SIEMENS - Contact Lines For Electric Railways

C t Lin f
I ti ii
Planning
Design
Implementation
\
Foreword
The publication of "Fahrleitungen elektrischer Balmen" in English gives the interna-

tional railway engineering community access to a work which, since its first edition in
1997, has achieved the status of a standard reference in German-speaking regions.
A contact line is an essential component of all electric railway traction energy supply
systems. It is the interface between fixed installations and moving energy consumers,
i. c. vehicles. The contact line designs must be adapted to the respective technical and
operational requirements of the different railway electrification systems, the diversity
of which has broadened considerably especially with the development of high-speed
railway traffic. A thorough analysis of these requirements and corresponding satisfac-
tory design measures are prerequisites for reliable and economical operation of contact
lines and of railways in general.
The structure and contents of this book reflect this systematic approach:
It contains a detailed description of all existing alternating--current and direct-
current systems, the basic requirements that these impose on contact lines and
the essential characteristics of the two basic designs: overhead contact lines and
contact rails. The interaction of current collectors and contact lines and the issue
of interference with railway-owned and third-party installations are dealt vvith in
special chapters.
The mechanical and the electrical parameters of contact lines, structural design
solutions, project planning, constrnction and operation, including maintenance,
are also discussed in detaiL
In addition, the lists of available relevant international, European and national stan-
dards, as well as the regulations of railway operators and railway associations included
in the appendix of the book are very useful. In this context, I would like to draw the
readers' attention to the evolving technical and operational harmonisation of European
railway companies spurred on by the EC directives on interoperability. In this process,
"Technical Standards for Interoperability" which establish binding rules on the essen-
tial parameters, have been drawn up inter alia for the energy supply sector, where
contact lines are dealt with specifically. The parameters, which are to be standardised
in this way, have to be chosen carefully, taking technical and economic factors into con-
sideration. I am very pleased to report that the compendium of knowledge provided
by this book, "Contact Lines of Elc\ctric Railways", was a great assistance in fulfilling
this task.
I would like to congratulate and thank the authors and publisher for their initiative by
offering this important work to tlwir professional colleagues all over the world
Paris, October 2001 Wcn1,er Breit;li'llfJ

Deputy Chief Exerntive, UlC, Paris
Preface to the first English edition
The first edition of "Fahrleitungen elektrischer Bahnen" (Contact Lines for Electric
Railways) was published in German in 1997 by B.G. Teubner-Verlag Stuttgart. The
first edition was out of print quickly, so a second, revised edition was published in 1999.
The co-authors of this book, Professor Dr. sc Anatoli Ignatjewitsch Gukow and Dr. sc.
Peter Schmidt, died unexpectedly in 1999 and 2000, respectively. Both had essential
roles in the production of the German edition.
There were no comparable works available and the book enjoyed wide distribution and
attracted great interest, even in non-German-speaking countries instigating the need
for translations in other languages.
Prior to the first English edition, substantial parts of the book were revised and adapted
to include international overhead contact line designs. The revisions were based on
international standards as published by IEC and EN.
Advice and comments from readers were also incorporated. More attention was paid to
50 Hz railways and local public transportation systems. New calculation methods, up-
to-date examples of completed electrification projects and recently developed overhead
contact line components have also been included.
The aims of the book are explained in the preface to the first edition, which also ap-
pears in this edition. The world-wide spread of high-speed railway systems, the need
to ensure inter operability and the expansion of local public traffic systems are inten-
sifying the demands made on electric railways, the qualifications of staff involved and
supporting documentation. So, this edition especially aims to describe the theoretical
principles underlying overhead contact lines and to offer possible solutions for their
application, whilst taking current international developments in this complex field into
consideration. At the same time, the book is intended as a co-operative contribution
with projects carried out in parts of the world where German is not spoken.
The authors would like to thank the Transportation Systems Electrification Depart-
ment of Siemens AG and especially the heads of this department, Dr. Werner Kruckow
and Peter Schraut, who supported the preparation of the English edition. Beat Furrer
of Furrer & Frey AG, Bern, Switzerland sponsored the preparation of the manuscript.
The authors also thank the publishing company for its excellent technical facilities.
Thanks are extended to Gernot Hirsinger for preparing the translation as well as
Bela Jozsa, Norm Grady, Terry \,Vilkinson, John Allan and Jan Liddicut from Mel-
bourne/ Australia, who edited the English version and ensured that the complicated
subject matter was understandable to English speaking readers. The authors thank
Dr. Wilhelm Baldauf of Deutsche Bahn AG and Dr. Egid Schneider at Siemens AG,
who supported them with contributions to certain sections of this revised edition, and
Michael Schwarz for desk top editing.
The authors hope this book will promote co-operation amongst colleagues working in
this field in as many countries as possible, and that it will contribntes to their mutual
technical understanding. They look forward to readers' comments and their advice on
the content and design of the book.
Erlangen, Septernhcr 2001 Friedrich K1,cj{lzng, Rainer Puschm,11,nn, A:i:el Schrm,eder
Preface to first German edition
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
a current collector width of 2,10 m.

The development and application experience of power electronics eventually opened the
way for the use of industrial frequency power supplies in railway systems. Therefore,
today completely new railway systems operate mainly on 50 or 60 Hz frequency and
25 kV power supplies. Approximately 25 years ago, railway energy supply entered a new
era, wherein the motor voltage became independent of the supply voltage. Since then,
advantageous three-phase current technology has been used for the traction motors and
a differing and convenient frequency and voltage system used for power transmission.
Due to these developments, the electric railway has progressed technologically to levels
almost utopian 20 years ago. Operating speeds have increased to 300 km/h and will
soon rise to 350 km/h. In 1988 the Intercity Express (ICE) train of the Deutsche
Bundesbahn (DB) reached a maximum speed of 407 km/h , surpassing for the first
time the 400 km/h mark on railway tracks. Later in 1990 the TGV-A of SNCF broke
the world record by reaching a speed of 515 km/h, untouched up to now. In both these
success stories, the decisive aspects were the reliable supply of high electric power
through the overhead contact lines and pantographs.
These developments in railway engineering ran parallel with increasing train speeds
and powers to be transferred to the trains. The progression of overhead contact lines
of German Railways (Deutsche Bahn) designed for speeds of 160 km/h, 200 km/h,
250 km/h and 330 km/h illustrate this.
In a railway energy supply system, the overhead contact lines serve not only as dis-
tribution lines but also as sliding contacts to the pantographs of the vehicles. They
must perform their duties reliably under extreme weather conditions up to the high-
est speeds. Stringent electrical and mechanical requirements are applied in order to
accommodate current flows of thousands of amperes through the contact points. The
numerous dynamic criteria gain importance as speed increases. The spatial separation
of supply and return current paths can result in various forms of interference to other
systems and risk to people. In contrast to other rail engineering components, the over-
head contact lines can not be designed redundantly because of technical and financial
considerations. This is why overhead contact lines play such a major role in determin-
ing the reliability of railway operation, particularly since often operation at the upper
limits of current transfer and speed has to be performed. Railway electricity supply
systems and overhead contact lines in particular, are major components of railway
systems and represent long-term economic assets involving large financial investments.
Thus expert design of contact line components, conscientious planning of each individ-
ual installation and careful erection using well developed and tested components are
essential. This, together with correct operation and maintenance will guarantee a long
and durable life for the installation.
As the technology developed, the literature expanded. In 1929 Haring dedicated one
special chapter to "Overhead contact lines" in his book "Elektrische Bahnen (Electric
railways)" for German readers. In 1938, Sachs discussed Overhead Contact Lines for
the first time in his book "Ortsfeste Anlagen der elektrischen Zugfoerderung (Fixed in-
stallations of electrical railway operation)". It addressed both dectrical and mcchauical
iwrspectives in detail and comprehensively. Later, in 1971 Siiherkriih dealt rnaillly with
Preface to first Gerrna11_e_di_ti_01_1_ _ 11
mechanical aspects of power transmission in his book "Technik der Bahnstromleitungen

(Engineering of overhead power lines for railways)". The VEM Handbook "Energiever-
sorgung elektrischer Bahnen (Power supply for electric railways)", published in 1975
also focused on electrical issues of power supply.
In "Oberleitungen fiir hochgespannten Einphasenwechselstrom in Deutschland, Oster-
reich und der Schweiz (Overhead contact lines for single-phase high-voltage alternating
current in Germany, Austria and Switzerland)", published by Schwach in 1985, the
evolution of 16,7 Hz overhead contact lines in Central Europe, was described. The
book is technically sound and is a rich source of information.
As running speed and electric power requirements have increased with high-speed rail
transport, overhead contact lines have had to perform to new standards which were
not significant at the time these books were written. The dominant importance of
the dynamic interaction of overhead contact lines and pantographs, the rating of the
systems for very large currents and those safety aspects resulting from high loads and
new types of superstructure need to be mentioned as does the reduction of energy
losses, corrosion-resistant and easy-to-maintain design, all of which play important
roles in regard of reducing costs for operation and maintenance.
These issues have encouraged the authors to present a current reference book on over-
head contact lines for electric railways, covering the basics of planning, design, con-
struction and operation . The book discusses the progress achieved in recent years in
understanding power transmission, including modern planning and design methods for
overhead contact lines. The book is a reference for planning and design of mechanical,
electrical and thermal aspects of contact line components and their implementation. It
is written for interested students, early career and experienced engineers from railway
companies and also contractors interested in the subject.
The restructuring of all technical standards used within the European Community also
has ramifications for overhead contact lines for electric railways. Although the restruc-
turing is well under way, it has yet to be completed fully. The book includes a summary
of all standards related to or concerned with overhead contact line installations, as at
July, 1997. Only those standards that are referrenced in the book have numbers in the
text. The reader can cross-reference the title of a respective standard from Appendix
1. Appendix 2 is a glossary of abbreviations used in the book.
This book was prepared with the kind support of the Transportation Group of Siemens
(
AG, Erlangen, the Institute for Electrical Transportation Systems at the Technical ' )
University of Dresden and the Institute of Railway Technology, Dresden Branch. The
authors thank the above organisations for their support, without which this book would
not have been possible.
The authors also wish to thank DL-Ing. K. lVIiiller, Dr.-Ing. A. Kontcha, DipL-Ing. R.
Seifert, Dipl.-Ing. M. Semrau and DipL-Ing. (FH) K Dollack for their contributions,
advice and suggestions for presentation of the subject. Dr. rer. nat. H. Worm assisted
with manuscript procluctiou attd provided many useful suggestions. The authors also
1 .
thank M. Schwarz and D. Sdilcg!, who prepared substantial portions of the manuscripts . (
for printing.
12 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.
Moskow, Erlangen, Dresden, A natoli lgnatjewitsch Gukow, Friedrich Kiej]ling,

September 1997 Rainer Puschmann, Axel Schmieder, Peter Schmidt
Contents
1 Traction power supply systems 31

1.1 Functions of traction power supply 31
1.2 Traction power supply networks . . . . . . . 31
1.2.l Types of traction power supply systems 31
1.2.2 Basic structure of the traction power supply 34
1. 2. 2 .1 Traction power generation . . 34
1.2.2.2 Traction power distribution . . . . . . 35
1.2.3 Direct current traction networks . . . . . 36
1.2.4 AC 16,7 Hz single-phase traction networks 37
1.2.4. l Traction power generation . . . . . . . 37
1.2-4.2 Types of 16,7 Hz traction power networks 38
1.2.5 50 Hz single-phase AC traction networks . . . 40 \
I
1.3 16,7 Hz traction power supply of the German Railway (DB) 43

1.3.1 Energy generation . . . . . . . . . . . . . . . . . . . 43
1.3.2 Energy transmission and contact line supply . . . . . 43
1.3.3 Standard 16,7 Hz substations of the German Railway 44
1.3.3.1 Function and types of standard substations 44
1.3.3.2 110 kV open air equipment 45
1.3.3.3 15 kV indoor equipment 48
1.3.3.4 Auxiliaries' supply . . . . . 50
1.3.3.5 Protection . . . . . . . . . 51
1.3.3.6 Supervisory control and data aquisition system (SCADA) 53
1.3.3.7 Buildings and supporting structures 56
1.3.4 Power system control . . . . . . . . . . . . . . . 57
1.3.4. l Development, functions and design . . . . . 57
l.3A.2 Local control units and remote control lines 58
l.3A.3 Remote control technology of the SCADA 59
1.3.4.4 Converters, remote control nodes and satellite control centres 60
13.4.5 Master control centres . . . . . . . . . . . . . . . . . . . . 60
1.3.4.6 Transmission control and network command centres .. . 61
1.4 AC 25 kV 50 Hz traction power supply of the j\1Iadricl-Se,ille line 61
1. 4.1 Line supply and connection . . . . . . . . . . . 61
1.4.2 Substations and thr.ir components . 63
1.5 DC 750 V traction pow<~r supply of the Ankaray underground railway system. 64
1.5.1 Linc snpply and switching .. 64
1.5.2 Substalions and cornponents. 65
l.G Reforcnc<'s 67
14 Contents
2 Requirements and specifications 69

2.1 Requirements on contact lines 69
2 .1.1 General . . . . . . . . . . 69
2.1.2 Mechanical Requirements 70
2.1.3 Electrical requirements . . 70
2.1.4 Environmental requirements . 71
2.1.5 Requirements of operation and maintenance 71
2.2 Requirements resulting from the track, line and operating conditions 72
2.2.1 Requirements and demands made on contact lines . 72
2.2.2 Operating requirements . . . . . . 72
2.2.2.l Main-line, long-distance traffic . . . . 72
2.2.2.2 Local-area traffic . . . . . . . . . . . . 74
2.2.3 Requirements due to track-related factors 75
2.2.3.1 Main-line, long-distance traffic . . . . 75
2.2.3.2 Urban and local-area traffic . . . . . . 76
2.2.4 Requirements due to the railway line location 76
2.2.4.1 Main line long-distance traffic . 76
2.2.4.2 Local-area traffic . . . . . . . . 77
2.2.5 Requirements relating to the gauge 77
2.2.5.1 Main-line long distance traffic . 77
2.2.5.2 Local-area traffic 80
2.3 Climatic conditions 83
2.3.1 Temperatures . . 83
2.3.2 Wind velocities . 84
2.3.3 Ice accumulation 86
2.3.4 Active substances in the air 86
2.3.5 Lightning voltage surges . . 86
2.4 Specifications due to the pantograph 87
2.4.1 Design and functions . . . . . . . 87
2.4.2 Properties of collector strips . . . 90
2.4.3 Contact forces between the pantograph and the overhead contact line 91
2.4.3.1 Basics for static contact force 91
2.4.3.2 Aerodynamic contact force . . 92
2.4.3.3 Dynamic contact force . . . . . 93
2.5 Specifications on reliability and safety 94
2.5.1 Standards . . . . . . . . 94
2.5.2 Loading and strength 94
2.5.3 Insulation co-ordination 95
2.5.4 Protection against electric shocks 97
2.5.4.1 General protect.ion against electric shocks 97
2.f>A.2 Protection against electric shocks by direct contact 98
2.5.4.3 Protection against electric shocks by indirect contact 99
2. 5.4.4 Protect.ion against dec-tric shocks caused by the 1rack potential 101
2 G Envinmnwnt.al compatibilitv . 10:2
Contents 15
2.6.1 General . . . . . . . . . . . . . . . . . . . . 102 I

I
! I
2.6.2 Environmental relevance of electric traction 102

2.6.3 Land Usage . . . . . . . . . 103
2.6.4 Nature and bird protection 103
2.6.5 Aesthetics . . . . . . . . . . 103
2.6.6 Electric and magnetic fields 104
2. 7 Physical characterisitics of materials in contact line installations 104
2 .8 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
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
~-- ---
4 Design of contact lines and cross-span equipment 135

4.1 Overhead contact line equipment . . . . . . . . 135
4.1.1 Basic design . . . . . . . . . . . . . . . . . . . . 135
4.1. 2 Selection of the overhead contact line design . . 137
4.1.3 Selection of conductor cross sections and tensile forces 138
4.1.4 Selection of span lengths . . . . . 139
4.1.5 Selection of system height . . . . 140
4.1.6 Design of contact lines in tunnels 141
4.1. 7 Adoption of contact wire pre-sag 142
4.1.8 Selection of dropper spacing . . . 142
4.1.9 Use of a stitch wire . . . . . . . . 14-3
4.1.10 Selection of tensioning section length 143
4.1.11 Design of connected and insulated overlaps . 148
4.1.12 Design of overhead contact line equipment and its components . 149
4.1.12.1 Configuration of overhead contact line equipment 149
4.1.12.2 Midpoint anchors . . . . . . . . 150
4.1.12.3 Automatic flexible tensioning-. 151
4.1.12.4 Fixed terminations . . 154
4.1.12.5 Dropper. . . . . . . . 155
4.1.12.6 Electrical connections 155
4.1.12.7 Electrical sectioning . 156
4.1.12.8 Design of neutral sections and phase separations 157
4.2 Cross-span equipment 159
4.2.1 Introduction 1-59
4.2.2 Hinged cantilevers 160
4.2.3 Cantilevers across several tracks . 164
4.2.4 Head-spans . . . . . 164
4.2.4.1 Application . . . . . . . . 164
4.2.4.2 Design principles . . . . . 165
4.2.4.3 Detailed structural design 166
4.2.5 Portal structures . . . . . . . 167
4.2.6 Contact line pull-offs . . . . . 169
4.2.7 Cross-span equipment in tunnels 169
4.3 Traction power lines . . . . . . . . . 169
4.3.1 Definitions . . . . . . . . . . . . 169
4.3.2 Routing and supporting of traction power lines 171
4.4 Signals for electric traction . . . . . . 172
4.5 Guards to prevent accidental contact 173
4.6 Components and elements . . . 173
4.6.1 Overhead line clisconnectors 173
4.6.2 Insulators . . 175
4.6.2.1 Purpose and loadings 17G
4.6.2.2 Insulating materials . 17G
4.G.2.3 Designs and applications l 7G
Contents 17
4.6.2.4 Electrical and mechanical rating 177

4.6.2.5 Sdection and application . 178
4.6.3 Clamps and connection fittings 180
4.6.3.1 Purpose and rating . . . . . 180
4.6.3.2 Materials . . . . . . . . . . 180
4.6.3.3 Overhead contact line equipment 183
4.6.3.4 Hinged tubular cantilever . . . . 185
4.6.3.5 Head span structure . . . . . . . 188
4. 7 Systemisation of the overhead contact lines and their components 190
4.8 Implemented contact line systems 192
4.8.1 Mass transit systems . . . . . . . 192
4.8.2 Main line systems . . . . . . . . 198
4.8.2.1 Overhead lines for DC 3 kV . 198
4.8.2.2 Overhead contact lines for AC 15 kV 16,7 Hz 202
4.8.2.3 Overhead contact line for AC 25 kV 50 Hz . 208
4.9 References . . . . . . . . . . . . . . . . . . . . . . . . 215
5 Calculations for overhead contact line equipment 219

