon the number of pantograph passes and the ,vear.
Test F6: Testi,ng of the dynarnic behaviour of the oYerhead contact line system
at the line speed and energised overhead line using the measurement car.
Test F7: Observe the passage of a pantograph after reconstruction or repair of
the overhead contact line.
There are also condition and functional checks for special reasons, m addition to the
planned diagnostic measures, known as extraordinary checks:
Test aPl: Determination of the position of a short-circuit and examination of
the overhead contact line within a narrow range of neighbouring supports and
railway earths in the short-circuit path by means of an inspection on foot.
Test aP2: E:ramination of the de-energised overhead contact luie with vehicles or
ladders after 20 non--localisecl short-circuits.
Test aP3: Inspection of the line on foot or per vehicle after special events, such
as storms, extreme temperatures, icing, etc ..
Test aP4: Determination of the contact wire po8'itiun at ,till al,'r, if accumulated
contact force peaks and larger vertical accelerations of t lw pantograph were es-
tablished during a functional test FG.
The total du)ck includes a comprchensin_' ,isual inspection and the rncasmenient. or
contact wire wear from vehicles or ladders. It is to be uu ric-d u11t after special l've11ts
or dependent ou the train fr<~qlwncv, in periods staggcn'd c,Y<'r ar least 48 mouths for a
1<.10 1 L! t:,n~n10I1 and operation
,/,
40
20
-20
Figure 14.13: Current connector in a thermovision photograph (left) and a normal photo-
graph (right).
very high frequency, up to 10 years for low frequency, and including checks of condition
Zl and Z2. An overview of all inspections and maintenance performed at DB is shown
in Figure 14.12.
The results of the diagnosis, such as contact un:re wear, contact wire stagger and contact
forces, are elements of the operational handbook's modifications.
These furthermore contain master cards with all characteristic data and their modifi-
cations as well as operating sheets with the inspection results, all damage, defects and
repairs. lvlaintenance overviews serve the planning and checks of the necessary mea-
sures and also contain the fault positions and short-circuit locations. The compilation
of the data is performed under consideration of the urgency of correctiw maintenance
measures. If the indication device for the contact wire stagger responds in the range
?. 750 mm during functional test Fl, then the adjustment errors are to be corrected
immediately, and in the range > 550 mm as soo11 as possible. The measured contact
wire thickness are divided into the ca.tegorics according to Table 14. ,.
A further diagnostic method for current c:arrving parts of energy supply systems is
thermovzswn, \\hic:h US(\S an infrared camera to make visible the increased temperature
of damaged c:omporn:nts, such as poor electrical c011m~ctions and reduced cross sections
of ,-vires and cables carrving electrical c111Te11t. co1rqmred to intact components [14.19].
The precondition for use of this tedrnology is th<: availahilit~ of defined currents, which
can lw realised only with diffirnlty under electrical railway operation conditions.
The :'-Jorw<gian Main Line S<'nice: a ppli<'s 1Ii is nwl.l1od DB nwasures the operational
14.5 MaiHte!lance
current, which avoids operational impairment, but exposes weak points in the overhead
contact line with greater difficulty. Figure H.13 illustrates the thermovision photograph
of a current connector with a measuring current of 350 A. The clamp on the contact
wire has heated to 63,3C and therefore has a temperature 45 K higher than the contact
wire and the current connector.
1,2%
Disturbance events Delay minutes
11111 Network - overhead con-
tact line division
~ Network c}vil engineering
and signalling division
~ Other disturbances /
third party impacts
3
-g:::, 2,5
s - ,--
1~ i l+ll+lll+IV
maintenance defects
Ill Operational management
errors in overhead con-
r-1._J I
Z 2 --~- ~-I tact line network
- ~--.__r-, __ t_..,I -----193
'
1,5 L-l. IV External impacts
1;1_~_11_+111 _
~~ ~ 0 .7 7
-~----~---- 0,42
0 -+---+----+---+--+---+---+----+-1------i-t---+---+---+
76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95
Year--
Figure 14.16: Disturbances on overhead contact lines per 100 track kilometres, up to 89
West Germany, from 1990 combined with East Germany.
Figure 14.14 shows clearly using DB statistics that the overhead contact line system
plays only a min01 role in the total number of faults, but a significantly larger role
in the causes of time delays. The reason for this can be found in the lack of redun-
(iancy. This allows the conclusion that high quality, reliable owrhead contact lines are
an essential prerequisite for punctuality in train operations. The subdivision into the
classification of all faults, and the classification into groups responsible for causing
damage to the overhead contact line system at DB and delays longer than 10 minutes
during 1995 is contained in Figure 14.15. The development of overhead contact line
disturbances at DB between 1976 and 1995 can be seen in Figure 14.16. This diagram
clearly shows the increased number of disturbances resulting frorn the combination of
the DB and DR overhead contact line statistics and the almost hurricane-like storms
experienced during 1990. 'I'he number of disturbances with damag() and delays could
be reduced continuously. The defects accountable to manufacturing, installation, main-
tenance and operational management have a very small scope in comparison to other
railway companies.
pairs, individual repair aud full repair. Fa'/1,lt repair comprises thf irn1tiediate restoration
of the overhead contilct line to function and the removal of safetv r<'lcvant defects cle-
t<\cted during iuspcctio1ts (jther completely or as far as absolntf'lv uccessary in order
to avoid long delays oft 1ai11s . The mdivid'/1,al .,,epafrs serve to c()nect ddects that could
l<'.;-Vl to an irnpairn1c1ll o!' the fuuctio!lality, P. g. replace!lwnt of cla111ps a.ft(~r glow-out .
They are perfornwd during pre-planrn'cl work depl0Yt11('!lts a!ld cxteud the time period
1111!.il Lite next. full i11spc<I iotL
14 Erection and operation
Cmnplete correchve 111,aintena:nce contains the removal of all defocts observed during
preceding inspections and examinations. It requires a long-term planning, co-ordination
,rith other activities on a line and a reinforced staff deployment. It. should be combined
\\ith a full inspection for economic reasons.
The correction of defects in the adjustment of a contact line is preferably performed
at positions where the contact wire wear is minor and offers the greatest benefit. If
this appears not to be meaningful in case of contact wires in wear category III, check
measurements should be made to anticipate violations of minimum limit values.
O,erhead contact line disturbances can be avoided by the timely removal of branches
and bushes within a distance of 2,5 m from poles and lines.
The partial renewal of overhead contact line components requires special techniques,
under consideration of available track closure times and installation tools.
Contact wire replacement commences with the release of the contact wire from the
termination and its coiling onto an empty drum. The new contact wire is then strung
to the tensioning device in place of the old one and fastened. The release from and
the clamping onto the droppers and steady arms and the coiling and unwinding of the
old and the new contact wires, respectively under pre-tensioning, can be performed
simultaneously with the help of a common drum wagon. Wheel tensioning devices and
steady arms are secured provisionally using installation aids. The replacement of a
contact wire requires approximately 1,5 h for a tensioning section.
During the replacement of a messenger wire, which is only necessary in case of steel
or steel-copper conductors, the new messenger wire is drawn without or with little
pre-tensioning and attached provisionally to the old messenger wire. The release of the
old messenger wire and the connection of the new one to the supports, droppers and
stitch wires follow this. The old messenger wire is finally coiled onto a drum and the
contact line adjusted.
The replacement of mechanically stressed components such as clamps, insulators, can-
tilevers and bolt-mounted poles first requires the alleviation of the load by means of
installation equipment or aids. The replacement and loading of the new components
can then follow.
New head-span structures and embedded poles can usually be installed adjacent to the
existing units and the loads then transferred. Subsequent adjustment and the removal
of the old parts complete the work.
Partial renewals are always costly and impair train operations as a result of the nec-
essary track closures. They can be avoided or reduced to a minimum by employing
long-hued components and high-quality overhead contact lines.
--
14. 7 Equipm<:nt fot inst.allat.iou aud maintenance 7G3
. !',
contact wire during the i11sertio11 of i11sulators and section insulators. Short steel rope
sections with thimbles at each end, also known as slings, are used during the fixing of
tensioning wheels, for example. Hooks and conductor grip clamps (Figure 14.18) anchor
wires or steel ropes clurillg the exchange of insulators or complete supports. Contact
wire and grip clamps attach come alongs to the contact wire. Special tools, such as
mechanical manual crimping tools (Figure 14.19) or hydraulic high-press'are presses
alternatively with electrical or mechanical drives, ,vhich can be used for conductor
clamps or feeder clamps . are required for the attachment of compression clamps. A
stitch wire tensioning d<'' ice is used to adjust the tensile force in stitch wires from 0
to 5 kN. Voltage testers indicatr the voltage in the o-verhead line. After ensuring that
the line is de-energised, l>oth sides of the working area are protected each with one,
or in the vicinit, of a suhst.at.io11 each with two earthing and short-circuiting devices
(Figure H.20).
Sa,.fet:i; belts and prot.ed11'1' hd111.et.s are a prerequisite for accident-free workillg on the
overhead contact line :-;, stern. To reach the installation positio11 of the crnnponents,
simple, double, ext< 11dahl< and wlu:elr:d ladders (Figure 14.21) of -1 to 12 Ill length are
1
i11 use. Tlwv nrn lie lift.< d 011!0 a.!ld awav from the track quickly dmillg track closures.
1
14 Erecti()_11 a11d operation
Figure 14.22: Pile driving from track bed (left) and setting the concrete pole with the
pile-driver (right).
-
14.7 Eq11ip_mc,nt, for inst.allatio11 and maintc,11a11ce 767
Figure 14.23: Pole installation using motorised crane (left) and helicopter (right).
for track closures for tra.ditional installation methods determines the use of the inost
advantageous method for the respective project. Special installation vehicles are used
for the installation of cross-span structures, overhead lines, raihvay traction power lines,
switch lines and disconnectors. Road velu:cles with working platforms assist the instal-
lation of cwerhead contact lines for tram systems in inner city areas. The insulated
platform also allows working under voltage (Figure H.24 left). \Vhen rail vehicles ap-
proach, it is possible to clear the working site quickly. Dual mode rail- and road vehicles
can be used on mads and tracks. They can be used for the installation of overhead con-
tact lines on both light rail transit systems and also on main line railways (Figure H.24
right). The, also allmv overhead contact line work that could not be performed from
vvheeled ladders. The small d'l/,al rnode rail- and road veh1,cle shom1 in Figure 14.2-1 right
perrnits ,, ork frnm the raisc'd platform on components at a height of 7,6 m and at a
distaun' of G,:3 rt1 from the track axis, without under-propping the vehicle. The heavy
version of this , chicle increasc~s the radius of action to 12,::i m aboYe the top surface
of the n1ils . Tl1is ,ehicle is appro,ed for maximum speeds up to 80 krn/h on railway
tracks wit Ii Olll' hogic drivcu l>y a static hydraulic: gC'ar
Such dmd 111od<' ,chiclc's ca11not IH' fully used on tl('\\ high-spccd lines sinc-e the railway
crossings IH'<"('SS;try f"or their d(plonnent ar0 not m ailahlc. Figme l-L:2S illustrates the
uo11-p101)('ll<d nn1'T!inul 1:011/w:/ lw1: 1.nstallat1.u11 11w1011 t, p<' F\[\\ of 013, which is
drawn lo tli<' \\orking sit(' Ii\ a illstillL-1tio11 trni11 l()C(llllOliY<' thrtt 111ows it, Lo t!ic1c
14 Erection and operation
Figure 14.24: Road installation vehicle with working platform (left) and dual mode rail-road
vehicle (right).
according to the work progress. It possesses a lG,2 m long raised working platform
and a swivelling lateral platform, which enables work to be performed on components
situated 5 m from the track axis.