5.1 Assumptions concerning loads and stresses 219
5.1.1 Basic principles . . . . . . . . . . . . 219
5.1.2 Dead loads . . . . . . . . . . . . . . . 219
5.1.3 Tensile forces and their components . . 221
5.1.3.1 Tensile forces acting on conductors and wires 221
5. 1.3.2 Components of the tensile forces acting on conductors 224
5.1.4 Wind loads 229
5.1.5 Ice loads . . . . . . . . . . . . . 231
5.2 Sag . . . . . . . . . . . . . . . . . . 232
5.2.1 Single trolley-type contact line 232
5.2.1.1 Supports at equal height .. 232
5.2.1.2 Supports at different heights 233
!
5.2.1.3 Catenary suspended contact lines . 234 I
I
5.3 Physical state change equations . . . . . . 236
5.4 Deflection due to wind . . . . . . . . . . . 240
5.4.1 Deflection due to wind on tangent track 240
5.4.2 Deflection due to wind and contact wire stagger in curves 241
5.4.2.1 Contact wire offset in still air . . . . . . . . . . . . . 241
5.4.2.2 Contact wire offset under wind load . . . . . . . . . . 242
5.4.3 Deflection of overhead contaet line equipment due to wind 243
5.5 Longitudinal spans and tensioning section lengths 247
5.5.1 Relevance of span and tension lengths 247
5.5.2 Maxinrnm possible spans . . . . . . . . 247
5.5.2.1 Significant p;-1rnmeters . . . . . . . 247
5.5.2.2 \\forking range of pantograph head 248
5.5 2.3 LaJ,<'.ral tt10\'()lll<'t1t. of the vehicle 248
I
18 Contents
5.5.2.4 Contact wire limit position with deflection by wind 250

5.5.2.5 Determination of longitudinal span lengths 252
5.5.3 Calculating tensioning section lengths ( tension lengths) 253
5.6 References . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
6 Planning of overhead contact line systems 257

6.1 Objective and process . . . . 257
6.2 Fundamentals and initial data 260
6.2.1 General . . . . . . . . . 260
6.2.2 Technical requirements . 260
6.2.3 Planning documents 260
6.2.3.1 Introduction 260
6.2.3.2 New lines .. 263
6.2.3.3 Existing lines 265
6.2.3.4 Alterations . 265
6.2.3.5 Tracks and topography 265
6.2.3.6 Circuit diagram . . . . 266
6.3 Contact wire stagger and horizontal forces 267
6.4 Determination of span lengths 273
6.5 Tensioning section lengths 274
6.6 Overlapping Sections . . . 276
6. 7 Contact line above points 277
6. 7.1 Introduction . . . . . 277
6.7.2 Designation and drawing of track points 277
6. 7.3 Principles of overhead contact line wiring at track points 281
6.7.4 Fitting-free area . . . . . . . . . . . . . . . . . . . . . . 281
6. 7.5 Arrangement of intersecting contact line wiring at points 282
6. 7.6 Definition of supports for crossing contact ,vires at track points 284
6. 7. 7 Height of contact wires in points area . 287
6.7.8 Example for point wiring 289
6. 7.9 Tangential point wiring 292
6.8 Route obstacles for wiring 294
6.8.1 General . . . . . . . . . 294
6.8.2 Points . . . . . . . . . . 295
6.8.3 Signals and signal visibility 295
6.8.4 Railway crossings . . . . . . 295
6.8.5 Engineering structures . . . 296
6.8.6 Electrical separations at stations and on open track 300
6.9 Layout plan . . . . . . . . . . . . . . 300
6.9.1 Objective and information . . . . 300
6.9.2 Overhead contact line system symbols 301
6.9.;3 Contact line equipment supports and pole locations . :301
6.9.4 Single poles . 30G
G. 0 :> Ifrad-span strnd,ures . 307
Contents 19
6.9.6 Multiple-track cantilevers 307

6.9. 7 Portals . . . . . . . . 307
6.9.8 Tunnel supports . . . . . 307
6.9.9 Electrical connections .. 307
6.9.10 Return current circuits and protective earthing 308
6.9.11 Signals for electric traction 311
6.9.12 Establishing layout plans . 311
6.10 Transverse profile diagram . . . 312
6.10.1 Objective and information . 312
6.10.2 Types of poles and their classification. 312
6.10.3 Pole geometry . . . . . . . . . . . . . . 315
6.10.4 Transverse switching lines, disconnectors on poles 315
6.10.5 Determination of pole lengths 315
6.10.6 Cantilevers . . . . . . . . . . 318
6.10.7 Pole and foundation selection 319
6.10.8 Head-span structures . 320
6.10.9 Portals . . . . . 323
6.11 Longitudinal profiles .. . 325
6.11.1 Contents . . . . . . . 325
6.11.2 Dropper arrangement 325
6.11.3 Contact wire height reductions 326
6.11.4 Traction power line longitudinal profile . 326
6.11.5 Minimum clearances to overhead lines and traction feeder lines 327
6.11.6 Traction power lines . . . . . 328
6.11.6.1 Introduction . . . . . . . 328
6.11.6.2 Line attachment to poles 328
6.11.6.3 Clearance verification .. 329
6.12 Project documentation . . . . . . 335
6.13 Computer supported configuration 336
6.13.1 Objectives . . . . . . . . 336
6.13.2 Structure and modules . 337
6.13.3 Data management . . . 337
6.13.4 Hardware and software . 339
6.13.5 Application 339
6.14 References . . . . . . . . . . 340
7 Cross-span structures, poles and foundations 341

7.1 Loading assumption 341 ,I
7.1.1 Introduction 341 I
7.1.2 PNmanent loads 341
7.1.3 Variable loads . 342 I
I
I,
7.1.3.1 General .. 342 I
7.1.3.2 Wind loads 342

7.L3.3 k<, loads 344 II I
'\
I
li"i
..
1-r
20 .. -- ------------------- -------------~C..c.con.tents
7.1.3.4 Simultaneous action of wind and ice . 345

7.1.4 Loadings due to erection and maintenance 345
7.2 Transverse support equipment and poles 345
7.2.1 Transverse support equipment, .. 345
7.2.1.1 Types of support equipment .. 345
7.2.1.2 Swivel cantilevers . . . . . . . . 345
7.2.1.3 Cantilever across several tracks 346
7.2.1.4 Flexible transverse support equipment 347
7.2.1.5 Portal structures 347
7.3 Poles . . . . . . . . . . 348
7.3.1 Types of poles 348
7.3.2 Loading assumptions 349
7.3.3 Structural design and materials 350
7.4 Rating of cross-span supports 352
7.4.1 Introduction . . . . . . . 352
7.4.2 Cantilevers . . . . . . . . 353
7.4.2.1 Loading and internal forces and moments 353
7.4.2.2 Rating based on Eurocodes .. . 355
7.4.3 Flexible cross-supporting structures . . . . . . 357
7.4.3.1 Introduction . . . . . . . . . . . . . . . . 357
7.4.3.2 Loading, internal forces and sag of head span wires 357
7.4.3.3 Height of installation, determination of pole lengths 359
7.4.3.4 Loadings and internal forces of cross-span wires . . . 360
7.4.3.5 Rating of head-span wires, cross-span wires and supports 360
7.4.4 Horizontal registration arrangements 361
7.5 Rating of poles . . . . . 363
7.5.1 Introduction 363
7.5.2 Determination of pole length 363
7.5.3 Loadings and internal forces and moments 363
7.5.4 Rating of cross sections 366
7.5.4.1 Introduction 366
7.5.4.2 Lattice steel poles . 366
7.5.4.3 Double channel poles . 369
7.5.4.4 H-beam poles .. 370
7.5.4.5 Steel reinforced concrete poles 372
7.5.4.6 Deflection 374
7.6 Subsoil . . . . . 376
7.6.2 Undisturbed soil 376
7.6.2.1 Classification 376
7.6.2.2 Non-cohesive, rolling soils 377
7.6.2.3 Cohesive soils . 377
7.6.2.4 Organic: soils 377
7 6.3 n.ock . 378
Contents
~ 21
= = - - - - - - - - - - -------- " " " - - - - - - - - - - - - - - - - - - - - - = =
7.6.4 Soil fill . . . . . . . . . . . . . . . . 378

7.6.5 Soil investigation . . . . . . . . . . 378
7.6.6 Methods of obtaining soil samples . 378
7.6.6.1 Introduction . . . . . . 378
7.6.6.2 Investigation boring .. 379
7.6.6.3 Investigation by probes 379
7.6.7 Probing . . . . . . . . . . . 380
7.6.7.1 Introduction . . . . . . 380
7.6.7.2 Driven probes in accordance with DIN 4094 380
7.6.7.3 Standard Penetration Test. 381
7.6.8 Evaluation of soil investigation 381
7.6.9 Soil characteristics . 382
7.6.10 Practical application 382
7.7 Foundations . . . . . . . 385
7.7.1 Basis of design .. . 385
7.7.2 Block foundations without steps. 385
7.7.3 Block foundations with steps 388
7. 7.4 Driven pile foundations 391
7.7.5 Anchor foundations. 395
7.8 Example . . . . . . . . . . . 397
7.8.1 Data of contact line .. 397
7.8.2 Design according to recent European standards 398
7.8.2.1 Loadings . . . 398
7.8.2.2 Design of pole 399
7.8.2.3 Cantilever . 401
7.8.3 Foundation 403
7.9 References . . . . . 405
8 Contact line designs for special applications 409

8.1 Introduction . . . . . . . . 409
8.2 Maintenance installations . . . . . . . . . 409
8.3 Tunnel seals . . . . . . . . . . . . . . . . 411
8.4 Separation between electrification systems 412
8.4.1 Introduction . . . . . . . . . . . . . . 412
8.4.2 System separation sections on open lines 412
8.4.3 Stations with two power supply systems 414
8.5 Movable bridges . . . . . 415
8,5.2 Contact line design . 416
8.5.2.1 Folding bridges . 416
8.5 . 2.2 Swivelling bridges 418
8.5 . 2_.3 Lifting bridges .. 420
8.5.3 Electrical connections a.nd signalling 422
8.6 Lr~vel <'rossings of lines fod by differing power supply systems 423
22- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Contents
- -
8.6.1 Crossing between mainline railways and tramways . 423

8.6.2 Crossings between light-rail and trolley bus lines 424
8. 7 Contact line design above level crossings . . . . . . . . 426
8.7.1 Arrangements for standard height transports 426
8. 7.2 Arrangements for oversize transports with permanently increased con-
tact wire heights . . . . . . . . . . . . . . . . . . . . . . 427
8. 7.3 Arrangement of gaps within the overhead contact line . . 428
8. 7.4 Temporary lifting of contact line by movable cantilevers 429
8.7.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 429
8.7.5 Temporary lifting or removing of the contact lines by manual procedures431
8.8 Container terminals, loading and checking tracks, railway lines in mines . 432
8.8.1 Swiveling contact lines . . . . . . . . . . . . . . . . . . . . . . . 432
8.8.2 Circuit diagrams for loading and checking tracks . . . . . . . . 433
8.8.3 Swivelling stopes and laterally arranged overhead contact lines . 434
8.9 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436
9 Interaction of pantographs and overhead contact lines 439

9.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . 439
9.2 Technical principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 439
9.2.1 Propagation of transversal impulses along the length of a contact wire
under tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 439
9.2.2 Behaviour of the taut contact wire when subjected to a constant force
applied at a point moving along it . . . . . . . . . . . . . . . . . . . . 441
9.2.3 Contact wire uplift at high speeds . . . . . . . . . . . . . . . . . . . . 442
9.2.4 How a concentrated mass reflects transversal impulses travelling along
a contact wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445
9.2.5 How a dropper reflects transversal impulses travelling along a contact
wire . . . . . . . . . . . . . . . . . . . . . . . . 447
9.2.6 Doppler factor . . . . . . . . . . . . . . . . . . . . . . . . . . . 449
9.2.7 Natural frequencies of an overhead contact line . . . . . . . . . 451
9.2.8 Dynamic characteristics of typical overhead contact line designs 451
9.3 Simulation of interaction of overhead contact lines and pantographs 453
9.3.1 Purpose and objectives . . . . . . 453
9.3.2 Model ofthe pantograph system 454
9.3.3 Contact line system models . . . 456
9.3.3.1 Basic considerations . . . . . 456
9.3.3.2 Modelling with the aid of the finite-element method [0.16] 457
9.3.3.3 Analytical solution in the frequency area [0.1-!] . . . . . . 457
9.3.3.4 l'viethocl using frequency-dependent finite elements . . . . 457
9 3 3.5 J\iioclelling on the basis of d'Alambert's wave equations [0.5] 458
~L~J .. J Overhead contact line installation models using frequency-dependent
finite elements . . . . . . . . . . 458
D.:3A. l fviathematic:al description . . . . . . . 458
C)_:1 1 2 Natmal frequ<'llCV ndrnlation cxan1ple 162
0
(
...C.C-"-o=nt=--=e=nt=s_ _ _ _ _ _ _ _ _ _ _ _ _ ,,,__,__, _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ___:c2~3
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
10 Currents and voltages in traction power supply networks 517

10.1 Introduction . . . . , . . . . . 517
10.2 Electrical characteristics of corit.aJt li11es 517
24 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Contents
-----
10.2.1 Basic relations . 517

10.2.2 Impedances . . . 518
10.2.2.1 Components 518
10.2.2.2 Resistance per unit length . 519
10.2.2.3 Inductance per unit length 522
10.2.2.4 Impedance per unit length. 525
10.2.2.5 Measuring the impedances of contact lines . 526
10.2.2.6 Calculated and measured impedances per unit length - comparisons 530
10.2.3 Track-to-earth leakance per unit length . 534
10.2.4 Capacitances per unit length . . . . . 536
10.3 Voltage regulation in contact line networks -538
10.3.1 basic requirements . . . . 538
10.3.2 Basic principles . . . . . . 539
10.3.3 Voltage drop calculations 541
10.3.3.1 Introduction . . 541
10.3.3.2 Single-end feed . . . . 541
10.3.3.3 Double-end feed . . . 543
10.3.4 Other calculation algorithms 546
10.4 Operating currents . . . . . . . . 548
10.4.1 General . . . . . . . . . . . . 548
10.4.2 Traction currents of traction units 548
10.4.3 Currents in a contact line section 548
10.4.3.1 basic considerations . . . . . . 548
10.4.3.2 General-purpose railway lines . 549
10.4.3.3 High-speed and heavy-traffic railway lines 551
10.5 Contact line circuits . . . . . . . . . . . . . . 552
10.5.1 Basic requirements on contact line circuits . . 552
10.5.2 Ba.sic types of circuits . . . . . . . . . . . . . 553
10.5.3 Contact line installation circuits used by the German railways, DB 555
10.5.4 Disconnect.ors 560
10. 6 References . . . . . . . . . . . . . . . . . . . . . . . . . . . 560
11 Current-carrying capacity and protective provisions 563

11.1 Current-carrying capacity of electric traction contact lines 563
11.1.1 Electric traction power load . . 563
11.1.1.1 Power requirements . . . . . . . . . . . 563
11.1.1. 2 Railways for general traffic . . . . . . . 563
11.1.1.3 High-speed and heavy-duty railway lines 569
11.1.1.4 Short-circuit loads . . 571
11.1. 2 Current-carrying capacity . . . . . . . . . . 576
11.1.2_1 Introduction . _. . . . . . . . . 576
11.1.2.2 Differential equation describing the heating of contact wires 576
11. 1.:3 Current capacity in case of varying operational currents :i77
L1 1 :3. L Differential equation of contact line heating . :i77
Contents __ 25
11.1.3.2 Parameters affecting the current-carrying capacity of a conductor . 579

11. 1.3.3 Current-carrying capacity of individual contact wires or conductors 585
11.1.3.4 Current-carrying capacity of overhead contact lines . . . . . 586
11.1.3.5 Current-carrying capacity of conductor rails . . . . . . . . . 588
11.1.3.6 Short-term current-carrying capacity and reference strength 589
11.1.3.7 Short-circuit current-carrying capacity 590
11.1.3.8 Fusing current . . . . . 592
11.1.4 Thermal design calculations . . . . . . . . 593
11.1.4.1 Maximum principle . . . . . . . . . . 593
11.1.4.2 Matching load and current-carrying capacity characteristics 593
11.2 Effect of the temperature on contact wire characteristics 595
11.2.1 Introduction . . . . . . . . . . . . . . . 595
11.2.2 Metallurgical principles . . . . . . . . . . . . . . . . 596
11.2.3 Effect of heating on the tensile strength . . . . . . . 598
11.2.4 Effect of exposure to increased heat on tensile strength 600
11.2.5 Heating and reduction of contact wire tensile strength at locations sub-
ject to increased wear and at connection terminals . . . . . . . . . . . 603
11.2.6 The tensile strength of contact wires at the contact wire collector strip
interface . . . . . . . . . . . . . . . . . 605
11. 2. 7 Conclusions . . . . . . . . . . . . . . . . . . . . . 607
11.3 Contact line protection and fault location . . . . . . 608
11.3.1 Purpose of protective provisions for contact lines 608
11.3.2 Protective provisions for overhea<l contact lines use<l by the DB 610
11.3.3 Fault localisation 615
11.4 References . . . . . . . . . . . . . . . . 61 7
12 Current return circuit and earthing 621

12.1 Introduction . . . . . . 621
12.2 Terms and Definitions 622
12.2.2 Earth . . . . . . . 622
12.2.3 Earth electrode . . 623
12.2.4 Soil resistivity and resistance to earth 623
12.2.5 Structure earth, tunnel earth, traction system earth . 623
12.2.6 Earth potential and rail potential 624
12.2.7 Touch voltage . . . . . . . . . . . . . . . . . . . . 624
12.2.8 Accessible voltage . . . . . . . . . . . . . . . . . 624
12.2.9 Overhead contact line zone and pantograph zone 625
12.2.lORetmn circuit. 625
12.2.11 Stray Current . 625
12.3 Basic principles . . 626
12.3.1 Return circuit . 626
12.3.2 Ra.ii potentials 630
12.3.2.1 Gell(~ra.l a.srwcts 630
26 Contents
12.3.2.2 Track-to-earth voltage in operational conditions .. 632

12.3.2.3 Track-to-earth voltage in the case of short circuits 634
12.3.3 Safety . . . . . . . . . . 635
12.3.4 Security . . . . . . . . . . . . . . . . . . . . . . . . . . 635
12.3.5 Stray current corrosion . . . . . . . . . . . . . . . . . . 636
12.3.6 Common features of and differences between AC and DC railways 636
12.3. 7 Measurements . . . . . . . . . . 638
12.4 Earth as a conductor . . . . . . . . 638
12.4.1 Soil resistivity and conductivity 638
12.4.2 Track-earth circuit . . . . . . . 640
12.4.2.1 General . . . . . . . . . . . 640
12.4.2.2 Track-earth circuit of DC systems 641
12.4.2.3 Track-earth circuit of AC systems 643
12.4.3 Earth electrodes in the vicinity of railways 647
12.4.3.1 Earth resistance of electrodes and pole earthing 647
12.4.3.2 Effective leakance per unit length . . . . . . . . 650
12.5 Direct-current traction systems . . . . . . . . . . . . . 650
12.5.1 Design of the return circuit and earthing installations . 650
12.5.2 Safety of persons . . . . . . . . . . . . . . . . . . . 652
12.5.3 Stray current protection . . . . . . . . . . . . . . . 653
12.5.3.1 General information on stray current corrosion 653
12.5.3.2 Effect of the polarity . . . . . . . . . . . . . . . 656
12.5.3.3 Protective measures against stray current corrosion 657
12.5.4 Stray current collecting nets . . . . . . . . . . . . . . . 659
12.5.5 Design of DC installations with respect to return circuit and earthing 660
12.5.5.1 Basic recommendations . . . . . . . . . . . . . . . . 660
12.5.5.2 Railway-owned earthing systems . . . . . . . . . . . 661
12.5.5.3 Earthing measures for the three-phase power supply 662
12.5.5.4 Traction substations . . . 662
12.5.5.5 Line sections in the open . . . . . . . . . . . . 663
12.5.5.6 Passenger stations . . . . . . . . . . . . . . . . 664
12. 5. 5. 7 Signalling and telecommunications installations 664
12.5.5.8 Depot and workshop area 664
12.5.5.9 Tunnels . . . . . . . . . . . . . . . 666
12.5.5.10 Lightning protection . . . . . . . . 668
12.5.5.11 Third party earthing installations . 668
12.5.5.12 Construction of DC earthing installations and provisions 669
12.5.5.13 Verification measurements . . . . . . . . . . . . 669
12.5.6 Practical experience with the Ankaray LRT system 669
12.5.6.1 Description of the project . . . . . . . . 669
12.5.6.2 Measurement of the resistance to earth . 670
12.5.6.3 Measurement of mil potentials . . . . . 670
12.!:i,6.4 Test of rail insulation . . . . . . . 670
lLS.G.I:i Measurement of the potential between strnctme earth and earth 670
Contents 27
12.5.6.6 Current through short-circuiting devices in the stations . 671