Overhead line installation wagons, also known as drum wagons, [14.20) permit mecha-
nised overhead contact line installation, as described in clause 14.2. Contact wires and
messenger wires can be strung in a rapid, labour-saving and economical manner with
the help of the machinery and equipment installed on the wagon. The overhead con-
tact line installation wagon Series 575 (Figure 14.2G b) is equipped with bogies and can
travel at a maximum speed of 120 km/h. The t,rn hydraulically controlled conductor
lifting devices fitted to the front and rear faces permit the stringing of contact and
messenger wires vvith a maximum extension height of 7,5 m abon~ the top surface of
the rails.
The drum holders to wind the wires and conductors in and out possess their own
drives and a brake tha.t enables the contact wire or the messenger wire to be strung
with consta,nt pre-tensioning. Between the drnm holders for running wire in and out
and the\ lifting frames there is an additional dnm1 holder located on each side for the
storage of replaceHwnt drums. A hydranlically drin~n crane simplifies the loading or
relocation of the drums .--wd the positioning of 1no11r:er 1wles. On-board lighting provides
s11fficie11t illumination for 11ight work . All ll<'cessnry wires and conductors, also 8 m and
11 rn U'.1nporary poles, a,lso known as pio11e<'l poll's. cantilevers, insulators and fiLtings
14. 7 Equipment._['01 installation and rna]r~t'.~11~111_c.:~i_ 7G9
a) b)
c) 3 6 2 9 4 14 2 18 3 15 19 5 17
1800
- 1----------------'1~4~8~60~-------------
18660
19900
"':'"":'""!"' CD
*
L
--- -----. . ----~- ;
-~--
:
.::::::.:.:::::::;,
CD
r---
(\J
"e=, :
1 - Lifting frame with wheel head 10 - Switchgear cubicle operation and control
2 - Drum holder with drive 11 Switchgear cubicle battery fuses and charger
3 - Drum holder for spare drum 12 Battery box
4 - Crane 13 - Equipment box
5 - Dresel-hydraulic unit 14 - Railing
6 - Pioneer pole holders 15 - Oil container
7 - Cubicle for lamps 16 - Oil cooler
8 - Equipment cubicle 17 - Holder for rolling truck
9 - Storage boxes 18 - Holder for ladder
19 - Holder for cantilevers
Figure 14.25: Contact wire installation wagon (a) and overhead contact line i1tstallation
wagon type S75 of DB (h) and (<)
f I l/
Figure 14.26: Multi-purpose vehicle with working platform type MZA of DB (left) and
platform construction motor coach type TVT 701 of DB (right).
are continuously available on the drum wagon for deployments to owrhead contact line
disturbances with severe damage.
The self-propelled m'ulti-purpose vehicle with working platform type MZA of DB illus-
trated in Figure 14.26 left, is a useful alternative to the universal TVT 704 described
below. This more economical and simply designed maintenance vehicle is suitable for
conversion measures and especially for planned maintenance work. The 8,95 m long
maintance car type MZA is more convenient and therefore more efficiently deployed
in the cross-over areas of stations, where the use of the 22,4 m long maintance car
type TVT causes problems due to the necessary track closures. The maximum speed
is 80 km/h. Overhead contact line components can be reached at a distance up to
3,85 m from the track axis and 15 m above the top surface of the rails using the
platform combustion motor coach type TVT 701/702 of DB (Figure 14.26 right) with
a hydraulically raised and swivelled, 3,85 m long working platform with extendable
ladders. The platform and extendable ladders can be controlled from a control panel
located on the working platform. The maintance car type TVT ,01/702 of DB can
transport up to 3,2 t of tools, equipment and material at a permitted maximum speed
of 90 km/h. Double ladders, earthing and short-circuiting deYices. pulley lifting gear.
hand drilling machines, spotlights, portable emergency po1Ner generators, cutting and
welding torches, radio telephones, train radio equipment, loudspeaker s,stems and fire
extinguishers are carried as basic equipment. Diesel engines prmicle traction indepen-
dently from the overhead contact line.
An accessible roof surface including the 6.29 n1 long raised-s,Yin~lling fforking platform
are essential for the deployment of the overhead rnntact li,,1e 1:n.spPCtwn '111,otor coach
type ORT 708 of DB, both for rnaint,cn;rnc(! and repair work as m'll as Cor oYerhead
contact line installation (Figme 14.27). Tlte maximum speed of 100 kill/Ii permits a
rapid response to clistmbauces. T!ie rnaintenance car type T\'T ,0-1 of DB (Figure
14.27 right), with a 111axi11u1m sp<'ed of 1-10 km/h, has a 5,7 m long \\Orking platform
aucl an ext<\udable h-1dd<'r. This ;-1llows th<' execution of work on onrlwad conl,,-1,ct line
14. 7 E<1_uipmcnt. for installation and mainl,cmuH'.C 771
Figure 14.27: Overhead contact line inspection motor coach type ORT 708 of DB (left) and
platform construction motor coach type TVT 704 of DB (right).
- ,,
Figure 14.28: Large raised working platform maintenance vehicle type HIOB 711 of DB
(left) and small overhead contact line maintenance vehicle type IFO 703 of DB (right).
ments of D 13 Both vehicles belong to a new vehicle family. Th<'._v satisfv t lie require-
ments for short. H'.sponsc tiuws with the self-propelled 1t1axim111t1 spe<'.ds of respectively
120 km/Ii and DO km/h. Both Yd1ides are equipped with a swivdlillg raised working
platJorrn This is I,;-> Ill loug and l,G tll wide for tlw 1naiutc11a11n~ cm t_vpe HIOB and
:Z.0 111 long attd l A m wid<' l"01 t.lw rnaintcnaucP nu tvpe fFO.
l<'igtm' I 1.1D shows tli<' working rn11gl'. or t.h(' rnis<'d-swivl'lli 11g platJonns of hot h vehicles.