12.5. 7 Maintenance . . . . . . . . . . . 671
12.5.8 Concluding recommendations . . . . . . . . . . . . . . 672
12.6 Alternating current traction systems . . . . . . . . . . . . 672
12.6.1 Design of the return circuit and earthing installations . 672
12.6.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . 672
12.6.1.2 Current return through rails and earth buried return conductors 673
12.6.1.3 Parallel return conductors 674
12.6.1.4 Auto-transformers . . . . . . . . . . . . . . . . . . . 676
12.6.1.5 Booster transformers . . . . . . . . . . . . . . . . . . 677
12.6.2 Requirements of return circuit and earthing installations 677
12.6.2.1 Personal safety .. 677
12.6.2.2 Interference . . . . 680
12.6.3 Design of installations 680
12.6.3.1 Return circuit .. 680
12.6.3.2 Substations and stations . 682
12.6.3.3 At-grade sections . 683
\}
12.6.3.4 Tunnel sections . . . . . . 683
12.6.3.5 Viaducts . . . . . . . . . 685
12.6.3.6 Depot and workshop area 685
12.6.3.7 Signalling and telecommunications systems 686
12.6.3.8 Third-party installations . 686
12.6.3.9 Lightning protection . . . . 687
12.6.3.10 Implementation . . . . . . . 688
12.6.3.11 Verification measurements . 688
12.6.4 Return current conductors and earthing systems used by the DB 689
12.6.4.1 Track and rail bonds . . . . . . . . . . . . . . . . . . . . . . . 689
12.6.4.2 Track release circuits, traction return current path and traction earthG91
12.6.4.3 Traction system earth connections of concrete structures 693
12.6.5 Current return and earthing for the Madrid-Seville AC 25 kV high-
speed line . . . . . . . . . . . 694
12.6.6 Concluding recommendations G97
12.7 References . . . . . . . . . . . . . 698
13 Electric traction contact lines as emitters of electromagnetic distur-

bance 703
13.1 Introduction . . . . . . . 703
13.2 Coupling mechanisms .. 704
13.3 Interference p,uameters . 704
13.3.1 Overview . . . 704
13.3.2 Operating currents and short-circuit currents 705
13.3.3 Higher harmonics . 706
13.3.3.1 G(\neral . 706
13.3.3.2 Single-phase AC ra,ilwa_,s 706
28 Contents
13.3.3.3 Direct-current railways . . . . . . . . 710

13.4 Interference due to single-phase AC railways 711
13.4.1 Introduction . . . . . 711
13.4.2 Galvanic interference . 711
13.4.3 Inductive interference 712
13.4.4 Capacitive interference 717
13.5 Electric and magnetic fields in the vicinity of traction contact lines 718
13.5.1 Basics . . . . . . . . . . . . . . . . . . . . . . . . 718
13.5.2 Effects of electromagnetic fields on human beings 718
13.5.3 Effect of fields on equipment . . . . . . . . . . . 719
13.5.3.1 Effects in general . . . . . . . . . . . . . . . . 719
13.5.3.2 Persons with implanted cardiac pacemakers . 722
13.5.3.3 Information technology and electronic data processing equipment 722
13.5.3.4 Electric railways as sources of radio-frequency interference 722
13.6 Conclusions 724
13. 7 References . . . . . . . . 725
14 Erection and operation 729

14.1 Basic definitions 729
14.2 Erection . . . . . . . . . 729
14.2.1 Principles . . . . . . 729
14.2.2 Production and testing standards for components 729
14.2.3 Construction and assembly work . . . 731
14.2.3.1 Introduction . . . . . . . . . . . . . . . . . . 731
14.2.3.2 Foundation and pole setting work . . . . . . . 732
14.2.3.3 Erection and adjustment of the overhead line supports and contact
lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 733
14.2.3.4 Installation of section insulators, cross-over contact lines, traction
power supply lines and railway earthings . 736
14.2.4 Acceptance and commissioning . 737
14.3 Operate . . . . . . . . . . . . . . . . . . . . . . . 737
14.3.1 Training and instruction of staff . . . . . . . . 737
14.3.2 Electrotechnical conduct standards and service guidelines . 738
14.3.3 Switching . . . . . . . . . . . . . . 739
14.3.4 Irregularities and their recognition 741
14.4 Wear and ageing . . . . . . . . . . 741
14.4.1 Classification of components . . . . 741
14.4.2 Concrete poles and foundations . . 742
14.4.3 Steel poles, cantilevers and other support structures . 743
14.4.4 Traction power supply lines, messenger wires, droppers and connectors 7-14
14.4.5 Contact wires . . . . . . . . . . . . . 745
14.4.6 Insulators . . . . . . . . . . . . . . 717
14.4.7 Disconncctors and ~ectiou insulators 7-19
l LG Mait1tc'rn1.11ce .
0
700
29
14.5.1 Scop<\ of maintance . 750

14.5.2 Reliability . . . . . . 750
14.5.3 Diagnostics .. 755
14.5.4 Statistical recording and analysis of faults 759
14.5.5 Corrective maintenance 761
14.6 Recycling and disposal . . . . . . . . . . . . . 762
14.6.1 Dismantling . . . . . . . . . . . . . . . . . 762
14.6.2 Suitable preparation and disposal of materials for recycling . 763
14. 7 Equipment for installation and maintenance 763
14.7.1 Tools and equipment . . . . . . . . . 763
14.7.2 Special vehicles . . . . . . . . . . . . 766
14.7.3 Measuring and diagnostic equipment 774
14.8 Life cycle consideration . 774
14.9 References . . . . . . . . . . . . . . . . . 777
Appendix 1: Standards and regulations 781
Appendix 2: Frequently used abbreviations 791
Index 795
1 Traction power supply systems
1.1 Functions of traction power supply

Electric traction has the function of safely transporting people and/or goods with the
aid of electrified traction lines. The objective of the traction power supply is to ensure
uninterrupted, reliable and safe operation of the electric traction vehicle.
Under the technical aspect the traction power supply comprises the total of the fixed
installations of the electric traction system [1.1, 1.2).
The traction power supply is subdivided into traction power generation, traction power
transmission, traction power feeding and traction power collection by mobile electric
traction vehicles [1.3, 1.4].
In German Railway (DB), the traction power is supplied by AC 110 kV 16,7 Hz trans-
mission lines as part of the traction power supply grid and the traction power distri-
bution is performed by the traction power substations and overhead contact lines.
The supply of mobile consumers through contact lines represents the significant differ-
ence between electric traction systems and the public grid.
All traction power supply installations have to be designed, constructed and operated
so that all previously mentioned general requirements can be fulfilled.
This book is dedicated to contact lines which form the traction power feeding system.
Contact line systems are subdivided into overhead contact line installations, third rail
installations and overhead conductor rail installations.
To comply with the requirements for reliable operation of electric traction, the following
criteria are applicable, particularly with regard to contact lines:
The provision of uninterrupted traction power at the pantographs of the traction
vehicles.
- The ability of the railway network to continuously absorb regenerated braking
energy.
- Compliance with specified and standardised quality parameters for the voltages
available at the pantographs of electric traction vehicles.
In addition to these requirements, consideration must be given to the fact that, the
electrical loads on traction systems differ from the loads on the public energy supply
grid because they are not only heavily dependent on time but also continuously varying
in location of consumption.
1.2 'Traction power supply networks

1.2.1 Types of traction power supply systems
Electricity powers the process of transportatio1t. When referring, to electricity, the
term electn.cal enc1:r;y is usually applied throughout this book. \\'heu electricit.\ is
32 1 Traction power supply systems
- DC3000V
DC 1500 V or less
~ AC50Hz
~ AC16,7Hz
Figure 1.1: Traction power systems for mainline railways in Europe'.
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
Table 1.1: European voltage systems of electric railways according to

EN 50163
Type of power supply Un Urnin2 Umin I Umaxl Umax2 Unrnx3
V V V V V V
DC 600 V 600 400 720 770 1015
DC 750 V 750 500 900 950 1269
DC 1,5 kV 1500 1000 1800 1950 2538
DC 3,0 kV 3000 2000 3600 3900 5075
AC 15kV 16,7 Hz 15000 11000 12000 17250 18000 24311
AC 25kV 50 Hz 25000 17500 19000 27500 29000 38 746
Un nominal voltage
Umin! lowest permanent voltage
Umin2 lowest non-permanent voltage, maximum duration 10 min
Umaxl highest permanent voltage
Urnax2 highest non-permanent voltage, maximum duration 5 min
Umax3 low-term overvoltage with a duration more than 20 ms
These problems could not be solved satisfactorily at that time.

In Germany, the development efforts, led to single-phase AC supply with a frequency
of 50 Hz/3 = 16,7 Hz, where the electrical energy is generated and distributed as single
phase in a separate railway high-voltage network. Three German traction administra-
tions introduced this type of traction power during the years 1912/1913. The system
was also adopted by Austria, Switzerland, Norway and Sweden. This electricity system
using single-phase AC 16,7 Hz has proven to be particularly powerful and effective for
the electrical power supply of high-speed and high-capacity traffic.
Figure 1.1 shows the traction power systems used for mainline railways in Europe.
Initial experience with an AC 50 Hz traction power system was gained at the Hollental-
bahn in Germany in approximately 1940.
Due to the enormous progress made in the field of power electronics, AC 25 kV 50 Hz
traction power is the type of electricity currently preferred in countries now starting
to electrify their railways.
These three, currently adopted frequencies in electric traction have different nominal
voltages depending on their intended purposes. These nominal voltages and the per-
missible deviations from the nominal values are listed in Table 1.1.
At the end of 1997, the length of the electrified long-distance traction lines ,vas over
182 000 km world-wide and was made up a~ follows:
DC 1,5 kV, approximately 20 000 km, 11 % of total,
DC 3 kV, approximately 70000 km, 38 % of total,
AC 16, 7 Hz 15 kV, 33 000 km, 18 % of total and
AC 50 Hz 25 kV, approximately 60 000 km, 33 % of total.
For urban mass transit installations, mainly DC 600 V, 750 V, 1200 V or 1500 V are
still in use.
i1
Traction power plant
~d~-L.._~
(------,-----t-- AC 3-50 Hz, 380/220 kV gric1
Traction power
./ _ _ _ _ _ _ _ _ . L . . . . - ~ t - - - - , - ~ ~ ~ generation
110 kV grid .) 110 kV grid
~
( 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
1 Decentralised Traction power :

Substation converter I
distribution I
(50 Hz) station I
I
(16,7 Hz) ---1
Contact line Traction power feeding :
and collection by
Runnin rail
mobile consumers
DC railway Traction power Decentralised Central

supply 50 Hz power supply power supply
at 16,7 Hz at 16,7 Hz
Figure 1.2: Structure of the traction power supply systems [1.4].
1.2.2 Basic structure of the traction power supply

1.2.2.1 Traction power generation
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
Traction substation Rectifier Decentralised ro- (Decentralised) Switching post (SP)

single-phase AC substation tating converter static converter coupling post (CP)
tractions (SS) (RSS) station (DRCS) station (DSCS)
Supply of the contact line network through bus bars and circuit breakers
Figure 1.3: Types of substations used in traction power supply.
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.
1.2.2.2 Traction power distribution
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
Line to A Line from C
Feeding sections
Line from A Line to C
Feeding sections
Direction of feeding A Direction of feedin C
Section supplied by SS "B"
Figure 1.4: Mainline section supplied by a substation.
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.
1.2.3 Direct current traction networks

Today, on a global scale over half of all electric railways adopt direct cu,rrent f;rnctwn.
In mass transit systems, maximum nominal voltages of up to 1500 V are used because
of the potential danger by higher voltages. The mu::;L common voltages are 750 V
and 600 V. The distance between substations varies frurn 1,5 to 6 km, On some long-
distance, DC 1500 V and DC 3000 V ra.ihrn,s the substation spacing can be up to 20 km.
Tlw poW(!r ratiug of direct <urr<~nt. substMions ,ari<'s fl (>111 J to 2 j\[\\' for trn.11t\\'cWS
1.2 Traction power supply networks 37
Rectifier substation
Direct current switching substation

Medium-voltage Rectifier
Contact line terminal neturn line
switching substation
+ 825 V
+(660 V)
3-~ 50 Hz 20 kV
I I Ground level
I- I-
cable distribution
boxes
Negative Positive
terminal
from
public grid lo contact line
(two feeders)
Figure 1.5: Direct current traction power supply system of a tramway.
and up to 10 MW in mass transport and main line systems.

The three-phase voltage supplied from the three-phase public grid is converted at the
rectifier substation into direct current at the nominal voltage of the contact line net-
work. Previously, six-pulse current transformers were used but now, mainly twelve-pulse
transformers are used for rectifiers. The switching components in rectifier substations
are turnkey units usually designed for load class VI to EN 60146-1-3. Figure 1.5 shows
the basic design of a direct current traction supply of a tramway. In the design and
operation of direct current railways, special attention has to be paid to the problems
of traction current return to minimise the hazard of stray current corrosion. These
problems are addressed separately in clause 12.4.1.
1.2.4 AC 16, 7 Hz single-phase traction networks

1.2.4.1 'fraction power generation
Single-phase AC with the special frequency of 16, 7 Hz is generated by special single-

phase generators. The physical relationship f = p n exists between thr. frequency .f,
number of pole pairs p and revolutions n of a generator. The lowest possible number
of pole pairs is 1. Therefore, the highest speed at which a 16, 7 Hz generator can be
operated will be n 16,7 s- 1 or luOO min- 1 .
A 16,7 Hz generator therefore runs at one third the speed of a 50 Hz generator under
otherwise equal conditions. However, the power P and the revolutions n arc linked to
the moment M in the following manner: P = 11! n. Comparing 50 Hz and lG,7 Hz
generators, a moment three times higher would be required to achieve the same power
at 16,7 Hz. Three times the moment means three times the size. The generators of
the public grid are thre('-phase generators. The generators used in the Ln-ic-tion power
supply with a frequency of lG,7 Hz are single-phase generators. Due to the lack of two
windings, the laminated stator rnre is used less efficiently at lG,7 Hz bv ,\ factor of /3.
A lG,7 Hz sittglc-p!tas<' g('tterat.or is therefore principally :3 ./3 ~ !\'.2 tittt<~s larger than
38 I Traction power supply systems
pp ,JPP
110 kV 16,7 Hz overhead line system
ccs PP power plant (railway-owned) pp

JPP joint power plant
CCS central converter station
SS substation
Figure 1.6: Basic structure of central traction power supply.
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.
1.2.4.2 Types of 16,7 Hz traction power networks
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
Figure 1. 7: Design of a decentralised rotating converter

station with synchronous-synchronous converters, i.e. rigid
1-16,?Hz 15kV converters.
means of generating electrical energy is known as primary energy generation.

Transmission of electrical energy by a 110 or 132 kV overhead line net-work with
a nominal frequency of 16,7 Hz from the power plants to the substations. This
single-phase network mostly incorporates two circuits and has a feed and return
conductor for each system.
Distribution of single-phase electricity in railway substations, where the voltage
is converted from 110 kV or 132 kV to the nominal voltage of the contact line
installation of 15 kV.
Feeding of the single-phase 16,7 Hz energy through section circuit breakers in the
substations to the individual feeding sections of the contact line installation.
The most significant property of the decentralised traction power supply (see Figure
1.7), which has been operated since 1926 in Sweden and since 1968 in a network section
of former Deutsche Reichsbahn (DR) in East Germany, since 1993 DB, is the existence
of decentralised rotating converter stations (DRCS). The DRCS embodyies two tasks :
Generation of single-phase power with a nominal frequeancy of 16,7 Hz and
- Feeding of the single-phase 16, 7 Hz energy through section circuit breakers in the
substations to the individual feeding sections of the contact line installation.
The two types of single-phase 16, 7 Hz traction power networks have different parame-
ters which are compared in Table 1.2. An overall summary slw-ws that both the central
and the decentralised traction power supplies are able to supply trains with electricity
safely, n"liably and with the required quality parameters. Over eighty years of electric
traction transport on 20 000 km of centrally supplied traction lines and over seventy
years of electric traction on 13 000 line kilometres supplied with 16,7 Hz electrical pavver
from decentralised equipment prove the dependability of both types of 16,7 Hz power
supply. Due to the high, short-term load peaks in the DRCS, high demand rates are
currently paid in Germany for the energy taken from the AC 50 f-J,1, three-phase net-
work. This economic disadvantage of the energy in cou1parison with 16,7 Hz energy
generation and transmission in the 110 kV ncLwork has l<-xl to planning of extending
the central supply of the DB.
Table 1.2: Comparison of central and decentralised traction power supplies.