772 14 Erection and opera~~on
N N
N
b) N
0 0
N N
~ <XJ
~
~
~
~
<XJ
<D
-st-
~ ~-------~--~~~~r-r--1~
0 2 4 6 8 10 12 14m O 2 4 6 8 10 12 14m
Figure 14.29: Action radius of raised working platform for maintenance car type HIOB (a)
and maintenance car type IFO (b).
Figure 14.30: Overhead contact line installation vehicle type OMF 1 of DB.
A pantograph type WBL 85 with individually suspended contact strips is provided for
test purposes. The viewing cockpit permits the observation of the overhead contact
line and recording with a video camera.
The overhead contact line installation vehicle type OMF 1 of DB (Figure 14.30) is a
further vehicle for the installation, maintenance and repair of owrhead contact lines.
This vehicle reaches a maximum speed of 120 km/h. The cabin is designed on ergonomic
principles and ha.s 5 rn wide loading bavs 011 both sides, which permit pre-assembled
components to be loaded. The accessible roof platform is 8,9 m long and provides
storage space for ma.terial and tools d ming tlw installation of the OV()rhead contact
line. The working platform has a maximum raised height of 14,3 m and a lateral radius
of 12,9 u1, A working cradle~ for a r<)ach of 21 Ill above the top :,urface of the rail and a
maximum lateral extension of 18 mallows vvork to he perfonrnxl on systr.m components
that arr. difficult to reach ..A cra1w arm with a load moment of 2-10 MNm, which can
also he nsed to sd. poles, and a pantograph for ('.he<"king tlw co11tact liue geometrv,
773
.,.
Figure 14.31: Basic vehicle MTW 100.017 for the mechanised reconstruction of overhead
contact lines.
insulated for 25 kV and suited for earthing to the railway earth if necessary, complete
the equipment on this universal vehicle.
Messenger wire and contact wire replacement on railway lines with high traffic fre-
quencies is only possible with the aid of mechanised processes. The technolog, for the
removal and immediate renewal of the' contact line described in 14.2 requires the de-
ployment of the overhead contact line reconstr'U,ction train type lVIT\iV 100 017. Track
closure times of only 5,5 hours per contact line section are sufiicient if the work is wdl
organised. The installation train consists of two independent units, each with its own
drive, orw for the removal and the other for the installation of the overhead ccmtact
line. The first installation unit r<!mon's the droppers and nu1tilevers from horimntally
mobil(! working platforms located 011 the rnof of the installation wagon. Drn111 wagons
mil up the rucssenger wire and Llw contact wire. Tlw pre-assembled caut,il<'\ <~rs are
i11stallccl front tlw second 1rnit and aft.<'r the contact, ,vin\ and messenger wir<' is strung
with pn'-teusioning that mu lie adjust<~d hetw<'Cll 5 and 12 kN, the installation of the
droppers is c:0111pld<\d. F'lectro11ic tll<'as1m'11wut devices tra11s1nit tlw height. oft It<' work-
77-1 1-1 Erection and operation
ing platform for the installation of the cantilevers, and the longitudinal distance from
the last pole to the platform for the installation of the droppers. It is possible to travel
through the overhead contact line section at maximum line speed after completing the
installation work [14.21]. Figure 14.31 illustrates the basic vehicle type iVIT\,\/ 100.017.
ters. Graduated rnle, telescopic pole (Figure 14.32) and optical plv,rnb are simple devices
for the measurement of the contact wire height and stagger from the track, whereby
the latter measurement can be nnried out while the installation is energised.
Vehicles with rneasnn,ng panf;og'ro,7!11.s [1-L 22, 14. 23] assist the checks of the contact wire
height and stagger. Additional rneasming instruments [14.2'"1] permit the measurement
of the contact wire thickness and th11s the contact wire wear (see clause 9.4.:3). Contact
forces can be measured with mod<,rn '/IIC/1,su'l"i'IUJ mrs. Figure 14.:33 illustrates such a
vehicle as used by DB. Measuring pt i1H iples and design of the measuring pantograph
are described in detail in da11se (). .12. Fig11n, Ll.34 shows a thermol'?.swn ckuu:e for
measuring the v~mperatures of co1tdncting parts of tlw overhead conrnct line:.
only on th<, basis of tlw initial in,<'StttH'llt, hut nlso under considc1ation of t.lw Lota.I
exp<!11ditun! a.nd costs <~Xp!'<:i<~d dming its <'tltir<' lifot.ime. Th<~ cosh to he <~x1wd,(,d
---
14.8 Lifo cyd<~ C(H!sidera.tion 775
during the lifetime of a component are today lmo-wn as life cycle wsts (LCC). They
permit an integrated economic viability examination.
The physical, i.e. real expected service life of overhead contact lines for electric railways
is high compared to other equipment. \,Vhile the service life of ,ehic:les lies between 7
and 25 years, the physical service life of overhead contact lines can be estimated to
be between 20 and 70 years (clause 14.4). This long service life is an essential reason
why LCC examinations were not known in the past. The sen ice life of contact lines
is furthermore dependent upon the development of electrically hauled transport. It is
infiuencecl by the long-term line and speed development. These reasons also support
the view that overhead contact lines be anal.) sed more strictly in accordance with LCC.
The life cycle costs include
rnan'llfact'llri,1,g i'l1,vestme'f1,ts,
operating and opcrntor costs,
rnaintenance cost8 and
disposal costs (recycling).
The individual costs can be seen in Figme 14.35. Objectiv<' comparisons of merhead
contact lines are possible on the basis of life cycle costs. High qualit\ OV(\lh<'ad contact
lines that arc rnore <':Xp<'nsiv< to tw-rnufactm<' clisplav th(' b1 fat l ll<' low<'st lifr c_vcle
costs during system comparisons.
The contact wire is Lite W<\ar-iut.cnsivc <'lenient of an m<'th<'ad tout.act lin<'. whose
S(!t-vice life has a decisive iuflu<'t1C-<) upou the life cyclP costs. Tl\(' r:1,dw.nr1e of /,/Ii: co11.lad
win: under O(l(\tatioual couditious is associated with high costs Tll<' rnntact \\'ire wear
tlicrd<,rc lias great signifirn.11n' rm th<) !if<) cvde costs. Tl!(' 1clt i11g or tl1e condudm
776 1-1 Erp~tion an~l operation
Development Material
Manufacture
Design Installation
Energy
Operation
Network losses
Compensation-
equipment
Auxiliary loads
Staff
Staff
Maintenance
Material
Preventive maintenance,
Inspection, Vehicles & equipment
Corrective maintenance,
Repair Additional operative
worcoslsk
Steel
Disposal Metals Figure 14.35: Ele-
(recycling) Non-ferrous metals
ments of life cycle costs
Non-metals Concrete
for owrhead contact
Plastics
Ceramics
line systems on electric
Glass railwa:,.s.
cross sections influences the energy losses and the quality of the supplied voltage for
electric train operations.
High reliability and simple repair of the overhead contact line system after a distur-
bance is of fundamental importance for the maintenance cost. Overhead lines whose
components are durable and less sensiti,e to vandalism, electrical flashovers, atmo-
spheric affects, etc entail lower maintenance costs. They ,,ill he operational for a
longer period. It should also be taken into ac-count that failures c;:1.use not only repair
costs, but also a series of con,,<Jerru,ential costs such as train cleL--1.vs, loss of image and
passages, etc., which ca.nnot a.lways be e,aluated rnonetaril:,.
An examination of the dis7;osal costs of overhead contact li1ws is substantial. Consid-
erable costs can be saved by simple dismantling and reuse of O\'<'.rhead contact line
components and by utilising, th<'. remaining material value.
14 . 9 JfofcrPllCCS 777
14.9 References
L4.1 Fisclwr, n.; KidHi11g, F.: Frcil<~it.1mgeu, Pla11u11g, fforcd1111111g, A11sfiilu1111g (Ove1head
power lines, planning, analysis awl design). 4t;lt <\diti011. Springcr-Verlilg, B<Tliu, Ifoi-
ddbcrg, New York 199;3.
14.3 Bm:qwa:rdt, H.: Drnckschrift DS 4G2 Gnmdlagc cmcr sichercu Betriebsfiihrnug irn
Oberlcitungsnetz dcr Deutsche Bundesbahu (Basis uf a safe operntiou of Gennan Rail-
way's overhead contact. line network). In: Elektrischc Bah11c11 89(1991 )4. pp 106 to
113.
14.4 Weigler, H.: Widerstaud cks Bctons uud der Bewehrung ( Corrosion resistance of ccm-
cretc and reinforcement). In: Concn,J,e poles under the impact of weather. Cuuforeuce
of the German concrete and pre-fabricated concrete ind11stry e.V. Dannstadt 1994, pp.
59 to 80.
14.5 Kleingarn, J.-P.: Feuerverziuken vou Einzelteilen aus Stahl. Sti_ickverzinken ( Hot-clip
galvanizing of steel parts, galvanizing of individual parts). In: Information brochure
293 of the consulting organisation for use of steel and application of galvanizing.
14.6 DB: German railway directive 997 Overhead contact line (see appendix 1).
14.7 Becker, K.; Rescl1, U.; Rukwiccl, A.; Zweig, B.-W.: Lebensdauermodellierung \ 011 Ober-
leitungen (Modelling of lik: cycle of overhead contact lines). In: Elektrische I3almen
94(1996)11, pp. 329 to 336.
14.8 Becker, K.; Resch, U.; Rulnvied. A.; Zweig, 13.-W.: Das VerschlciHvcrhalten dc1 Hegel-
oberleitung Re 250 unter den Bedingungen des Hochgeschwindigkeit.sschienenvmkehrs
(Wear performance of the standard overhead contact line Re 250 under the conditions
of a high-speed rail traffic:). In: DET ClaHern Annalen 120(1996)G, pp. 24-1 to 2Gl.
14.9 Liebenmurn, H.: Teclmischc Vorziigc vou Tonerdeporzellan for clit) Zuvmli1ssigkcit. vmt
Hochspa1mungHisolatore11 (Tedmical advantages of aluminimu oxide porcdaiu 011 the
reliability of high-voltage i11Hulators). In: Keramische ZcitHchrift 47(1995)0. pp. 461 to
4G4.
14.10 \VoU: S.: Untcrsuchung zttr E11t.wickl11ng eincs Oberlcit11ng.s.stiit.zp1111kt('.S uluw Isola-
torcn (Development of an overhead rnntact; line supports without i11s11lators). Fac:h-
hodt.sclrnlc Wicsliad()ll, UJ!)(i. tlwsis for diplollta.
1112 Pw-;clrnw.1111, H.: En11it.t.l11ug dc\r J\us[;tllrat.c\ vo11 Fahrl<!itungen nud dUfw (Oc\termina-
tiou of th<! failmc\ rat.<~ or ov<~rhc\ad contact. liuc~s awl snlist.atious). HfV Dresden, 1974.
thesis for diplrnua..
H 1:3 Scl1111idt;, P.: E1H:rgic:v<'rsor,11u, ekkLrisd1cr 1311.l111c11 (Power supplv of dc:ctrica.l rail-
wn.ys). Vc~rlag trauspn:ss. Berlin, I 988.