Central supply Decentralised supply
Connection of the overhead Parallel operation of adjacent Parallel operation of adjacent
contact line system substations converter stations
Voltage stability of the sub- " of the voltage to 0,8
Droppmg Constant bus bar voltage at all
station bus bars times the nominal voltage at loads
double the nominal load
Substation spacings Shorter than in decentralised Longer than in central because
because of dropping bus bar of canstant constant bus bar
voltage voltage
Provision of redundancy Compensation of load peaks Large load peaks increase the
through the 110 kV network, energy price, single-conver-
single transformer operation ter operation only possible
possible with switching of converter
characteristics
Installed power No difference
Reserve units Central Decentralised in converter
station
Efficiency 0,91 0,91
Short-circuit currents in the Up to 45 kA Up to 25 kA
overhead contact line network
Availability No difference
Reactive power requirement Higher Lower because of absence of
in the traction network 110 kV overhead power lines
Line length 110 kV traction Around 1,3 times substation Around 0,05 times converter
network spacings station spacings
Power losses in 110 kV net- Twice as high as in three-phase
work lines at equal transmitted power
Generation In large units with high effi- In small units with lmYer effi-
ciency ciency than in case of central
generation
1.2.5 50 Hz single-phase AC traction networks

The electrical energy required for the operation of AC 50 Hz single-phase traction
networks is obtained from one phase of the 50 Hz three-phase network of the public
energy supply. This single-phase loading of the three-phase network causes unballance
in the voltage and current of the three-phase network. The current unballance has only
a minor effect on the generators, whereas the voltage unballance has serious effects on
the consumers.
The voltage unballance 11,u is inversely proportional to the short-circuit power St of the
three-phase network. If the traction power Sc to be drawn from one phase of the three
phase network is known, then the voltage unballance in the three-phase network at the
point of supply is given with sufficient accuracy by:
(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
Figure 1.8: Alternatives of

connecting 50 Hz single-phase
L1
t~[;tj L2
L3 I
traction power substations to
the three-phase network.
Cr?
Three-
phase a) Connection without com-
_=c=
__.___ Contact line
Track
transformer
pensation for unbalance.
b) Cyclically changed connec-
V switching tion, thereby indirect compen-
Contact line
c) _ _ _ _ _ _ _ Track sation of the unbalance.
c) 120 connection for direct
L1-,------------i-----------i---
compensation of the unbal-
L2-+----,.--------.---.i--------+-....---- ance.
L3-+---t--.-------+-----,--.i---------,---+-t---
d) Cyclically changed connec-
tion of parallelly operating
H__.._a_ _ _ _a_____--+H_.__b_ _ _ _b_.__-+H a Contact line
substations with direct com-
d) - ~ - - - - - - - ~ - - - - - - - ~ - - T r a c k pensation by 120 switching
C C C
(Russian state railway trac-
____,,J,-- Phase separation tion systems)
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
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
Figure 1.9: Basic design of the 2 x Un feeding system. Un = 25 kV, feeding

from the 220 kV grid, T = substation transformer AT= autotransformer, TU=
traction unit, currents at Sn = 10 MVA.
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.
1.3 16, 7 Hz traction power supply of the German

Railway (DB)
1.3.1 Energy generation
For the DB, the single-phase 16,7 Hz ener:qy generation is carried out in t,velve hydro-
electric and thermal power plants each and in ten central transformer stations. At the
end of 2000, 2588 MW of power was installed to supply the central network, of which
57 % was generated in thermal power plants, 14 % in hydroelectric power plants, 24 %
in central transformer stations and 5 % in rectifier and converter stations.
The largest 16,7 Hz single-phase generator in the joint nuclear power plant at Neckar-
westheim which produces 187,5 !VIVA at a power factor cos cp = 0,83 is particularly
notable. The pump storage plant in Langenprnzelteu with two 16,7 Hz single-phase gen-
erators of 75 M\V each used to cover load peaks in the traction network is also unique.
In addition the installed power in the DRCS of the decentralised network section was
608 MW. There, the 16,7 Hz energy is generated with synchronous-synchronous trans-
formers with a nominal power of 10 !VIVA. In the DRCS, the 50 Hz frequency is therefore
converted to lG,7 Hz and the number of phases is reduced from three to one in the
single-phase AC traction supply.
1.3.2 Energy transmission and contact line supply

Aft,<~r gc1w1aticm, the 16,7 Hz traction pow<'r is trn.nsrnitted through out the central
1wtwork of the DB via Lite\ 110 kV overhead linc\s. At the end of 2000, the 110 kV
overltead line wtwork or the DB ("0l1Sisted or a lin<' length of 1l09 km and supplied 161
stdJstatirnts. At I-Ialtingen and Singcn :3 coupling transfornwrs an) used to connect the
110 kV s, st<~111 to the 1:32 kV t.1 action pow<~r Il<'twork of tlH' SBB (Swiss '.\lat ional Rail-
wn_,s) . lit SL<)indorf nm! Zirl tltl: 110 kV DB 11<'! work is con1wct<'d directlv to the 110 kV
11<)1\\'0ik o[ tll<' <)BB (:\11sttiau \'atio11;d IL1ihrn,s) Tl1c' 11.0 k\ m<'rh<'ad line network
44 I Traction power supply syste!ns
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
Line 1 :station~ :Stations: :Station C: Station H Line 3
Figure 1.10: Schematic diagram of a contact line supply of the DB.
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.
1.3.3 Standard 16, 7 Hz substations of the German Railway

1.3.3.1 Function and types of standard substations
According to standard terminology, substations are electrical installations with switch-
gear, control equipment, me_tering, protection and signalling facilities with the necessary
instrument transformers. With these, it is possible to switch circuits on and off as
required and to switch off faulty equipment quickly and selectively or to isolate it for
maintenance purposes.
\tVith the DB, substations, switching posts and coupling posts for single phase AC
15 kV 16,7 Hz are designed in accordance with DB directive 995 [1.9].
DB's standard substations are unmanned in operation z,,nd consist of standardised com-
ponents with standard interfaces, which can be put together and rated in a modular
manner according to functional requirements.
The standard is used for
substations (SS) with 110 kV equipment and 15 kV equipment,
- switching substations with a llO kV equipment only,
- switching posts (SP) with a several 15 kV supply branches and
- coupling posts (CP) with one 15 kV circuit breaker only.
Sub.c,tations with transformers convert the llO kV nominal voltage of the 16,7 Hz
traction line networks to the 15 kV nominal voltage of the overhead contact line. They
distribute the traction pm\er to the individ1u1l fc~C'ding brandies.
1.3 lG,7 I-fa tra~:tio1_1_yowcr supply of the German Railway (DB) 45
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].
1.3.3.2 110 kV open air equipment
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
1- , 16, 7 H, 110 kV 1 300/50 ACS_R -------1

- 7
@-
- .t @-
1
-T5
-015 -016
$1
@ -oo@
-OO[i]- [iJ-
-T1 f -T1 f
-09
I @- -09@-
I
-T10 -T10
I I
I
-08
Block branch Longitudinal isolation branch Block branch
Figure 1.11: llO kV general circuit diagram of a block substation.
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
\
\
\
\
\
\
Transformer 2
B- -
Figure 1.12: Plan view of a block-type substation.
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.
=K7 =1<5 =1<3

OBB
1-16,7Hz15kV
TBB ---l----------...------t-------t~..,-----.,---::-:-:c:----t-----t---,
-06 -064 -01 -016
-01 -01 -01
-00 i @~
-F1
-Q15t-{
-F2 -F1 t-1
-Tl
-R1
-08 ~ 9
-TS
-TS 9
'
I
J' J' J
' ''
I I
n n I
'' '' ''

I
''
Transformer branch Overhead contact Longitudinal disconnecting Test branch
line branch and metering
=1<8 =1<6 =K4 =K2

OBB
1-, 16,?Hz, 15kV -012
TBB -----+--------,-=---+----+--~--
-06 -062 -Q6 M
-01 F -01
-01 -017~
-00 -00
F
-F1
-T1
-Ost{ -TS 9
-Ost{
I
J' J J'
'
I
''
I
'
n n
I
'' : '' :
I
n n
I
'' : '' :
I
Transformer branch Overhead contact Longitudinal disconnecting Overhead contact

line branch and metering line branch
Figure 1.13: 15 kV general circuit diagram of a substation.
1.3.3.3 15 kV indoor equipment
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.
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
()
~ Medium voltage room 15 kV

Auxiliaries power room
3 5 7
Protection
Figure 1.14: Arrangement of the medium voltage and secondary technology in type
KS substations or switching posts.
The operating bus bar (0 BB) made of 1 or 2 x 80 x 10 mm copper straps is used to

couple the individual branches, to distribute the current and to provide the voltage.
The overhead contact line and return voltages tests are carried out using the test bus
bar (TBB) made of 50 x 5 mm copper straps as described in clause 1.3.3.6. Due to
double-row arrangement of the equipment, both bus bars are arranged in a U-shape
and can be separated for maintenance and repairs by the longitudinal disconnectors
Qll, Q12 and Q61, Q62 into several sections with corresponding measuring devices.
Transformer and feeder line branches are arranged at the ends of the operating bus bar.
A third transformer or an additional mobile substation can feed into the centre section
if necessary. By the arrangement of the overhead contact line branches, which serve
as back-up supply, to different OBB sections, e.g. to a branch supplying the railway
station in the central bus bar section a high degree of availability of the substations
is achieved, e.g. during maintenance works at one of the bus bar sections. The circuit
design of the test bus bar is explained in clause 1.3.3.6 in relation to the automatic
testing of the overhead contact lines.
The 15 kV branches are arranged according to Figure 1.14 in a double-row steel rack
with a centre passage, which is protected by solid steel doors and an anti-arcing ceil-
ing. To detect short-circuits in the 15 kV system, the main frame and the steel rack
are insulated from the building and earthed through a rack current transforrner with a
transformation ratio of 1000/1. The designation of the type, e.g. K8, refers to the num-
ber of cubicles and the number of overhead contact line branches (see clause 1.3.3.7).
The vacumn circuit breakers ( QO) consisting of the switch gear trnck and one or two
vacuum tubes are chosen acc-ording to the locally expected short-circuit current between
20 kA and 50 kA and for a nominal current of 1600 A or 2000 A. They arc connected
by copper expansion strips to the bus bars. The response time of thr circuit breaker is
around 17 ms [1.12]. The spring drive is operated with the DC GO V fail safe supply.
'I"-"::-;..,..,..,...,.,._ _ _ _ ._._
(
1 Traction power supply_ systems
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
Figure 1.15: Schematic diagram of the auxiliaries' supply of DB's sub-

station and switching posts.
- contained in every installation - - installed only if required
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.
1.3.3.4 Auxiliaries' supply
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
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
_____, Overhead power

line protection
General Transformer
protection protection
---,--i Overhead contact

line protection
Figure 1.16: Schematic diagram of the
protection design of a DB substation.
Overhead contact line
feeder point - coupling through SCADA
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.
1.3.3.6 Supervisory control and dat{l aquisition system (SCADA)
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),
Automatic overhead contact line re-closing (ACLR),

Automating of emergency neutral sections (AENS) and
15 kV and 110 kV automatic synchronising device (ASD).
The automatic overhead contact line testing (ACLT) verifies that the overhead contact
line branches are free from short-circuits before the circuit breaker is switched on and
after every activation of an overhead contact line protection unit.
Therefore the test branch is connected temporarily via the test bus bar and the test
disconnector Q6 with the overhead contact line (see Figure 1.11). The test criterion is
the voltage at the voltage transformer T5 of the test branch. If this is above 7 to 8 kV,
the test result is considered good and the circuit breaker QO is re-closed automatically
without delay except in cases of activation of the reserve protection unit and in cases
of activation of the thermal protection, with an delay until the overhead contact line
has cooled down.
A unsatisfactory test result, that means a testing voltage belmv an adjustable threshold
of 7 to 8 kV, excludes reclosing of the circuit breaker and is signalled to the master
control centre (CC). This automatic procedure excludes repeated short circuit stresses
and prevents wearing of the equipment. The entire test procedure for an overhead
contact line branch takes less than 10 seconds from the activation of the protection
to the re-closing of the circuit breaker and does not affect the railway operation. If
several overhead contact line branches are cut off simultaneously, the test is made
in an adjustable sequence to allow the voltage to be returned quickly to the most
important supply sections.
A 1domatic overhead contact line reverse polarity testing ( ACLRT) checks the reverse
voltage of an overhead contact line branch when a command is issued to close the
earthing disconnect.or Q8. The expression "reverse voltage" means a voltage which
might be in the overhead contact line after tripping of the circuit breaker. For this, a
self-test of the measuring circuit is performed, after which the bus bar disconnect.ors
Ql in the test and overhead contact line branch is opened and the voltage transformer
T5 is connected via the test bus bar and the test disconnect.or Q6 to the overhead
contact line branch. If the measured voltage falls below the value previously set, taking
account of the induction voltages caused by adjacent overhead or feeder lines, the test
is regarded as satisfactory and the earthing disconnect.or Q8 is closed automatically. By
the automatic procedure reclosing of short circuit currents by the earthing disconnector
Q8 is avoided.
The automatic overhead contact line re-closing ( ACLR) used in standard substations
without test branches automatically re-closes the circuit breaker QO after a protection
unit has responded. The operating voltage has then been returned in an pre-set time
after a successful test of the overhead contact line by an adjacent substation.
The automating of emergency neutral section (AENS) controls the disconnect.ors and
electric signals of the neutral section located in the de-central network of the DB. They
are dependent, on the switching state of the feeding circuit break<'rs and disconnect.ors.
The criterion for the re-closing of the overhead contact line voll.age to the emergency
neutra.l section ( ENS) is the completed coupling of tlie adjaccmt dc-c<:nt.ralisecl converter
stations vi,1 ill(' ln1s liars.
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
~---
1.3.3.7 Buildings and supporting structures

The standardised buildings (Figure 1.14) used to house the 15 kV substation equipment
and the secondary components are constructed of prefabricated parts with integrated
thermal insulation, i.e. in sandwich design, on strip foundations and a concrete slab.
The reinforcement of all concrete parts including the prefabricated roof, is connected
via earthing rods to the foundation earth electrode forming a Faraday cage. The short-
circuit current conducting capability of these earth conductors is 40 kA for one second.
The foundation earth in switching posts is connected through the main potential com-
pensation bar and earthing cables and in substations through the neutral bar cubicle
and return conductor cable to the main tracks.
Switching posts and substations use building types K 4 to K 16 with 2 rooms (Figure
1.14) and types GW 10 to GW 20 with enlarged auxiliaries rooms and an additional
workshop.
Usually, the GW type is used only for node-type substations. The digit following the K
or GW provides information on the number of the 1,40 m wide 15 kV cubicles, which
being arranged in two rows determines the length of the 15 kV room [1.11].
The individual rooms are separated by fire walls and fire prevention doors. The 15 kV
room is designed for a positive pressure of 0,16 bar and is equipped with ventilation
flaps for air pressure compensation and temperature-dependent ventilation for the test
resistor of the overhead contact line testing device. Instead of a cable cellar, tubular
openings are used for the entry of the cables. A sandwich floor is used for laying cables
within the building. The room for the secondary equipment, known as the auxiliaries
room, is equipped with forced ventilation powered by the battery. A further ventilator
is installed in the workshop. Switching stations for 110 kV without transformers do
not have a 15 kV part. For coupling posts (CP), a re-locatable, monolithic post is used
due to the small space requirement. The earthing and ventilation of the buildings are
carried out as for switching posts (SP). The minimum permissible room temperature in
unmanned units is 5C in the auxiliary power room and -5C in the medium-voltage
room.
For 110 kV outdoor switching equipment in substations hot dip galvanised dead-end
equipment supports is used and installed in sheaths of standardised round or block
foundations made of cast in-situ concrete or of prefabricated parts depending on the
subsoil conditions. Standard arrangements for 110 kV branches and required clearances
are specified by DIN VDE 0101 and EN 50 110. The transformer foundations in the
substations, which must bear a mass of over 50 tons, are equipped with an oil drip
tray, the level of which is constantly monitored. They are located at a loading rail or
at a substation road suitable for heavy transport .
The earthing of all structural steel components and the ball earthing components is
carried out by the mesh electrode connected in substations to the neutral bar cubicle.
1.3 16,7 Hz traction pow~~- supply of!~~~Qe~man Railway (DB)______ __________57 _:_
1.3.4 Power system control

1.3.4.1 Development, functions and design
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
IN
GWS RCM LCU

station
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.
1.3.4.2 Local control units and remote control lines

In order to fulfil the high availability requirements of overhead contact line installations
even in the case of disturbances or maintenance work, they are subdivided into numer-
ous main and auxiliary circuit groups. The individual overhead contact line sections
are supplied by electrically-driven disconnectors and are monitored by short-circuit
signal transformers arranged in series to parallel disconnectors addressed as type five
disconnector in DB's installations. They connect the main groups in railway stations.
Local control units (LCU) are used to control and monitor the disconnectors; they are
installed in the interlocking building of every railway station. The disconnectors are
connected by linkages to the drive motor, which has two windings but no separate con-
tacts for feedback signals. Therefore, special hardware modules arranged in the LCM
are used to processing the twin-pole command output and feedback signals transmitted
on the three available strands supplying the disconnector drive. The hardware mod-
ules convert the 60 V control commands of the remote control nwclule (RCM) into
the 230 V level of the drive motors and create isolated feedback signals depending on
the flow of current in the drive. They are equipped with monitored automatic circuit
breakers to secure the circuits and isolate the electronics from the voltages induced
in the conn0.cti11g cables. Special measuring modules are available to measure, display
and acknowledge the transient impulses of short-circuits.
In older installations, in evrrv interlocking building, local control panels are available
for opera.t ion or the LCU I>, t lw tralfic controllrr if the n~motc control link fails. This
1.3 16,7 Hz trac:t,ionpowcr supply of the GennaH Railway (DB) 59
--------------=::.-
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.
1.3.4.3 Remote control technology of the SCADA
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-
grated converter and a GWU to the integrated network or CIR-NET.
1.3.4.4 Converters, remote control nodes and satellite control centres

With the increasing degree of centralisation of the power system control, it was nec-
essary to adapt the previously used various telegram structures of the remote control
modules into a uniform operating data protocol. As a link between the LCU or SCADA
and the MCC process computing system (PCS), remote control nodes (RCN) carried
out this pre-processing function in the MCC.
At the five transmission and reception modules of each RCN, remote control lines
and up to two substation information processors are connected by the principle of
area availability via AC telegraphy (ACT) or gateway centres (GWC). After protocol
conversion through several communications interfaces, the RCN supplies the process
computing system and the transmission control centre (TCC) with information.
Apart from translating 15 telegram structures, the remote control nodes compensate
the various qualiities of the subsidiary remote control units. They append the reception
time of the signals, discern between old and new operational signals (OS), avoid data
overflows by buffering, hold a constant image of the process and ensure efficient data
input at all levels of computing.
With the introduction of integrated networks, it was necessary to partly extend these
functions to the remote control units or SCADA levels to allow a uniform IN-compatible
protocol to be sent to the GWU. The converters serve this purpose in the same way
as the remote control nodes where several remote control links are connected, usually
by AC telegraphy. This creates data concentrators close to the process, from which the
information is transferred at high IN speed to the general power system control.
Satellite control centres (SCC) have a control position with restricted functions and are
used as an intermediate solution until the master control centres take over the control of
the substations and contact line disconnectors. The remote control sub-centre function
of the SCA DA also makes it possible to connect further subsidiary remote control
modules. An increased networking of the installations and a flexible application of the
functions can be expected with ongoing technical developments.
1.3.4.5 Master control centres

Master control centres (MCC) control the entire 15 kV network and take care of the
protection controlling and auxiliaries services. The original MCC with mosaic panel
technology and control discrepancy switches were installed in parent substations, to
control the child substations and disconnectors.
The first computer-aided MCC entered regular operations in 1984 in Karlsruhe, in
which a mosaic panel is installed as a fall back [1.13]. A complete change to computer
technology has been made since 1987 in Borken, Lrhrt(~, Nurnberg, Munich, Cologne
and Karlsruhe. In 1993, the first lVICC based exclusin~ly on computer technology with
full functions was opened in iVIunich.
In its final eonfiguration, the electrified rail ndwork will h<: divided into the following
11<:w MCC areas apart from '.\ 1I unich: Berlin. Bork<'tt. Leipzig, Diisseldorf, Karlsruhe,
1.4 AC 25 kV 5~l ~I~ tractio!1_J>_crwe1 supply of tt1~\_Madrid-Seville line - - - - - - - - - - - - - - - - -61
-
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.
1.3.4.6 Transmission control and network command centres
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.
1.4 AC 25 kV 50 Hz traction power supply of the

Madrid-Seville line
1.4.1 Line supply and connection
The Madrid--Seville line, ,vhid1 c0111menced operations in 1992, is 470 km long. It begins
and ends in the railway stations of Madrid-Atocha and Seville-St. .Justa with DC 3 kV
sections of 8,5 km and 12,5 km respectively. The remaining 450 km of line lwt,Yeeu the
two systc-~m separating sections (s('c clause 8.2) were electrified with sing!<~ phase AC
25 kV 50 Hz and can be tn-wclbl at 300 km/h.
The required traction power for two traction units of 8,8 lVI\tV each p('r feeding section
results in substation intervals or nol more than 50 km if booster lines arc not cr11ployed
and a substation power of t>OO I\l\ A [or th<' total line. This includ<~s tit<' power re-
quirerncnt of tlw auxilian loads s11d1 as railway stations, point lieat.itlg a11d technical
62 1 Tractimi_powe~ supply systems
a) c)
11'\ L'IL/ 2-1
~
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
Figure 1. 18: Connection of the substations by 60 offset.
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-
overhead contact line branch overhead contact line branch

transformer 1 transformer transformer 2
longitudinal separation 1 longitudinal separation 2
metering 1 metering 2
Figure 1.19: General circuit diagram for the substations of the Madrid-Seville line.
1.4.2 Substations and their components