141 '1 Wiisl;Jwfi; vV.: Bc!itrag z11111 Z11sa11u11<!11ha11g vo11 K11rnschl11Bbeansprnch1111g 1111d mittle-
rc,11 A11sfalla.bsta11d riir Elc:11w11tP des fbnptstromkreises einrn, Bahw'nergieversorgnngs-
systems mit Hi,7 Hz (Coutribntio11 011 the coutc,xt of short-circuit stress<!s and the mean
time betwec,n failun\ for cle11H!11Ls of th<! main cmrc\nt circuit. of a lG., H7, traction power
supply system). Dissnt.atiou thesis. HfV Dn:sdm1, 1977.
14.16 Hase, P.: Ein Beitrag zur Bestimmuug optimaler Instandhaltungsmethodeu fiir Bau-
gruppen von Kettenwerksfahrleituugen unter besouderer Beriicksichtigung von Elemen-
ten der Zuverliissigkeits- und Erneuernugstheorie ( Contribution on the determination of
optimum maintenance methods for components of overhead contact lines with specific
application ofreliability and refurbishment theory). Dissertation thesis, HfV "Friedrich
List" Dresden, 1979.
14.17 Koslow, B. A.; Uschakow, I. A.: Hanclbuch zur Berechnung der ZuverU-issigkeit fiir Inge-
nieure (Handbook on calculation of reliability for t~ngineers). Hanser-Verlag, Miinchen,
1979.
lL21 Thyle11, S.; L1111<ii11, L.: Ncuc ArlH:iLs!ll('f.ltod<:11 i11 Schweden (New constructi01t methods
in Sweden). In: Iutc:rnat.io11ales Verkel11swc)S<:11 l~l (1991)1/2.
14.24 Irsigler, J\/I.; Pe/;rovif;scl1, Fl.: Elcktrotcclmischer Mcsswagcn der Ost.crcichischc11 Butt-
clcsbahtt (Elc\drotcdmical mca.sming car of Austrian Federal Railway). In: Ekkt.rischc
Balmcn 94(1996)10, pp. :HO to :n4.
780 ______ 14 Erection and operation
Appendix 1:
Star1dards and regulations
Wind act.io11s
ENV 1993-1-1 1992 Euroc:oclc 3: Design of steel structures -- Part 1-1: Stc cl General 1uks
1
for buildings
EN ISO 9001 2000 Quality management systems Requirements (ISO 9001:2000)
EN 10002-1 2001 Metallic materials Tensile testing -- Part l: Met hod of test at ambient
t.emperatme
EN 10025 1993 Hot rolled ptoducts of uon-alloy structural steels; tedrnic:al cldivery con-
ditions
prEN 1997 Precast concrete masts and poles
EN 13306 2001 Mainte11ance terminology
EN 50082-2 1l 1995 Electromagnetic compatibility Generic immunity staudard Part 2: In-
dustrial environment
EN 50110-1 1996 Operation of electrical installations
EN 50110-2 1996 Operation of electrical installations (national annexes)
EN 50119 2001 Railway applications Fixed installations Electric traction overhead
contact lines
EN 50121-1 to 5 2000 Railway applications - Electromagnetic compatibility
EN 50122-1 1997 Railway applications Fixed installations - Part 1: Protective provisions
relating to electrical safety and earthing
EN 50122-2 1998 Railway applications Fixed installations Part 2: Protective provisions
against the effects of stray currents caused by cLc. traction systems
EN 50123-1 1995 Railway applications - Fixed installations - D.C switchgear - Part 1:
General
EN 50123-3 1995 Railway applications Fixed installations D.C. switchgear Part 3:
Indoor cLc. clisconnectors and switch-disconnect.ors
EN 50123-4 1991) Railway applications Fixed installations - D.C switchgear Part -!:
Out.door cl.c. in-line switch clisconnectors, disconnectors and d.c earthing
switches
EN 50123-5 1997 Railway applications - Fixed installations D.C switchgear Part 5:
Smge arresters and low voltage limiters for specific use in cl.c. systems
EN 50124-1 20()1 Railway applications -- Insulation coordination Part l: Basic require-
ments; Clearances and creepage distances for all electrical and electronic
equipment
EN 50124-2 2001 Railway applications Insulation coordination - Pait 2: Overvoltages
and r0lated protection
prEN 50125-2 1998 Bailway applications Fixed equipment -- Environmental conditions fot
c)c111ipment Part 2: Fixed installations
EN 50126 1999 Bailway applications- The specification and ckmonstratior1 of Rdiabilitv.