All substations of the Maclricl--Seville line have a uniform design. Their general circuit
diagram as shown in Figure 1.19 has a great similarity with the block-type substations
of the DB (Figures 1.11, 1.12). As additional components, bus bar disconnect.ors are
installed at the high voltage side and auxiliary transformers for the auxiliary supply of
the substations at the medium-voltage end. The open-air switching equiprnent (Figure
1.20) for the high voltage section has differing pole clearauces due to the different
voltages of 220 kV and 132 kV. The main transformers have a nominal power rating
of 20 MVA each and are designed for a load of 150 % for 15 minutes and 200 % for
six minutes following operation at nominal power. The high-uoltaqc ci1-c1iit breakers are
operated with prnve11 SFG technology.
The 'lndom swilch _IJl'./l,T for the medium-voltage section includes a11 operati11g bus bar
(OBB) and a (<\st bus bar (TBB) (Figure 1.19). The vu,r:'1turn, circu1,t bn-:akcrs are in-
tended for 1tomitmi rnrrcnts of lG00 A and a cut-off capacity of 2G kA. The test resistor
allows test c11rr<'11ts of S A. The auxiliary trn11sfonrn'ts hav<' a uorniual power rating
of 100 kVl\ c\ltd sitrnt!Latt<'ously supply the twigltho11rittg Ll1r<'e-phase switch gear ,vith
feeding 1 longitudinal feeding 2

isolation
=D1 =02 =D3
lightning protection
rod
input isolator
voltage transformer
bus bar
0
0
0
a:;
-sj"
transport route
current transformer
main transformer
overhead contact overhead contact

line termination line termination g
f-o---------------=5=50'""'0-c-0--------------t
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.
1.5 DC 750 V traction power supply of the Ankaray

underground railway system.
1.5.1 Line supply and switching
The underground raihvay Ankaray in Ankara/Turkey encompasses a 9 km long line
and 11 traction st.at ions. The vehicles travel at 120 sec (headway) intervals and are
suppli<!d with DC 750 V by n. /:hi.rd ro,iL They reach startiu; currents of :3000 1\. The
1.5 DC 750. V. tr ~t~!;i~>11 p(>\\l~~.~-~~pply of the Ankaray underground railway system. 65
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.
1.5.2 Substations and co111ponents

Figtiit: .22 sho\\'s an O\'crvicw of the circuit diagrnm of the suhstatio11s. 'I'hey are
<on11<'t L<'d through a 11wdi11!ll-voll,1g<' std>stM,ion to th<\ ;J.cl kV 11iedi11rn-voltage ring.
l'l1is i11d11d<!~; two cir('11it IJ1<',1k<'1s lo co1111<'cl tll<' c;d>l<~ ri11p,, Ill<' cinuit l>1eakcrs for the
,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.
1.5 VEM-Handbuch: Energieversorgung elektrischer Bahnen (Energy power supply of elec-

tric railways). Verlag Technik, Berlin, 1975.
1.6 Braun, E.: Stromversorgung der Hochgeschwindigkeitsstrecke Madrid-Sevilla (Power

supply of the high-speed line Madrid-Seville). In: Elektrische Bahnen 88(1990)12, pp.
415 to 427.
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
2 .1 Requirerr1ents on contact lines

2 .1.1 General
The reliability of electric railway operation depends heavily on the availability and
reliability of the traction power supply installation. The requirements on the contact line
albeit an overhead line system or a third rail system are particularly high in this regard.
The contact line is the only component in the system of the traction power supply
installation which is not installed redundantly for economic and technical reasons. The
high demands on contact line systems also result from their tvvin functions as:
- distribution lines for the electric power over a particular distance and
- provision of a sliding contact for the current collector under all conditions.
The required high availability of the contact line system, therefore, necessitates thor-
ough planning as early as practicable in the planning cycle for electrification. It should
make use of mature, carefully tested equipment with long service life, correct instal-
lation and effective maintenance during operation. The following basic demands must
be made on the design of a contact line installation:
The installation should be sec'ure in operation and capable of high perforrnance.
Persons and equipment must not be placed in any danger from the operation on
contact lines.
At all speeds, up to the permissible maximum speed of the contact line type under
consideration, the dynamic interaction of the current collector and the contact
line or third rail has to ensure interruptions to the power transmission are kept
within acceptable limits.
All components of the system should have a long service life. The following specific
requirements are important, therefore:
High mechanical and electrical strength.
Resistance to loads imposed by wind and ice and aggressive s'Ubstances in
the air.
Corros1,on resistance of all components and
Uniform, low wear of the contact wire.
During the erection of overhead contact line installations in built-up areas, aes-
thetic and city-planning aspects have to be observed.
The nature and environmental protectum have to be taken into ac:count.
The investments for the installation and the costs for operatum and rnaintenance
should be as low as possible d11ring the life cycle of the equipment.
A review of the individual charact<~ristics d(\rived from these basic requircrncnts of a
contact line system, can be classified iuLo 11wd1auical, electrical. c~nvirouruental and
operational and maintenance-rdated. A. strict distinction lwt\rren the individual re-
qui1e11w11ts is not always possible.
1:'I,\I
I I
1:1
,;' J
i
ii;\
Iii /1
:il..
I 'l.
11',
i
I,
:i
70 ___ . 2 Requirements and specifications
2.1.2 Mechanical Requirements

The demanded str-ength of the employed wires, stranded conductors and other elements
is a basic rneclwnical requirement for a functional contact line installation. To ensure a
fault free interaction of the contact line or third rail with the current collector defined
clearances between the contact line or third rail and the rails have to be maintained. In
regard to overhead contact lines, the contact wire position is referred to the projected
centreline of the super-elevated track. The height of the contact wire above rail is
specified according to the type of railway and field of application. The minimum contact
wire height, the maximum contact wire height and the permissible contact wire gradient
are all of similar importance.
The forces in stranded conductors, wires and other components have to remain within
the permissible limits under all operational conditions. The sag of conductors may
not exceed the permissible values to ensure prevention of clanger to life and operations.
When the required safety clearance or the minimum clearance is infringed upon, clanger
is possible. Minimum air gaps to energised parts have to be maintained under all
operating conditions, such as varying positions clue to passing pantographs, differing
sags etc. The wind and ice loads imposed on the conductors and elements should not
have a negative effect on railway operations.
To ensure the most uniform as well as low wear of the pantograph collector strips
and the contact wire itself, the contact wire has to be laid with a lateral o.ff:;et to
the projected track centre line, called a stagger. All mechanical loads acting on the
overhead contact line must be carried by the poles and foundations and transmitted
safely to the ground. Deformations of parts such as bending of poles or any incurred
resonant vibrations should not affect the transmission of power.
Overhead contact line equipment has to comply with sophisticated quality criteria for
successful power transmission. There are static quality criteria such as elasticity and
its uniformity along the span and contact wire uplift. The dynamic quality criteria
includes speed of wave propagation, the Doppler factor, the reflection factor etc. The
contact force as a function of the running speed and its standard derivation are a sig-
nificant quality feature as well. High-speed overhead contact lines, shall also be capable
of allowing operation of trains with two or more pantographs in contact.
2.1.3 Electrical requirements

The type of current and the norninal voltage including the permissible deviations (see
Table 1.1) are significant characteristics of electrical requirements. A signific,u1t criteria
for the performance of ,u1 f~lectrifiecl line is the limit of the wrrent-co,r-ry'l:1u; capacity
of the contact line system. In comparison with normal industrial electricity distribu-
tion overhead power line systems, short-circuits occur more fr~quently in contact line
networks. Therefore, the slwrt-circuit current capacity of a contact line svstem is also
a determining feature.
In electric high-capacity tra!lsport systems, the volt.age of the conlacl lzne network has
to be kept. within giv()ll lin1 its nuder all opera.Ling cir<'.lllllSLa.11c:cs. The loss<'s during
2.1 Requirements on contact; lines
power transmission have tu be kept within acceptable limits.

To minimise the effects of relatively frequent faults on railway operations, contact line
installations have to be divided into separately fed sections. Furthermore, it is essential
that each installation is designed to allow faults to Ge quickly and precisely localised. If
conductors or other components of overhead contact line installations fail, ddined fault
conditions should occur which allow a correct determination of the short-circuit state8.
The required insulation co-ordination is taken into account by the choice of the asso-
ciated insulating materials and their design and by respecting the minimum air gaps.
Suitable protective rneasures shall be taken to avoid exposing any person to the possi-
bility of electric shock.
Undesirable impacts on the supplying network of the public energy supply, e.g. har-
monic freq'Uencies, asymmetry etc. should be kept as low as possible.
The transmission of power through the contact line network can cause interference to,
adjacent lines of all kinds through inductive, capacitive and galvanic coupling. In direct
current railways, extensive measures are necessary to limit stray current corrosion.
Track-to-earth voltages occurring in operation or under fault conditions may not exceed
the permissible limits.
2.1.4 Environmental requirements

Contact line systems have to be designed to function in a defined range of arnbient
temperature, in Central Europe from -30C to 40C. Lateral deflections of the contact
lines are caused by wind loading, which in turn could lead to the pantograph de-wiring
under extreme conditions. For this reason, contact lines have to be designed for par-
ticular wind velocities, under which operation remains possible. Beyond this, extreme
wind loads should not lead to mechanical damage of the contact line installation itself.
The magnitude of the wind velocities, upon which the design is IJased, is agreed with
the railway company.
Contact line installation may be loaded additionally by icing. These ice loads have to
be taken into account in the design.
Atmospheric precipita.tion, aggressive vapours, gases and dust are to be taken into
account when determining the electrical values and the life expectancy of components
and elements.
The properties of the insulating materials and other elements in the contact line in-
stallation should not be altered by climatic impact and sv:11.liyht to such an extent that
operation could he affected.
2.1.5 Require1nents of operation and 1naintenance

The expcndit1m' for the erectio11, operation and mai11t<~11,u1cc of contact line i11stalla-
tions should IH' as low as possible thrn11gho11t. th<~ c11tirc service~ lifo. The compo11ents
and elements should lie reliable and requin~ little or no maintc\nance. The entire system
should lw ccHtc<~ivcd for a long S<\rvice life utilising !'.UITosu,n JJ'f'Ofection '!nco.snres. Fit-
Lillgs, inslllators a!ld cm11ponc11Ls should h<' <asily to inst.all and <~xcha11geahl< as needed.
72 2 Requirements and specificat.ions
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.
2.2 Requirements resulting from the track, line and

operating conditions
2.2.1 R,equirements and demands made on contact lines
Depending on the purpose of the railway system,, the operating conditions and the type
of track and line will lead to different requirements and demands on the traction power
contact lines. The requirements resulting from the operating conditions, are a function
of the type of transportation required, i.e. local-area or long-distance traffic, of the
traffic volume capacity and of the mass of the trains using the line. The track and line
conditions particularly affecting the contact line design are the track design, the gauge
and the geographical location of the line. The requirements of local-area traffic and
long-distance traffic are discussed in separate sections.
2.2.2 Operating requirements

2.2.2.1 Main-line, long-distance traffic
The operating requirement of long-distance traffic that the raihYay has to transport
trains of a given mass between two stations in the network within a given time and
according to a. set schedule, is of major importance in contact line design. The contact
line must be matched to the required traffic volume capacity. The tra.ffic volume capacity
is a measure of the traffic that a railway line can handle. It is defined as the number of
trains that actually run on the line within a given period ..A train run can be subdivided
into the acceleration. steady-speed a.nd hn1 1(ing phases. These will differ and can be
repeated in various sections, depending on the line geography and train type. The
scheduled run, the track and the geographical location of the line also determine the
permissible and required speed for which the resp<!ctive traction contact line must
be designed. In long-distance traffic-, the t1ai11 speed is on<' of the essential S?stem
2.2 Requirements resulting from the track, line a!~~!_ operating conditions 73
---~--------------~
Table 2.1: Allocation of standard DB overhead contact line designs to maximum

running speeds.
Standard contact Vpcrm Application
line design in km/h
Re 75 1 l 75 Secondary lines in stations
RelO0 100 Through-going main lines, secondary lines and passing lines
Re160 1 l 160 Through-going main lines and passing lines
Re200 200 Through-going main lines
280 2)
Re250 Through-going main lines
3
Re330 330 ) Through-going main lines
1) not for new line construction
2) when used by trains with two pantographs, 300 km/h with one pantograph
3) when used by trains with two pantographs, 350 km/h with one pantograph
-~----
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].
characteristics. In DB's (German railway) classification system, the standard contact

line installation designs are allocated to specific running speeds as shown in Table 2.1.
Figure 2.1 shows the distance-time graph of a train on a specific railway line. The time
function of the force required to move a train depends on the line geography and the
train's traction force characteristic. This is a function of the speed and curve radius.
This function, the required speed and thr: related efficiency coefficients then determine
the power to be transmitted via the collector (Figure 2.2). During the acceleration
phase, the force required to accelerate the train is superimposed on the force required to
overcome the motion resistance. Due to the typical traction-force/speed cha:raderistics
of the traction vehicles, they achieve their maximum power at speeds of 80 km/h to
100 km/h. They can utiliie this power either for further acceleration or to maintain
a steady speed. The power supply systems and the contact line installations must be
able to supply the required power for the planned train frequency.
The maximum train length will affect the length of platfonnti, of secondary and main
lines in stations, of passing tracks as well as protective sections, neutral sections and
74 2 Requirements and specifications
Table 2.2: Main characteristics of tramways, urban railways and metropolitan

railway systems.
Characteristics Tramway Urban railway Metropolitan railway
Vehicle width 2,20 to 2,30 m 2,30 to 2,65 m 2,50 to 3,00 m
Average speed 20 to 25 km/h 25 to 40 km/h > 40 km/h
Reserved track/ road way none mainly exclusively
Distance between stations < 400 m 400 to 800 m 500 to 1000 m
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.
2.2.2.2 Local-area traffic

In local-area traffic, it is distinguished between tramways, urban railways and metropoli-
tan railway systems according to their main characteristics as shown in Table 2.2. Trolly
bus lines supplement local-area railway systems.
Whereas trams have to share the roadway with other road traffic, the tracks of urban
railways run separately to some extent and metropolitan railway tracks are separate
from all other traffic. For this reason, trams and urban railways must use overhead
contact lines, whereas metros may use conductor rails or overhead contact lines.
The tight, close schedules of local-area traffic, particularly at peak hours, mean that the
contact lines must be able to conduct large currents. This is a characteristic of conductor
rails. Overhead contact lines, formerly often installed as simple trolley-type contact
wire without a catenary, are now mainly designed as catenary system installations,
providing the advantages of:
higher overall speeds,
higher current-carrying capacity,
better collector running characteristics,
less collector strip wear,
less dangerous behaviour in the event of contact wire breakage, and
longer spans.
The use of vertical catenary S'uspenszons is only avoided in areas where aesthetic urban-
planning and architectural aspects do not permit such systems. Then simple trolley-
type contact lines with reinforcing wires or double contact wires are used instead.
In Germany, the tramway operation regulations, BOStrab [2.2], permit a maximum
contact wire wear of 40 %.
To minimise voltage drops and the associatrcl power loss, the overhead contact lines of
both tracks of double-track lines can be el<\Ctric:ally interconnrcted a.t regular intervals.
Remote-controlled coupling disconnect.ors are only install<\d between the tracks on lines
on which a single-track. two-w;-w emergenn OJH'rcl!.ion must bP possible if a contact
line fault should occur
75
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 ].
2.2.3 Require1nents due to track-related factors

2.2.3.1 Main-line, long-distance traffic
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.
2.2.3.2 Urban and local-area traffic
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.
2.2.4 Requirements due to the railway line location

2.2.4.1 Main line long-distance traffic
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-

In local-area traffic, the operating speeds range from 80 to 100 km/h. The design of the
contact line installations will not be determined so much by the train speeds as h~ the
larger currents needed due to the lower traction voltage. Cun-e radii are also smaller
than on main lines, the terminal loops of tramways in urban areas may have radii of
18 m. Line gradients up to 110 /oo may also occur for adhesion-only vehicles hut on
newly-planned lines, an attempt is made to limit gradients to 50 /oo.
2.2.5 Requirements relating to the gauge

2.2.5.1 Main-line long distance traffic
The clearance gauge is of great import.a.nee in contact line design since no components
of any kind are allowed to protrude into this area.
The independent development of railways in various regions in the past has led to
different clearance gauges. They have been harmonized to some extent with the aid of
the International Union of Railways (UIC) which aims to achieve interoperah1lit:i; of
European railways. According to these agreements, the GA gauge (Gabarit A) must
be maintained on all lines. This condition is met throughout the DB's network. For
combined road/rail tran.sports, piqgybad: loads etc:., the larger gauges GB and CC have
been defined on the basis of specific model loads on special wagons. The GB gauge
is t~esignecl to accommodate tlw transport of standard shipping containers. Iu the DB
railway network there are only a fow narrow sections not able to provide a G n gauge
clearance. This means that nation-wid<' container transport is possible.
To permit transportation of containers with a width of 2 ,G m instead of tit(' :2 .5 rn
normally used up to now, the gauge variant GB 1 has been defined. A11othn \ ariant,
GB2, has been defined for the 111gyybad: lro:nsporlal.'i.on of trni 1c'r trucks 011 special lmv
wagons with a floor height of (L2, l!L Nonna! t.rncks and trailer trncks ( 11.rl1111lated
lm-ri.es) are tra.nsportcd 011 special wagons ou CC'ttain corridor lines . The (;(' gauge
shown in Fig1ue 2 . :3 has h<'<'ll sp<'cificall_\' ddi11<~d for this p111posP. Th<' CC gatl!-',l' is also
n)qt1in~cl to enahl<' t lw t1S<' of crn11fo1t al>i< t!o11.!1lc-t!cd:cr 1mss1n111r 111a11011s 011 liiglt-spe<'d
I
78 2 Requirements and specificat~()llS
through-going other
main-line tracks tracks
3)
8
4900
1860 1860
3900
~ - - , / A - - - space for signal or line equipment between

line tracks or through-going main-line tracks
2500
2200 2200
1700 1700
1200
1600 1600
1275 1275 375
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
5700 ~ Shinkansen, space for

I additional gauge / pantograph included
for pantograph
2000 I
3050
2500
2200
1900
1825
ru I
~I
E!_
600
~I
0
i51
J2 9TR
1545
Figure 2.4: Comparison of European infrastructure gauges.
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
AC F> :i200 lcJ30 1-140 1470 1510 300 400

2'i :'i:340 1500 1510 15,10 1580 ~\:\5 ,147
DC < 1,5 :)()()() 1:315 1:325 1:355 1:195 250 :3S0
;\ .'io:\O 13:_rn l:HO L:370 1-110 2:i() :350
I) ditll('llSiOilS u. Ii. 1 <I S('(' Fig Ill(' :2 :1
3000 4)
5750 4 )
A
5260 1)
A 1550 1550 1550 1550

.,c ,12
()
1
3800 Jg .,c 3800
3660 0 ()
Jg
e!
cQl Ql
:0
B C2 C1 :::, C1 C2 B A
5500 5) o 0
u 4000 3)
0 3000
e!
cQl 2400
0 1070
~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
In local-area transportation systems, a much larger variety of clearance gauges is found

than in main-line railways. This is a result of the separate development of individual
local-area transport companies and the lack (up to now) of interoperability require-
ments. In Figure 2.7, the larger gauge of the Berlin underground [2.2] is shown to the
left, the gauge of the Buenos Aires i\i!etro in the cr.ntre, ~tnd the gauge of the London
Underground to th<~ right.
2.2 Requirements resulting from the track, line and 01~<1E~1.ting conditions 81
----------------.:::..:::.
space for overhead contact line installation

(overhead conductor rail/ soffit rail)
standard infrastructure gauge
for railways with overhead contact complete space available
------- for civil engineering measures
-------- ---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___ _ /
/
\ /
'' /
/
/
-670 '' -'/

/
/
_sz___ /
/
space for space for

cable duct cable duct
-l
slab tack
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
a) b) tunnel outline 4350

0 4100
l!)
450 1225
tunnel outline 16001
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
Figure 2. 7: Standard infrastruc-

ture gauge of the larger underground
gauge in Berlin [2.2] (a), of the Buenos
Aires Metro (b) and of the London
Underground (c).
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
DB contact wire heigh!

vmax. 6700
/
- l
I 'I
S.~z_62~0_1______- _
max. 5960 (151<VJ
max 5900 (1SkV)
min. passage gauge , (5810)
for pantographs
DB-contact ~'v-'v.. fl2_0_() _
wire lleigl1l , , /V min;-4_9!5Q.
v 4800 :---~--+---+---- ',
I
'
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.
2.3 Climatic conditions

2.3.1 Te111peratures
In the design of rnntact line s,ste111s, the dirrwtic conditions applicable for the respec-
tive territory have to he observecl.
The valid tt'm1wratm<' liu1its in Central Europe are
Ji,,1,_{J/i,('St f('.'ffl,J!(TU/:11:n: of t It<' ambient air 4()C
- lowest o:1T1Jne11,/, /.e'lll,JJen1J11:U'. -;3()C .
OutdorJ'f' /cm,1wrn.tun:s above :35(' on:nr v<~ry rarely 111 C<'lltrnl Emop<', th(' a11nual
av<~rages li<' lwt w<~<'tl 8(' and 1DC.
Iu Frnn""<\ th<' ilV<'rag<' ,,du<'s m<' apprnxi111at.dy l[>C 111 l{w;sia, tl1<~ low<'st regio11al
outdoor t<'111p<'rnt11r<' is to lJ<' <xp<'d<'d around -G0C.
Eq11ip111<'nt of rn1t door S\ st<'111s i11 th<' housings (c . g . local rn11trol l'aciliLi<'s) should not
s1df<'r ill('\ ('lSihl<' d,llllil/.!,(' to l1111d.io11s IH'tW('('ll :F>C a11d -!- ilffOl'ding to EN ,0c
(i()r)'.,rn Tll(' ,ii)()\(' st;1l('lll(~!llS ;q>ph for ;il!itud<'S llj) (o []()() Ill ,dJ()\(' ~;(';) level.
84 2_ Requirements and specifications
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).
2.3.2 Wind velocities

For the DB, the design of overhead contact lines up to 200 km/h is uniformly based
on a wind speed of 26 m/s. In regions with a higher average wind speed, higher wind
speeds are to be taken into account in the design of the overhead contact line systems.
The design of lateral displacement of the contact wire under wind action should ensure
that reliable pantograph operation remains possible until the design wind velocity is
reached. If additional specifications are made in relation to the maximum wind speeds,
these form the basis of design in regard to the stability of the overhead contact line
system its elf.
From approximately 190 000 measurements recorded over 25 years in five German
provinces, it is knmvn that the wind speed is always greater than 1,8 m/s at outdoor
temperatures above 35C [2.1].
On the basis of the standard EN 50 341-3-4 applicable to overhead power lines when
the standard contact lines Re 250 and R(: 330 were designed by DB the wind velocities
listed in Ta.ble 2.4 can be applied. For the overlwad contact lines Re 250 and Re 330,
a wi11d speed of :33 m/s ,vas appli(:d for a h<,ight 11p to 100 111 ;-1liove ground and at
2.3 Climatic conditions 85
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
wind velocities by a factor of 1,32. A further classification is made aceording to the

terrain formation. Protected land, i.e. basins with surrounding hills, is assessed with
a factor of 0,8. Normal terrain has a factor of 1,0. Exposed termin includes seashores,
cliffs and narrow valleys. Exposed terrain has factors het,veen 1,25 and 1,35 depending
on the wind region. Table 2.5 contains the individual wind velocities valid for the SNCF
overhead contact lines for different conditions.
2.3.3 Ice accumulation

The accumulation of ice on the wires and conductors of overhead contact line systems
will cause an additional load on these systems. Iviore details are given in in clause 5.1.4.
Whereas in Germany, it is required that ice loads are taken into account, this is un-
necessary for the SNCF. In Russia, in regions with extreme ice loads on automatically
tensioned overhead contact lines, such a significantly increased sag has occurred that
railway operations have been impeded temporarily.
2.3.4 Active substances in the air

Aggressive dust, vapours, gases and extreme levels of humidity can cause rapid contarn,-
ination of insulators and increased wear of components in contact line installations,
particularly when these substances are combined. These active airborne s'ubstances may
occur in the vicinity of production facilities which emit such substances and near the
sea. These factors must be accommodated in the design of contact line systems. These
substances affect the insulation co-ordination, described in detail in Section 2.5.3.
2.3.5 Lightning voltage surges

Lightning striking contact line installations can cause flashovers at the insulation lead-
ing to damage. From measurements made by DB (German railway) [2.2], it is known
that one lightning stroke per 100 km of contact line in a year can be assumed in Central
Europe. The probability of lightning is highly variable and also differs according to the
location. Lightning intensity is measured by the keraunfr level, which is the number of
clays with thunderstorms per year.
A direct lightning stroke on an overhead contact line will cause lightning voltage surges.
The voltage peak of these smTes can be estimated by the following empirical equation
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 -
Figure 2.12: Probability of exceeding for Figure 2.13: Frequency of indirect

lightning currents [2. 7]. lightning surge voltages per km of elec-
trified line and year.
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.
2.4 Specifications due to the pantograph

2.4.1 Design and functions
The pantograph has the task of transferring the power frorn the contact line to the
electric traction unit. This transfer of power has to be safe and reliable both in a
stationary condition for au:ciliary and convenience power a.nd for motive pmver for the
operating traction vehicle.
The pantograph consists of a main frame, arm, pantograph head and drive.
Using tlw DSA-3;30 S pantograph with a total mass of 109 kg as an example, the
design is explained briefly. This high-perforrnance pa:ntognLph is a single-arm unit [2.4]
clcsigrwcl for :350 km/Ii. Tlw rn,ain fran1,e has a mass of 52,7 kg including the l?jting
rlr-ive and du:1n.pen; .
The lower arm nnd t li<' control bar has a mass of 34,G kg, the 11pper arm and head
9,J kg . The t\vo rnll<'ct 01 strips with holders have a mass or 2,9 kg each. T'hc collector
h<<1d, rnnsisting of rnll<'d,01 strip holdcr, rnll<'ctor head g11id<! with horns allcl collector
strips ,m' ,m1iLd>l< lrn .\C 2:"j k\' 1000 _:\ and for DC :J k\' :2l00 .-\. Figme :2.1-l slwws
Maximum height (adjustable)__/il~
Upper operating position /
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
Figure 2.14: Pantograph DSA-350S [2.4].

2.4 Specifications due to the pa.nt.ograph 89
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].
the rn.ain characteristic data of this pantoqraph.

The pantographs DBS54 (DB) and RBS70 (DR) as shown in Figure 2.15 are exa!11ples
for such for conventional designs.
The ba.sic requirements on the interactwn of the pantograph with the contact line arc
explained by Figure 2.lG.
A.s a basic requirement, the collector head !1lust always protrude beyond th<~ most
unfavourable posit.ion of the contact wire clue to lateral movements of the pantograph
and the contact line expected during 01wration. The smooth operation of the system is
only possible when the contact win~ docs not leave the wo'fkfo.g ,,an_ye of the collector
he/1.d during travel. Iu uonual operatirn1, it. is essential that the contact wire travels on
th<~ collect.or st.rips.
The~ pa.11tograpl1 !ta.s a low<'t ,rnd npp<'l 11 orking position . The rang<' bet ween these two
Space without clamps - 600 - 600 Space without clamps

I for incoming and ' I -~ 1 for incoming and J
leaving of contact wire leaving of contact wire

- 1050
i;----------------~ -1050
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.
2.4.2 Properties of collector strips

The collector strips are part of the collector head and contact directly the contact wire
to transfer the power.
The collector strips should have the following properties:
low electric contact resistance,
high melting point,
good thermal conductivity,
low dead weight,
high compressive strength,
high elasticity and
low coefficient of friction in relation to the copper contact wire.
Carbon collector strips, i.e. made of electro-carbon or graphite with a binder, have
proven particularly favourable in relation to the copper contact wire. The DB and other
European Railways operating AC systrms have completely replaced the metal collector
strips used in the first half of the century with carbon collector strips. Today, the upper
limit of the permissible operating current in carbon collector strips for single-phase AC
railways is 500 to 700 A per collector strip. The upper limit of the perrnis..,ible operating
current for a pantograph with two collector strips lies at around 1400 A. In DC r8,ilways
with lubricated copper collector strips, the value of the upper permissible operating
current is 1250 A per co!lc)ctor strip . If higlwr ctuTents are required to transfer the
power to the traction uniL the munlwr of pant,ographs per vd1ick must be increased.
2.4 Specifications due to_Q1e pantograph 91
Table 2.6: Current capacity of collector strip in

a stationary condition on a contact wire Ri 100;
collector strip 42 mm wide made of BH 424, con-
tacted by a soldered strip, load duration > 1 h,
contact force 30 N.
I Rt..- '19Fa 1?cw 6.P
A 10-sn oc oc w Rt,r transition rnsista.nce
50 0,3 25 30 ~ 1 19Fa temperaturn of tJw stt ip holdet
100 0,4 33 45 4 dew ternperat.urn of the co11Lact wire
200 0,45 43 60 18 6.P power loss
However, this has a negative effect on the contact behaviour.

In high-speed trains, the power requirement for convenience and auxiliaries reaches
up to 1000 kVA. This power has to be safely transferred through a pantograph on a
stationary vehicle.
To avoid the contact wire melting, the currents in a stationary vehicle have to be held
below the permissible limits. The expert group for pantograph/contact line interaction
specified in leaflet UIC 5AG (release 1992) that for example, 100 A per collector strip is
permissible for the pantograph of the ICE. In measurements made in 1993, the heating
of the collector strip was determined as shown in Table 2.6.
2 .4.3 Contact forces between the pantograph and the over-

head contact line
2.4.3.1 Basics for static contact force
The contact force governs the interaction between the pantograph and the overhead
contact line, so static, aerodynamic and dynamic contact components are discernable.
The static contact force is the force exerted by the collector strips due to the force ap-
plied by the pantograph drive on the overhead contact line, measured at a stationary
traction unit. To achieve the most consistent working conditions, this should be equal
throughout the entire working range of the pantograph during both upward and down-
ward movements. In practice, the friction in the knuckle causes differences between
upward and downward motion.
According to TSI Energy [2.18], Pantographs, the following static cnntact forces are
recommended
FKo = GO to 90 N for AC 15 kV and 25 kV,
- FI<o - 100 to 120 N for DC 3 kV,
- F1<.o 70 to 110 N for DC 1,5 kV.
Figure 2.17 shmvs cmT<:nt values of the static contact force J<'i,;_ 0 or pantograph DBS 54.
I
''
IiI
I I
92 ,.,- 2 Requirements and specifications
400 4,0 ---,----,--,----,----,

2
kW i<N
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].
2.4.3.2 Aerodynamic contact force

The sum of the static contact force and the component resulting from running speed
and dependent on the aerodynamic effects, is designated as the aerodynamic contact
force. This is exerted upwards vertically and measured when the collector head is held
still and not touching the overhead contact line. In the high-speed range, it is intended
that the aerodynamic contact force increases only relatively slowly with the speed. The
aerodynamic effects on the pantograph on the front of a train in the direction of travel
is greater than on those installed on the rear of the train. The pantograph at the rear
end of a locomotive is therefore operated at high-speeds.
The aerodynamic resistance of the pantograph has to be distinguished from the aero-
dynamic contact force. It is exerted by the wind in a direction opposing the running
direction.
The main part of the aerodynamic resistance occurs at the collector head.
Figure 2.18 shows the overall aerodynamic resistance dependent on the wind velocity
for pantograph DSA 350 S.
The aerodynamic contact force and the resistance force in singL-arm pantographs de-
pends on whether the knuckle is leading or trailing. Design of the pantograph can
control the resistance forces and aerodynamic contact forces.
2.4 Specifications due to the pa.utogrnph 93
Force exerted on the overhead conlacl line by the

Static
l------t by t11e collector strip(s) due to the action
contact force of the pantograph drive
+I Vertical component of the aerodynamic resistance,

measured al lhe collector strip when U1is is not
Aerodynamic touching the overhead contact line.
component This depends on the aerodynamic effect at the
current speed and therefore also on the shape
I
- of the traction unit head
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
Dynamic contact force

Figure 2.19: Com-
= contact force FK
ponents of the con-
tact force.
2.4.3.3 Dynamic contact force

The sum of the aerodynamic contact force and the dynamic components 'from the inter-
action between the overhead contact line and the pantograph is designated according
to EN 50 206-1 as the dynamic contact force. In particular, this depends on the speed,
the dynamic properties of the overhead contact line and the pantographs and their
number and spacing. It also depends on the running behaviour of the traction unit and
the quality of the track.
Irregularities in the overhead contact line, e.g. discrete masses such as section insula-
tors, create peaks in the dynamic contact force. They should be avoided if possible.
The quality of the contact between the overhead contact line and the pantograph can
be assessed by dynamic contact forces.
To avoid arcs and also to limit the uplift of the contact line and wear of components,
the contact forces should, according to the leaflet EN 50 119, l;e between
System Speed Contact forces in N
in km/h Minimum l'viaximllm
AC < 200 positive 300
AC > 200 positive 3GO
DC '.S 200 positive 300
DC > 200 positive~ ,H)()
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
--------
increase up to 350 N. In DC railways, a permissible \alue of 400 N is specified. As a

lower limit, it is specified for both types of power supply that the contact forces should
be greater than zero under all conditions. Figure 2.19 explains the individual contact
force components and their relations.
2.5 Specifications on reliability and safety

2.5.1 Standards
The many and correlated factors to be obsened in the design construction, operation
and maintenance of overhead lines are the object of international, regional and national
standardisation. Significant, currently valid standards to be observed in the design
construction and operation of contact lines for electric railways are contained in the
Appendix on standards. The standardisation of contact lines for electric railways is
subject to constant development.
A study of the standards of contact line systems and their components showed that
some hundret different regulations and standards currently exist for this subject. Im-
portant standards for designers and operators of overhead contact lines are IEC 913,
EN 50119, EN 50121, EN 50 122 and EN 50 163.
2.5.2 Loading and strength

During operation, contact line systems are subjected to electrical and rnechanical loads
resulting from electric voltage and currents and climatic environment. All elements of
the overhead contact line system shall withstand these effects electrically and mechan-
ically by a factor k higher than the load. This factor is a safety factor in determining
insulation co-ordination and the partial factor in mechanical design. If the condition
loading k < strength
is complied with, the basic design requirements are met.

The presence of electricity in the vicinity of railways poses a hazard to life, installations
and equipment . Potential hazards may be:
the overhead contact lrn,e-rml voltage,
the operating current and the shoTt-czrcuit current,
the electric _fidd,
the magnetic field,
rail-earth potentials.
incfoced longitudinal voltages and
capacitive charges.
These hazards must be limited to acceptable limits b~ adequate design of installations
in compliance with the rcle\,utt standards.
2.5 Specifications on reliability and_ safoty ____ ___________ _ ----------~-- 95
Table 2. 7: Allocation of the rated volt.age and impube volt.age

to the nominal voltage and overvolt.age category according to
EN 50 124-1.
Nominal voltage 1 l Highest Rated Impulse voltage
pennaneut voltage withstand level for
voltage2 l overvoltage category
V V V kV
Ucrr
AC DC AC/DC III IV ,I)
460 3 ) 530 630 6

600 720 800 8 12
750 900 1000
1000 3)
1150 1250 8
1200 1440 1600 10 15
1500 1800 2000 12 18
2400 2880 3200 20 40
3000 3600 4000
6250 6900 8000 40 60
15000 17250 18000 75 95
25000 27500 27 500 145 170
50000 55000 55000 250 300
I) Conductor-earth voltages but conductor-conductor voltages
for IT networks
2
) Highest system voltage for nominal voltages to IEC 38 and
EN 50163
3
) For train preheating equipment and point heaters
4
) Applies to overhead contact lines
2.5.3 Insulation co-ordination

fn-S'ulation co-ordination is the choice of the electrical strength of the electrical equip-
ment, dependent on the voltages occurring in the contact line net,vork. The criteria for
the necessary electrical strength is the design level, which depends ou the nominal volt-
age and the use of the equipment. The use is designated by the ovcrvoltage category.
Correct choice of the design insulation level ensures that the equipment will withstand
the necessary voltage. vVithstand voltages are characterized by th<' wave shape and
magnitude of represenlative overnolta_r;es which the insuiatiou will withstand with a
defined probability.
In contact line systems of electric railways, the insulation co-ordination is performed
as follows:
Drt('r1t1inatio11 of the 1,mpulse voltage withstand level in relation to the nominal
voltage and the ovcrvoltagc category. Contact lines and foeder line.s of derLric rail-
ways are allocated to ov<\n'olt.agc category IV according to E\ 50 l2Ll-1. Circuits
which are directl,v co1111ectcd to the contact line installation l>ttf. ar<' protecLcd by
direct or indirect, oucn1ol/,(l,(;c profedwn demces. are ,1ssign(d t.o m<'rvoltag<~ cate-
96 ----- ___________ _1 Requirements and specifications
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 - ---- ----- ---- ---------- - - - - - - - - - ' - ' -
Table 2.9: Minimum air gap for

overhead contact lines to EN 50 119.
Impulse voltage EN 50119
withstand level draft 2000
kV static dynamic
12 100 50
15
18 100 50
40 150 50
60 -
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
2.5.4 Protection against electric shocks

2.5.4.1 General protection against electric shocks
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.
Dimensions are minimum values in m

I
Public areas Electricians and
persons instructed
in electrical or railway
technology
(restricted areas)
--?<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.
2.5.4.2 Protection against electric shocks by direct contact

Protection against electric shocks by direct contact can be implemented by protective
clearances or protective obstacles.
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.
Protection by screening or guarding

Protectfon against direct conb1r-t can be made by screening energised parts to prevent
contact using items such as solid walls, solid wall doors, gratings and grating doors made
of conductive mat(~rial Gratings should have a maximum mesh size of 1200 mm 2 . This
mesh size is l<)([lliH d up to a 1tc,igl11. ()t al. least 1,8 rn if the energis<id parts are higher
1
2.5 Specifications Oil ~~liability_ aud_safety ___ --------------- 99
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.
2.5.4.3 Protection against electric shocks by indirect contact
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
the design and width of the pantograph S1i,

lateral movements of the pantograph S1 ,
the dectrical clearance in air S 2 according to EN ;j() 119 and
the safety clearance S:3 for the de-wired or broken palltograph S; 3
The dimension y follows from Figure 2.21 to be
(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
Figure 2.22: Overhead contact line