availability, maintainahilitv and safrt~ (RA!\IS)
p1ENV 50127-1 1996 Bailwav applications Guide to the specification of a guided transport
svstt'!Il Pmt 1: General
EN 50149 200 l Haihrny applirnt.io11s Fixc'd installations; Electric I ta<t ion Copper and
c:oppc1 -alloy grooved contact wires
pr EN ,r;o 151 2000 Haih1 a1 ;qiplirnt.ions Fix<'d installations: Electric 11,wl ion Sp<~cial
, <)cp1i1 <'111P11ts for compositP insulators
EN50152-1 J997 Hail way ,tpplicat.ions Fix<'d installations Pmticttlm n'quircmcnt, fm
;u s11 itcl1g<ia1 Pat I l Single phase c:irct1it-lmakci1s \Iii Ii U1n above
I k\
784 Appendix 1: Standar~l_sand regulations
DIN VDE 0115-3 1995 Railways Particular requirements for stationary installation
DIN VDE 0118-1 1990 Erection of electrical installations in mines - Part 1: General require-
ments
DIN VDE 0141 2000 Earthing system for special power installations with nominal voltages
above 1 kV
DIN VDE 0150 1983 Protection against corrosion due to stray currents of d.c. installation
DIN VDE 0210 1985 Planning and design of overhead power lines with rated voltages above
1 kV
DIN VDE 0216 1986 Fittings for overhead and conductor rail equipment; static mechanical
behaviour; requirements and testing
DIN VDE 0216-2 1992 Fittings for overhead and conductor rail equipment; electrical contact
behaviour of current-carrying fittings under normal operating condi-
tions (draJt)
DIN VDE 0228-1 1987 Proceedings in the case of interference on telecommunication installa-
tions by electric power installations; general
DIN VDE 0228-3 1988 Proceedings in the case of interference on telecommunication installa-
tions by electric power installations; interference by alternating current
traction systems
DIN VDE 0228-4 1987 Proceedings in the case of interference on telecommunication installa-
tions by electric power installations; interference by d.c. traction sys-
tems
DIN VDE 228-6 1992 Interference on information technology equipment electrical and mag-
netic fields in the frequency range from Oto 10 kHz (draft)
DIN VDE 0441-1 1985 Tests on insulators of organic material for systems with nominal alter-
nating voltages greater than 1000 V; tests on materials
DIN VDE 0441-2 1982 Tests on insulators of organic material for systems with nominal volt-
ages greater than 1000 V; tests on outdoor comosite insulators with
fibre glass core
DIN VDE 0441-100 1992 Tests of composite insulators for a.c. overhead lines with a nominal
voltage greater than 1000 V (draft)
DIN VDE 0670 Series A.C. switchgear and control gear for voltages above 1 kV
DIN VDE 0848 Series Safety in electrical, magnetic and electromagnetic fields
DIN VDE 0873-1 1982 i\!Ieasures against radio interference from electric utility plants and
electric traction systems; radio interference from systems of 10 kV and
above
800.01 Clearance gauge and track spacing, standard gauge with overhead contact lines
800.02 Design of railway installations; new lines
Al.6.1.3 The drawing collections of the DR-M, which still apply to existing
installations, encompass five sectors
21 and 22 : Railway traction energy supply, 16 2/3 Hz
23 : Railway traction energy supply, direct current railways
24 : Overhead contact lines for direct current railways
25 : Overhead contact lines for alternating current railways
26 : Maintenance of overhead contact lines for alternating current railways
This collection of drawings is subdivided into main groups and sub-groups, these being given serial
numbers.
DB 922 Measures carried out on contact. lines of the ()BB Ill mder to inn0.ase t.he pmrnit.ted
maximum speed to 200 km/h
DB 925 Contact lines of the OBB, development and basic principl<\S
DB 926 Contact lines of the OBB, planning directives
DB 927 Rules on the drafting of designs, construction and execution plans for overhead cont.a.ct
lines of the OBB
DB 926/4 Contact lines of the OBB, directives on the application of comprf'ssion and crimping
technology in overhead line construction
DB 929 Earthing equipment for installations of the OBB, excluding 50 Hz svsterns
DB 945 Execution drawings for standard OBB overhead contact lines
Volume 1 - overview drawings
Volume 2 - drawings of individual parts
(subdivided as stated in attachment)
BH 701 Conditions for tenders and special contract conditions of the OBB for the provision and
execution of building and construction work
BH 730 General provisions for contracts on blasting work
BH 906 Technical specifications for contact line switchgear remote controls (three-wire operation)
BH 906a Technical specifications for contact line switchgear remote controls (five-wire operation)
BH 910 Particular specifications (delivery conditions, acceptance conditions) for reinforced con-
crete poles for contact line installations and reinforced concrete supports for switchgear
BH 919 Regulations for services and material supplies for the construction of railway traction
energy supply cabling systems
BH 933 Particular specifications for the supply of tubes made of Al Zn 4,5 Mg 1 F 35 for can-
tilevers
BH 934 Particular specifications for the supply of grooved contact wires made of copper for OBB
overhead contact line installations
BH 935 Particular specifications for the supply of cylindrical wires and stranded cables of copper
or bronze for OBB overhead contact line installations
BH 937 Particular specifications for the supply of uncoated copper-clad steel wires and stranded
cables for overhead contact lines and energy supply lines of the OBB
BH 939 General technical regulations for the construction of standard OBB overhead contact
lines
AC Alternating Current
ACLR Automatic overhead contact line reclosing
ACLRT Automatic overhead contact line reverse voltage testing
ACLT Automatic overhead contact line testing
AEIF European Association for Railway Interoperability
AENS Automatic emergency neutral section
AL Additionel lenght
ASD Automatic synchronising device
AVE Alta Velocidad Espanola
b stagger of contact wire at support
BLS Bern-Lotschberg-Simplon Railway in Switzerland
BS Blade start
BS British Standard
C Converter
C Stagger at midspan
CA Catenary wire
CAD Computer aided design
CB Circuit breaker
CCITT Consultative Committee International Telegraph and Telephone
ccss Central converter substation
CENELEC European Committee for Electroteclmical Standardization