1
)x = 5,0 m inside radii for R < 1000 m zones for DB.
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
z 6500 + 150 + 1:350 - 7300 = 700 mm

The parameters :r, y and ::: define the pantograph and overhead contact line zones for
DB as presented in Figure 2.22 according to [2.10].
A particularly serious hazard occurs vvhcn components of the electrical equipment in
the vicini 1 y of the railway become energised at the contact line potential, as a result of a
broken or displaced overhead contact linr; or energised pantograph. Overhead contact line
and pu:ntoqraph zones are, therefore, defined so that their limits will not be exceeded if
an ov<)rlwad rnntact line or an (:n(:rgised pantograph were to break or de-wire. In this
zorn\ cout.a<t with ('q11ipment following a broken overlwa,el contact line, or with live
parts of a lirnk<11 ()I d<'rniled p,l11togr,1pl1 is ,\ss1111wcl .
2.5 Specifications on_ 1elia.bili!Y ai1~_ s,1f~t.y -
101
------------------------------
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.
2.5.4.4 Protection against electric shocks caused by the track potential

In electric railways, the tracks are used as the return line for the traction return current.
When trains are moving, track-earth potentials are created clue to the transmission of
the electric power. They reach peak values at moving trains and at substations. Track-
earth potentials are also designated in the relevant standards as rail potentials. They
assume time and position-dependent values.
Due to traction currents, which increase with the power of the traction unit and the
improved insulating properties of modern permanent way installations such as the
insulated rail or concrete slab permanent way which is rigid and ballast-free, protective
measures are necessary to prevent electric shocks from rail to earth potential.
The permissible rail potentia.ls and touch voltages differ between AC and DC instal-
lations. More details on this subject including design of protective rneasures an' to he
found in chapter 12.
Table 2.10: Environmental properties of modern transport resources

[2.11, 2.12)
Property Unit Car Train Aircraft
Specific energy requirement kWh/100-P km 48,7 10,3 62,8
CO2 emission kg/100-P km 1 l 12,29 4,75 17,0
NOx - emission g/100-P km 133 3,8 88
CO - emission g/100-P km 209 0 20
Hydrocarbon emission g/100-P km 27 0 8
Soot-emission g/100-P km 0 1,0
Areal requirement at equal
performance, new constructions % 285 100 170
Noise level at 25 m distance dB(A) 73 92
I)100-P km means that the data are related to I Person travelling 100 Ian.
Notes: Car with petrol engine.
For the ICE, emissions in the supplying power plants are taken into
account.
Over half of the space used for electrified railway lines is an eco-
logically valuable living space because the air along the lines is not
polluted.
2.6 Environmental compatibility

2.6.1 General
The climatic effects which have to be taken into account in the design and construc-
tion of contact line systems are described in detail in 2.3. Clause 2.5.3 addresses the
problem of pollution layers. Other aspects of the interaction between the contact line
installations and the environment are explained hereafter.
2.6.2 Environmental relevance of electric traction

The transport of persons and goods is undoubtedly a social necessity because it provides
the basis for
a high mobility of individuals and products,
an effective division of production activities and
a use of rmv mat0.rials not available in the domestic market,
an increase in accessihlr markets.
The transport process requires the lowest specific energy when performed on rails.
Beyond this, transport by electric traction vehicles is the most environmentally friendly
means of moving people and frrjg,ht.
Table 2.10 compares importnnl properties which characterise environmental aspects
of transport facilities. The en\ irnunw11Lal prnp<~rt.ies of modern aircraft and cars are
cornpared \\ith those or the Cr1111c111 [CE t 1ai11.
2.6 Environmental conq>atibility 103
2.6.3 Land Usage

Those areas '11,SCd for installation that are concreted, asphalted, covered with gravel or
otherwise surfaced can be designated as consumed land. Subsequently these areas are
no longer available for other purposes.
Existing railway lines have already consumed land areas. The land consumption is only
increased insignificantly by the electrification of a railway line. Additional areas can
be necessary for foundations. If the poles are set on areas which have already been
consumed by the constrnction of the railway, e.g. on railway land, no additional land
area is required for the construction of contact line installations.
During construction of overhead contact lines, it may be necessary to use land tem-
porarily for provisional roads, for construction and excavation work. After completion
of the installation, these areas are returned to their initial state.
By the construction of overhead contact lines on existing railway lines, the clearance
gauge is extended by space for the pantograph zone. This and the overhead contact
line zone, require no additional land.
The land usage for new twin-track railway lines is only 36 % of that for a four-lane
motorway [2.13].
2.6.4 Nature and bird protection

When electrifying railways, the relevant regional or national directives and laws with
regard to nahtre and bird protection have to be complied with.
Contact line systems are often rest and landing places for various species of birds. This
is a cause of potential danger to the birds and also to the operation of the overhead
contact line installation. The danger posed to birds by contact line and cantilevers
plays a lesser part.
Particular dangers are tension insulators and the risk of collision with the contact line
equipment. In areas where resting and landing birds are often found, the installation
of bird protection devices has reduced the potential hazard significautly.
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
!
It is difficult to make an objective assessment of the effect of a contact line on the

appearance of the landscape. The layout of the railway line, the height of the over-
head contact line poles, the design of cantilevers, overhead contact line, equipment,
reinforcing feeders and return lines interact in a cornplex 1:1amrer.
Assessing the effects of the electrification of a railway line on the landscape will always
be subjective. An objective assessment of the aesthdic infiuc11ce on the landscape is
attempted with the aid of comput<~r programs for the thn<-di111<~1tsional display of
objects on th<' ground [:2 :23].
Table 2.11: Physical properties of contact wires

Property Units Contact wires Origin
Usual Basic Cu CuAg0,1 CuMg0,5 Application
units units
Ultimate N / mm- 106 N/m 2
)
355 360 510 EN 50149: AC-100
strength a- 330 350 490 EN 50149: AC-120
2 9 2
Modulus of kN/mm 10 N/m 120 120 120 EN 50149
elasticity E
Coefficient of 10-6 K-1 17 17 17 EN 50149
thermal ex-
pansion o:
Coefficient of 10-3 K-1 3,93 3,81 3,85 EN 50149
resistivity 0:20
Resistivity 1220 f2 mm 2 /m 10- 6 n. m 0,01777 0,01777 0,02778 EN 50149
Conductivity 2 6 36,0 EN 50149
S m/mm 10 S/m 56,3 56,3
K;zo
Specific kg/dm 3 10
3
kg/m 3 8,9 8,9 8,9 DIN 43140 [2.14]
mass 'Y
Specific heat c Ws/(kgK) 380 380 380 EN 60865-1
Coefficient of W/(Km) 377 375 [2.15]
thermal con-
ductivity >.
2.6.6 Electric and magnetic fields

In the accessible vicinity of contact line systems, the greatest expected electric fields
of AC 25 kV railways is 2,7 kV /m. On lines electrified with a nominal voltage of AC
15 kV in Germany, the expected values at the edge of the railway line lie at around
1,6 kV /m. The magnetic .fields in the vicinity of the railway are dependant upon the
current and, therefore, on time and location. They can reach peak values up to 80 A/m
for short times.
Both the electric and the magnetic fields in the vicinity of electric railways are believed
to be completely harmless to humans. If monitors or other sensitive equipment are
operated in the \icinity of electric railways, interference can occur. Detailed information
is contained in chapter 13.
2. 7 Physical characterisitics of materials in contact

line installations
As already explained in 2.5.2, the components and structural elements of a contact line
installation generally have to possess an adequate mechanical and electrical strength.
Exact knowledge of the physical properties of all applied materials is essential for the
correct design of coutact line installations.
Tables 2 l l to :2 13 list Lit< in1portant ph\sic,d d1,1r,Ht<ristic; of rnat.<'rials as a basis
Table 2.12: Physical properties of standard conduct.on-;.
Property Units Conductors Origin
Usual Basic BzlI Al Steel Application
units units
2
Ultimate N/mm 106 N/rn 2 172 DIN 48 200: Gl-wire
strength cr 687 390 Bz III; steel I
589 650 Bz II: 7-wire; steel II
Modulus of kN/mm 2 10() N / m-
)
113 GO 180 DIN 48 203: 7-wire
elasticity E 192 [2.lG)
Coefficient of 10-ci K-1 17 23 11 DIN 48203
thermal ex-
pansion a
Coefficient of 10-:i K-1 4 3,81 4 DIN 48 203
resistivity a20 4 4,5 EN 60865-1
Resistivity 020 n. mm-) I rn 10- 6 n. m 0,02773 0,02826 DIN 48 203
0,0287 0,138 EN 60865-1
0,14 [2.16)
2 6
Cond ucti vi ty S rn/mm 10 S/rn 36 35,38 7,25 DIN 48203,
K,20 EN 60865-1
Specific mass ry kg/dm 3 103 kg/rn 3 8,9 2,7 7,8 DIN 48 200
Specific heat c Ws /(kg K) 380 910 [2.15), EN 60865-1
481 [2.16]
480 EN 60865-1
Coefficient. of W/(Krn) 59 222 [2.15]
thermal con- 67 [2.16]
ductivity ,\
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
Table 2.13: Physical properties of materials in contact line installations.

Property Units Third rails Rails Concrete Origin
Usual Basic Al Steel Steel C45/55 Application
units units
Ultimate N/mm 2 106 N/m 2 240 [2.17]
strength 290 700 ... DIN17122
a 1080 55
2 9 2
Modulus kN/mm 10 N/m 70 30 [2.17]
of elas- 210 (2.19]
ticity E
Coefficient 10-6 K-1 23,1 10 ... 14 [2.17]
of expan-
sion a 12 11,7 DIN 17122, [2.19]
Coefficient 10-3 K-1 3,82 5 (2.17], DIN 17122
of resisti- 4,7 (2.20]
vity a 20 2,81 v6v 04.740.6
Resis- Dmm2 /m 10- 6 Dm 0,03268 0,1206 [2.17], DIN 17122
tivity [!20 0,207 150. 10 6 l) (2.21]
0,222 vov 4.740.6
0,228 2. 109 2) [2.22]
Conduc- Sm / mm- ')
106 S/m 30,6 8,29 [2.17], DIN 17122
tivity 1-,, 20 4,5 vov 04.740.6
4,83 (2.21]
Specific kg/dm 3 10 3 kg/m:'l 2,7 7,87 7,9 2,2 ... 2,5
mass 'Y
Specific Ws /(kgK) 920 (2.17], DIN 17122
heat c 470 880 [2.15]
477 (2.19]
Coefficient W/(Km) 199 (2.17]
of thermal 72 0,8 .. . 1,8 [2.19]
conduc- ~ 50 (2.19]
tivity ,\
1l in moist soil 2) in air
origins are also indicated.

The units in Table 2.11 generally are the customary units in the first column of units.
For practical calculations with llnits, this often causes errors. For this reason, the
customary units have been converted into basic SI units and are indicated as the basic
unit or a multiple thereof in a second column. The specified numeric values of the
physical properties apply for both columns of units.
For the physical values in which no specifications are made in the first column of units,
the basic unit is also used iu practice. For example, the electrical conductivity of contact
lines made of Cu\Ig0,5: :3G S. m/mm 2 = :3G. 1() 6 S/m.
2.8 References ... 107
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.
2.2 Wilke, G.: Neuerc Uutersuchungcn zur Uberspannungsbekampfung in clektrischen Bahn-

anlagen (More recent investigations to avoid overvoltages in electrical railway installa-
tions). In: Elektrische Balmen 16(1940)10, pp. 161 to 170.
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.
2.4 AEG /Dornier: Hochleistungs-Stromabnehmer DSA-350S (High-performance panto-

graph DSA-350S). 1994.
2.5 EC 96/48: Council directive on the interoperability of the trans-Emopean high-speed

rail system. 1996.
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.
2.8 Bendel, IL Elektrische Lokomotiven (Electrical locomotives). Transpress-Verlag, Berlin,

1981.
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.
2.11 vo11 Lenmcr, I-I.: Umwcltpolitische Anforclenmgen au den Schicneuvcrkchr (Envirion-

meutal n~quircmcnts to the rail traffic). Deutsche Mascltin<~11t.cdmisdw Gcsdlschaft
Wiirzburg, 1991.
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
------------------------------ - - - - - - - - - - - -
2.13 Strebele, J.: Zur Umweltvertraglichkeit raumbedeutsamer Bahnanlagen (Environmental

compatibility of railway installations important for regional planning). In: Die Bundes-
bahn (1986)9, pp. 701 to 705.
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.
2.22 Markwardt, K. G.: Elektrizitatsversorgung elektrischer Bahnen (Power supply of elec-

trified lines). Transport, Moskau, 1984.
2_23 GroB, M.: Graphische Datenverarbeitung in der Freileitungsplanung - Innovative Me-

thoden mittels Sichtbarkeitsanalyse (Graphical data processing used for overhead line
planning, innovative methods based on visibility analysis). In: Elektrizitatswirtschaft
89(1990)6, pp. 260 to 271. pp. 270 to 271.
3 Traction contact line systems and
overhead contact line designs
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.
Figure 3.1: Couduct.or rail lo-

cated i11 a coudnit. in I3uclapest
tramway (Si<)tt1c11s 1891).
1
_11_0___________________ 3 Tract.ion contact line systems and overhead contact line designs
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< fotTt1L1< t li11<' within a sp<~cifi<\<l t,<\mpernttm~ range in order
1
3.2 Overhead contact liue types 111
traction energy contact lines I
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
Figure 3.2: Contact line systems for electric railway traction.
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.
3.2 Overhead contact line types
3.2.1 Basic characteristics

For safety reasons, only overhead contact lines are permitt<-\d for operation at voltages
above AC 1000 V and DC 1500 V. For high running speeds, above 100 km/h espe-
cially, energy transmission becomes an iucreasingly challenging task. Because of this,
overhead contact lines have undergone continuous developttwnt through a wide variety
of designs, b<\giuning wit.It simple trolle;1;-type overhead lines for tramways in 1881 up
Lo the pn!scn t-dm /,:1,gh-.'ipccd ovc1hcad contact lines.
Tlw decisive i'cl<'Lots in this devdoprncut, process \V<!rc tlw requin)mcnts of the type of
traffic to be served, the means available to the different railway authorities and the
<~xpericucc all(! a!Jiliti<~s of the cornpaui<~S involved. The ove,rfwrul line system,s which
evolved urn lw classifi<~d accorcliHg t,,, <jtlwr th<'ir applicatious or to essential struc-
t11ral dcsig11 d1arnctcristics such ;\s th<~ vol tag<~. th<' us<' and anangcu1<'11t of specific
cou1po11<'11ts tl1< 111<'( hod of t,<'nsil< lore< co1111><11s;lt ion a11d t 11<' !Tpe of suspension.
1
112 3 Traction contact line systems an1 overhead cont,_~ct line designs
------------------------"--
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
Figure 3.3: Contact wire cross

section.
3.2.2 Wires and stranded conductors

3.2.2.1 Types of wires and stranded conductors
The pre-tensioned wires along which collectors travel are called contact wires. Together
with the associated messenger or catenary wires, droppers and stitch wires they form
the longitudinal contact line equipment. Tables 5.1 and 5.2 show the mechanical specifi-
cations, Tables 2.11 and 2.12 the physical specifications, of contact wires and stranded
wires commonly used in Europe. The main purpose of the contact wires is to act as a
contact slide ensuring uninterrupted transmission of electrical energy to the collectors
on a vehicle's pantograph. In order to achieve a more uniform wear of the collector
strips, the contact wire is aligned at alternating angles to the track axis in a zig-zag
arrangement. This type of geometry is not used for trolley-bus overhead contact lines.
Vehicles of this type are equipped with trolley collectors and contact shoes in order to
avoid de-wirement, which might occur if a pantograph were used as such vehicles do
not run on guiding rails.
3.2.2.2 Contace wires

Contact wires which have grooves on either side of the top section to enable them to
be clamped by clips, are called grooved contact wires and are abbreviated "Ri" (for
Rillenfahrdraht) in Germany. There are different contact wire types and cross sections
to suit the different fields of application. A fiat wire profile has proved to be favourable
for trolley-bus operations, as the contact shoes mounted on the trolley-bus poles also
cause lateral vvearing of the contact wires. The preferred cross section for overhead
contact wires is circular (Figure 3.3). The contact wire cross-sectional area selected
depends mainly on the current required, the voltage stability and the tensile forces to
be applied.
For direct-current traction systems with operating voltages of up to 3 kV, it is usually
necessary to install parallel contact wires so-called twin contact wires or double wires
if high traction power is required. The current installation technology means that the
cross-sectional area of overhead contact linc:s has to limited. According to EN 50 149
the maximum cross section is AC-150. Ia international practice lGl nun 2 and 170 mm 2
3.2 Overhead contc~ct, li1w type~_ -- -------- ____________________________ ____::_::_:::
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).
3.2.2.3 Steel wires

Galvanized steel or high-grade stainless steel wires are used for pole earthing and the
wind stays of the steady arms, respectively. Steel wires are used also for head spans
and catenary wires.
3.2.2.4 Stranded conductors

In overhead contact line installations, stranded conductors are used both for suspension
and tensioning purposes and as electrical conductors. The most common stranded wire
structures are shown in Figure 3.5. A wrought copper alloy, CuMg0,5, also called Bz II,
has come to be widely used. In Central Europe, the majority of catenary vYires, head-
span and cross-span wires, stitch wires and droppers, which all carry heavy mechanical
and electrical loads, are made of this alloy. Stranded wires of electrolytic copper, E-Cu,
are mainly used as electrical connectors between the catenary wire and the contact wire,
to connect consecutive tensioning sections of the contact line system and as s,Yitch-gear
cables. E-Cu conductors are often used to increase the current-carrying capability of
the contact line systems of DC railways.
Galvanized steel conductors were also used as catenary wires, head-span and cross-
span wires in early contact line installations. The main disadvantage of simple steel
conductor is its susceptibility to corrosion. Flexible, high-tensile strength stranded steel
conductor with bitumen protection is used for the tensioning wheel ropes \\hich are
subject to high mechanical loads. Electrical parallel feeder lines, bypass and other
feeder cables, which are only subject to loading dne to their dead weight, are made of
aluminium conductors.
Although aluminium has a lower conductivity and tensile strength than copper, it is
cheaper and extremely corrosion-resistant after the protective oxide layer has formed.
In Russia, copper catenary wires comprising copper-clad wires with individual strands
of copper with a steel core are widely used. The Cerman raihvay company, Deutsche
Bahn, has only experienced negative results with copper-clad steel wires since damage
to the thin, outer copper layer by the dips used during installation work led to rapid
corrosion of the steel cores.
Up to now no European standards exist on copper-based conduc.tors. Therefore, Na-
tional Standards still apply. The most important specifications and technical delivery
conditions for conductors ancl stranded wires are laid down in 1 1
DIN 43 138 Flexible copper and copper alloy conductors - \

DIN 48 201 Part 1, Copp<~r stranded conductors
DIN li8 201 Part 2, Dronze strnnded conductors
3.2 Overhead cont,act liue_types_________ _ 115
0
Cl'.)
_O__:__O_ Figure 3.6: Single point suspension.
EN 50 182 Couductors for overhead lines. Round wire concentric lay stranded
conductors, conductors made of aluminium, aluminium alloy and steel.
3.2.2.5 Synthetic ropes
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.
3.2.3 Trolley-type contact lines