CIR-ELKE Computer integrated railroading to increase the performance of heavy-duty
network
CIR-NET Computer Integrated Railroading-Network
CLD Contact line disc:onnector
CP Coupling post
CP Caminhos de Ferro Portugueses
cw Contact wire
CWH Contact wire height
CWHcxist Contact wire height exist
DB Deutsche Bahn AG (Gu"man Railway)
DBD DB-directive
DC Direct Current
DCF77 Radio clock
DFL Low-duty driven probe
DIN Deutsche I1td11stricnorm
DMM Digital mcL<\r monitoring and procc~ssi11g
DMVT Digital met.er value transfer
DMVT Digital met.<\J valtH~ Lransfor
DH Dm1Lscl1<~ !1cid1slmlu1 (former East. Ccrnt,tll Railway)
792 _ _ _ _ _ ~J~pen~lix 2: Frequently used abbreviations
- - - - - - - - - - - - - - - - - - ----------------~=-
Ir1dex
AC current :n
25 kV 50 Hz substatiou 62 railway 629
50 Hz single-phase traction network lateral diRplacemcnf; 267
40 magnetic field 712
50 Hz traction power system 33 aluminium
telegraphy 59 -steel composite
acceleration conductor rail 125
due to gravity 220 rail 126
sensor 473 cantilever 182, 744
acceptance procedure 729 cast alloy 182
accessible voltage 621, 624, 628, 630 component 744
accident prevention training 740 composite conductor rail 127, 590
accumulation of ice 86 conductor 114
across track feeder 315 hinged cantilever 199
active protective measures 657 oxide porcelain 749
additional ambient temperatme 71, 582
ice load 235 ampacity 579
load 219 amplification
resistance 629 coefficient 450, 452, 490, 494, 508
adjustable height design 429 factor 471
adjustment amplitude-frequency spectrum 706, 707
diagram 301 anchor foundation 395
plan 311 angular frequency 518
work 735 annual mean load 565
aerodynamic anodic
coefficient of resistance 231 area 655
component of the force 4 75 current 653
contact force 92 reaction 657
correction 468 anti
drag factor 240 -climbing device 99
force 468, 485, 510 -symmetrical oscillation 451
resistance 92 apparent mass 501, 511
force 92 arc
uplift force 475 duration 467
wind pressme 343 quantity 467
ageing 741 suppression coil 47
of connectors 744 arcmg 511
aggressive dust 86 an)a used for installation lO~l
air gap section insulation 148 arithmetic mean !7G
airborne substance 86 articulated lorry 77
alloy containing silver 598 assessing the quality of current trattsmis-
alternating sion 4GG
796-- Index
standards in design and construction uplift 139, 442, 453, 484, 486, 508,
94 511
system vertical movement 484
design data 337 wear 72, 297, 482, 745, 758
model 456 zero position 283
to earth circuit 522 container terminal 432
with offset support droppers 119 contamination of insulators 86
with semi-inclined suspension 121 continuous
contact wire 109, 110, 112, 745 current 576
clip 188 loading diagram 566
cross-sectional areas 492 contrary flexure turnout 279
crossing 283, 285 control
displacement 465 and command system
examination 757 circuitry 691
exchange 775 installations 622
geometry 284 circuit breaker 57
gradient 75, 298 location 264
grip clamp 765 of disconnector 57
height 141, 287, 359, 756 system 57
mcrease 288, 427 convection speed 582
reduction 326 convenience power 87
initial position 467 conversion ratio 598
lateral converter station 57
offset 70 cooling time constant 5 78
position 140 copper
lowering 297 -clad steel
material 504 catenary wire 208
melting 91 contact wire 113
mirrored running surface 480 -clad wire 114
offset 241 -magnesium alloy 598
under wind load 242 alloy 113
position 70 aluminium alloy 182
at still air 757 correction rate 754
pre-sag 115, 142 corrective maintenance 759, 761
replacement 762 corros10n
splice 183 protection measure 71
connector 746 protection of steel components 743
stagger 140, 271, 301, 325, 483, 756 resistance 69
m curves 269 costs
support 160, 167 for maintenance 69
surface structure 507 for operation 69
tensile strength 598 coupling
test-stand 505 factor 646
thermal characteristic 607 impedance
thickness 480 per unit length 646
through track 286 inductance 525
touching 282 mechanism 704
800 Index
requirement 70 equivalent
resistance to power transmission 518 circuit diagram 539
sectioning 267 flux density 722
plan 264 radius 538
separation 72, 76, 300 span length 238
stress 219 track resistance 643
train operation 738 working load 372
electro-chemical erection 729
corrosion 653 principles 729
equivalent 654 ergodic hypothesis 566
series 742 Erlang-k distribution 753
electrode resistance 688 European standards on foundations 403
electrolytic evaluate the actual status 750
copper 114, 597 evaluation
tough-pitch 598 of measurement 479
electromagnetic field 673, 724 of quality variation 466
electromagnetical disturbance 517 even-order higher harmonics 707
electromechanical tensioning device 154 examination of the de-energised overhead
electronic contact line 757
analogue protection equipment 610 excavator 766
information processing 45 exceptional load 350
electrosmog 718 excitation vector 461
embedding depth 394 existing line 265
emissivity 581, 588 expansion
of a black body 581 gap 128
empirical failure rate 752 joint 72
energised expected absolute service life 746
pantograph 100 explanatory report 258, 335, 336
upper cross-span wire 205 explosive pile driver 766
energy exposed terrain 86
exchange 61 extent of soil investigations 384
generation 43 external
regeneration 540 impact 752
supply system 74, 157 inductance 523
transmission behaviour 51 7 extreme
engineering structure 296 ice load 86
environmental value 476
aspect 102 eye clip 186
disturbance 466
impact study 103 facing pole location 306
protection 69 failure
equation causes for contact lines 752
of motion of taut strings 459 rate 751, 755
of state change 237 Faraday's first law 654
equilibrium of forces at tlit~ nodes 460 fast high-cmrent protection GHi
equipment identifier 306 fatigue phenomena 744
equipotential bonding measure (i:30 fault
I
I
assumption 85
deflection of an overhead contact line
equipment 244
displacement 271, 287
load 219, 229, 342, 343, 353
per unit length 231
region 85
speed 247
,. stay 161
velocity 71
wiring 257
of points 277
withstand voltage 95
work in the electro-technical system 729
working inductance 522, 524
working range
of the collector head 89
of the panto'graph 90
of the tensioning equipment 254
workshop
area 664, 685
world co-ordinate system WGS 84 266
world record speed 210
for railway vehicles 508
wrought copper alloy 114
zig-zag 267
arrangement 112