3.2.3.1 Definition and application
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.
3.2.3.2 Single-point suspension with fixed a11chored contact wire
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)
Figure 3. 7: Pendant-type suspension of an overhead contact line for trolley-buses.

a) overview, b) Detail A
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.
3.2.3.3 Pendant-type suspension with and without automatic tensioning
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.
3.2.3.4 Bridle-type suspension
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
pull-off lever pulley sheave stitch rope contact wire clip
rp/ ----~-L_.
Ct; J Figure 3.8: Bridle-type suspension.
1400
rubber spring components Figure 3.9: Elastic support.
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.
3.2.3.5 Elastic supports

Elastic supports or elastic cantilevers are designations given to a cantilever design
with an elastic mounting using rubber spring components (Figure 3.9) that damps
contact wire movement as well. Either single contact wires or twin contact vvires can
be mounted in the contact wire clips. If elastic supports are the only means used to
support a contact wire, their spacing should not exceed 15 m. It is possible to use this
form of suspension for running speeds of up to approximately 100 km/h.
An additional catenary wire clip permits the installation of a catenary wire and thus
extension of longitudinal spans to 30 m. Elastic supports are mainly used in tunnels
where the space for the contact line installations is limited.
3.2.4 Trolley-type contact line with stitch suspension

The trolley-type contact lines with stitch sv,.spension is a simple contact line design,
where the contact wire is joined to the support with a st'itch-wire (also known as a
bridle) arranged in a triangular shape (Figure 3.10). The first overhead contact line
installations of this type, which had suspensions based on patents dating back to 1895
a) support
I 1/3 / I 1/3 / -1---__'.~~i ___ --1

!------------- - - - - - 1
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.
3.2.5 Overhead contact lines with catenary suspension

3.2.5.1 Basic design
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.
3.2.5.2 Contact lines with droppers at the supports
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
longitudinal span I Figure 3.11: Contact line with

dropper i-----s-up_p_o_rl-sp_a_c_in_g_ _ _ _ _ _ contact wire
droppers at, the supports.
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.
3.2.5.3 Contact line with offset support droppers
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.
3.2.5.4 Contact line with stitch suspension

The ten11 shid1. urire is used to cfosignate a connecting d('uieut inserted between the
cateucu-_v wir<' ,llld the contact ,vire ( Figure 3.13). In sr,n1,i-r:m11,7w11.s11.led overhc(l,d contact
lznes, it serves to rnrnpeusaU contact wire height diffor<'llC"<'S i>d.we<'tt the mid-span and
th<) sttpports. \\']1<~11 1.<~1t1p<!ratt1r<! chang('s oc-c.m, th<' Y<'I( ical tttm'<'rtwnt of the points
120
stitch wire Bz II 25 mm 2
pull-off support push-off support
J
F = 2,3 kN
i-------'--"--'"'-'--'-'----_,-1 calenary wire Bz II 50 mm 2

F = 10 kN E
0
-10,0m OJ_
~
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
Figure 3.14: Inclined overhead

contact lines along straight track.
a) semi-inclined
b) fully crooked
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.
3.2.5.5 Contact line with inclined suspension
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].
3.2.5.6 Contact line with elastic dropper elements
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.
3.2.6 Horizontal catenary overhead contact lines

In horizontal caf;ena:ry contact lines, the individual suspension wires and contact ,,vues
are in a more hori:;mntal position relative to each other. Th<'S<' s_, stems arc not as
strongly deflected by wind enabling lower structure heights and longer support spac-
ings (Figures 3.18 and 3.19). However, they require greater pla1111i11g, installrttion and
maintenance effort than comparable , ertically oriented catenan -supported <n-erhead
contact lines.
Horizontal contact lines were originally introduced in order to arnid ha\ ing to use
poles for public transport systems in urban areas. Th(~ rnt<na1Y wires were anchored
to the walls of buildings and then~ an~ various schein<'s for hori;,0111 al contact lines
124 __ ____ -~_'!'_r:~_c:tion c:ontac:t line sy~t<:!EllS cl:fl(! overhead c:ontac:t line designs
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.
3.3 Conductor rails

3.3.1 Third rail installations
Conductor rails are the oldest form of electrical traction current supply lines for electric
railways. They are used mainly to transmit energy to the electric traction vehicles
in underground and urb,u1 railway systems. Of 102 direct-current railways for public
mass transit systems operated with nominal voltages of up to 1000 V surveyed in 1982,
80 % used conductor rails for energy trausmission. In systems ,vith nominal operating
voltages above 1500 V, overhead co11tacL lines dominat<>, having a share of 87,5 %. For
1101uinal voltag<\S above 1500 \", only <)X[Wrime11tal c:oudnctor rail systr~ms are known.
3.3 Conductor rails ________ ------------ ----------=-12:::::'_5
b C d e
Figure 3.21: Conduc-

t.or rail of the Berlin
metropolitan railway.
a TR a conductor rail support
distance to track centre line 15703 b clamp
c porcelain insulator
d conductor rail fixation
e wedge
f insulating cover of im-
pregnated wood
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
Figure 3.22: Conductor rail

----
support with aluminium-steel
composite rail.
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)
TR 5 maximum vertical working

/ range of collectors;
6 standard vehicle gauge;
9
7 cast aluminium mount;
8 support with conductor rail
insulator;
9 top level of running rail;
10 distance bet,Yeen contact
surface and track center line
3.3.2 Types of conductor rail

Until the beginning of the second half of the 20 th century, only steel conductor rails were
used. The rails which were being installed to the mid 1950s had a specific resistance of 1
/
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 ...
Table 3.2: Coucluctor rnil parameters and their

values (resistance per unit length for new rails at
'i?air = 20 C ).
Material 1n' A R' used in
n/km
')
kg/m mm-
Soft steel 40 5100 0,0225 Berlin, Munich U)
0
("iron") 60 7600 0,0154 Vienna
75 9200 0,0128 New York
Aluminium 6,4 2100 0,0148 Barcelona

composite 15,7 5100 0,0069 Berlin
Figure 3.24: Cross section of an alu-

minium-steel composite conductor rail.
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.
3.3.3 Construction and operation of conductor rail installa-

tions
Conductor rails have a high mass per unit length. Table 3.2 shows that the weights of
steel conductor rails are in the region of 40 kg/m. The mass per unit length of solid
aluminium cornpos1.te conductor rails is 15, 7 kg/m. In order to facilitate constrnction
work, steel conductor rails are supplied in 15 m lengths and al11mini111t1 composite con-
ductor rails in 18 rn lengths. For a temperature range betwee11 80C a11d ;300C equal
to 110 K, a steel rail of the former dimensions would cxperi(~ncc a tl1r.rmal expansion of
23,3 mm while the l<'.ugth of the latter composite conductor rail \\'ould var,v by 4G nun.
As a result of this therm.al e:1:pan,,c;ion and contraction, a compern,atiou joint is required
every 45 to GO m. A unn.pen..sation joint is a coucluctor rail joint ruade with tlw aid of
fish-plates iu order to allow for length changes owing to t011qH'ratmr. variations.
A lonqii'/1,rfrnal 7not('(twe J1:1:1.n11 is installed i11 the llliddlc of a section of rigidly jointed
conductor rail s< d.io11s lid\\'<'<)Il t\\O cornpeus;-lt ion joints l'l1is co111JHiS<)S a st.eel rod
1
128 3 Traction contact line systems and overhead contact line designs
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
I Figure 3.25: Conductor rail ramp of a bottom-contact conductor rail installation.
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
Figure 3.26: Conductor rail discounector SBH 4000 [3.9].
- aloug dead-end sidings 20 %.

vVea,r is determined by measuring the height h (c-f. Figure 3.20) of the conductor rail
cross section. Figure 3.27 shows the reb:ttion of this measurement to the cross-sectional
area for conductor rails of cross section shape J-\ ;JlOO.
3.4 Overhead conductor rail installations

It is also possible to arrange traction pow<'r conductor rails above the \C:hicle gcwgc. 111
this case the system is called an overhead r:on.ducfor rn,,i,l [3.13, 3.1-1]. The llS<' of rigid
conductor rails rnounted cl.bovc the vehicle' gauge in tunrwls, so-call<'d soffit r:ont!w:tor
rm.ls, reduces the amount of space required lwuws<'.
the nominal height of the overhead conductor rail ouly needs tu cxu(~d th(~ t<~-
quired minimum contact liu<' height hy tit(~ st1111 of the track i<'Y<'l to!(:tallc<'s and
installatioH tolerances, and
the vertical space required for the S\'S(t'llt h<'ight is small iu rn111pariso11 to that
of a catenary-type coutact line installation.
This results in lower <osts wlwn h11ildillg 11c'\\' t11t111C'ls a11d eq11ipping <'xist i11g t unrwls
\\'itlt dectrical (rn('t,ior1 <ont,,1ct line's
,,.,,~---
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
Figure 3.27: Remaining cross-

90 95 100 mm 105 sectional areas of worn A-5100 con-
Conductor rail height h - ductor rails of steel.
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
Table 3.3: Characteristics of overhead conductor rails

with clipped-in contact wire, in relation to the support
v+-----+-aluminium alloy
spacing, according to reference [3.15].
2214 mm 2
co
Support spacing rn 8 10 12
Maximum sag
between supports mm 3,1 7,5 15,5
__.-----copper Recommended maximum
contact wire running speed km/h 160 120 80
Figure 3.30: Cross section of

an overhead conductor rail with
clipped-in contact wire.
a) zig-zag
250 l 250
E
E
0
co tunnel ceiling
tunnel ceiling
/ / / // / /
b)
0
l()
C\J
zig-zag
250 250
~ - tracl< contro line pivot axis

/'' I
1200
1--
Figure 3.31: Supports for overlwad coudnctor rails.
a) for DC 1,5 kV a11d DC :3 kV Ii) for AC 25 kV
132 3 Traction contact line system~_il!!.<:! overhead contact line designs
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.
3.4 Siiberkriib, M.: Technik der Bahnstrom-Leitungen (Technology of overhead contact

lines). Verlag von Wilhelm Ernst & Sohn, Berlin - Miinchen Diisseldorf, 1975.
3.5 ~chwa.ch, G.: Oberleitungen fiir hochgespannten Einphasenwechselstrom in Deutschland,

Osterreich und der Schweiz (Overhead contact lines for high-voltage single phase cur-
rents in Germany, Austria and Switzerland). Verlag Wetzel-Druck KG, D- 7730 Villingen-
Schwenningen, 1989.
3.6 AEG: Stromschienentrager fiir elektrische Bahnen (Conductor rail support for electrical
railways). 05.89.
3.7 I-faupt, R; Freiclhofer, H.: Elektrische Energieiibertraguug mit Aluminium-Verbund-

stromschienen bei der Berliner S-Bahn (Electrical energy distribution by means of alu-
minium steel composite conductor rails used for Berlin city railway). In: Elektrische
Bahnen, 50(1979)4, pp. 96 to 100.
: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.
3.10 Alumiuium-Walzwerke Siugen GmbH: ALUSINGEN-Verbundstromschieneu (ALUSIN-

GEN composite conductor rail). Edition .June 1979.
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.
3.15 Data of Furrer + Frey, 1997.
3.16 Syre, P.: Zulassung einer Stromschienenoberleitung durch das Eisenbahn-Bundesamt

(Approval of an overhead conductor rail contact line by German federal railway admin-
istration). In: Elektrische Bahnen, 94(1996)11, pp. 326 to 328.
134 3 Traction contact line -sx:s!ems and overhead_ contact line designs
4 Design of contact lines arid
cross-span equipment
4.1 Overhead contact line equip1nent

4.1.1 Basic design
Figure 4.1 illustrates a typical overhead contact line design with individual poles on
both sides of the tracks. This is the preferred design for main line traffic at all usual
voltages and for urban transportation also. The components such as contact line, can-
tilevers, poles, traction power feeder lines, return current conductors and rail bonds
are shown in this schematic diagram.
Figure 4.2 illustrates an overhead contact line equipment supported by flexible cross-
span elements as an alternative to individual pole design. Other types of cross-span
equipment adopt cant?:levers across several tracks and portal structures.
The structure of an overhead line equipment can be seen in Figure 4.3. It consists of in-
dividual spans, which are designed according to the application of the contact line. The
contact line is divided into individual tensioning sections. Terminations or tensioning
equipment are found at the ends of these sections. The tensioning equipment maintains
the tensile forces in the contact wire and the catenary wire approximately constant at
varying temperatures. A midpoint anchor, which fixes the contact line equipment and
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
1 Bolt-mounted lattice pole

2 Bolt-mounted double channel pole
3 Head-span wire
4 Catenary wire
5 Contact wire
6 Support in head-span
7 Current carrying connector
8 Upper cross-span wire
9 Lower cross-span wire
1O Insulator
11 Section insulator
12 Pull-off
13 Switching transverse conductor
14 Switching drop line
15 Disconnector
16 Switch line crossarm
17 Electrical switch mechanism
18 Pole number
19 Pole earthing
20 Pole foundation
21 Cross-span tensioning spring
Figure 4.2: Overhead contact lines supported by head-span structures.
. half tensloolog lecgth
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
Figure 4.3: Design of a contact line section and a span.

4.1 Overhead contact line equipment ________________________________ ___________
137
Table 4.1: Overhead contact line equipment designs.

Number Design Properties Application
1 Simple overhead cont.act Contact wire height changes Light rail systems (tram-
line equipment. with- with temperature, limited ways) with low electrical
out continuous catenary span length and current car- load, sidings on main-
wire, fixed tennina.tiou rying capacity line railways, speed up to
or flexible tensioning 100 km/h
2 Vertical contact line Contact wire height indepen- Tramways with high electri-
equipment without dent of temperature, span cal load, main-line railways at
stitch wire, tensioned lengths up to 80 m are pos- speeds up to 120 km/h, two
contact wire, ca.tenary sible, current carrying capac- parallel contact wires are of-
wire fixed or tensioned ity can be adapted b) se- ten employed with DC trac-
lecting suitable catenary wire tion supplies
and contact wire cross sec-
tions, large variation of elas-
ticity between mid-span and
support
3 As (2), but with stitch As (2), however lower elastic- lVIain-line railways with high
wire, automatically ten- ity differences between mid- electrical loading and speeds
sioned contact wire and span and support up to 350 km/h
catenary wire
4 Vertical contact line As (3), however higher cur- Main-line railways with very
with auxiliary con- rent carrying capacity and high electrical loading and
tact line automatically more uniform elasticity very high speeds
tensioned
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.
4.1.2 Selection of the overhead contact line design

Selection of a t;ype of overhead contact line requires knowledge of the operating p:uam-
etcrs and must take the requirements described in chapter 2 into account. The selection
can be performed as described in chapter 3. Table 4.1 contains applications for typical
ovcrlwad contact line designs.
An overhead contact line type is defined by the design and thus by the configuration of
its components for a given applicatio11- It, follows that the overhead contact line should
nlso be configmcd to provide a minimum opcrn.tional life cycle cost. The verification of
tltc' suitability of a design of overhead nmtact line for a given purpose can be performed
h, tliP simnlation of the intmaction bc~twee11 tlw overhead line and tlie pantograph or
ll\ canying ont. a track test.
138 _ _ _ _ _ _4_D_e_si""'-g_n o_f_~!?ntact. lines and cross-span equipment
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
4.1.3 Selection of conductor cross sections and tensile forces

The contact wire and catenary wire cross sections are to be kept as small as possible for
economic reasons. They should be dimensioned to satisfy requirements at the lowest
cost. The traction power supply system, the traffic timetable and the route profile
determine the magnitude of the current flmving through the overhead contact lines.
Subsequently the conductor cross sections are rated with parallel line feeders included
in the design, if necessary. The electrical rating of the contact line is described in
chapter 11.
Table 4.2 contains information regarding the continuous current carrying capacity [4.1]
of overhead contact lines for frequently adopted combinations of catenary wire and
contact wire for a contact wire wear of 20 %.
The mechanical rating is aimed at the maximum possible span lengths that can be
implemented by adopting high tensile forces and wide pantographs. This reduces the
number of supports and therefore the investments. The selection and stress analysis of
the catenary wire and contact wire will be discussed in clause 5.1.3.
The lateral contact wire position permitted by the useable pantograph width limits the
span lengths for overhead contact lines for speeds up to 200 km/h. The determination
of the span length is performed using equations (5.47) and (5.49).
The elasticity of the overhead contact line system at mid span depends mainly on the
span length l and the tensile forces in the contact wire H cw and catenary wire HCA.
e l Hcvv He\
(4.1)
mm/N m kN kl\'
The factor kE is dependent upon the d()sign of the contact line. A value of kE ;::::; 4,0 is
valid without stitch wires and kr;; ;::::; :3.:> with stitch win~s. The elasticity profile along
the span can be calculated using computer progr;-1ms [4.2].
Materials and tensile forces have to lw scded,c\d for high-spe1cd overhead contact line
systems in such a manner that the waor' prnpw1ahon 'IJelocity c is sufficieutlv high as a
characteristic dynamic variable [4.:3]:
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.
4.1.4 Selection of span lengths

Long span lengths ar<' desirable in view of investm,cnts as low as possible. Contact wires
that are displaced bv wind frnm their still air position have to gmu antC'e continued
S<'('llrC power Lrnusfor. D<'tcrminatiou or spa:n lenglh must rousid<'r t lw ,viud loading
1wr unit length for tlH' cout,11ct wire l~vcvv and the cateuary wire /;~\'<,, in accordance
with chapter S for the a11Licipated n:gion(J,l wind vr.locity. The height of the overhead
contact lin<'s ahove Lit<~ suno11uding terrain togd,her 1,,vith rnaxirn11tn regional wind
V<'locit, ddcrtni11<'S the' wind Y<'locity to Ii<' appli<'d.
140 _ _ _ _ _4_D_e_'s.....,ig,_n_o_f_co11tact lines and cross-span equipment
90
m REB with wind speed 25 m/s

80 ,, ---- DB with wind speed 26 m/s
r- r - r
- JBV with wind speed 30 m/s
t 70
.0-
~
,- ./
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
__r JBV Mainline Railway, Norway

r L_ r
30 CP Portuguese State Railway
-!- ~
French Stale Railway
SNCF
20
J
I SNCB Belgian State Railway
180 275 375 450 525 650 800 875 100011001235135015001700190023002800 m 3800
RadiusR - -
Figure 4.4: Span lengths relative to track radius at European railways.
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.
4.1.5 Selection of system height

The task of the dropper is to connect the contact. wire and catenary wire elastically.
To achieve this, a minimum dropper length is needc'd. Droppers that are shorter than
0,G Ill hdum~ inflexibly esp<~cially ;,1,t, liigli sp<'<'ds. The ngular system, he1,ght and the
4.1 Overhead contact line equipment____________
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.
4.1.6 Design of contact lines 1n tunnels

In addition to the general requirements, there is a need to minimise the installation
space for t'/J,nnel overhead contact line equ,'lp'ments in order to reduce the overall tunnel
cross section as far as possible.
As a first approximation, clue to the lack of sunshine, low ternperatures and low air
movement, the continuous C'U,rrent loading u1,pacdy of overhead lines in tunnels may
be taken as similar to the current loadiug capacity 011 open track [4.4], assuming the
same conductors.
Large movements of the catenary vvire, cuntact wire and auxiliar:v lirw feeders can oc-ctu
during short-circuits, and can lead to contact with the tunnel walls. As this 1novernc1it.
occurs only after the short-circuit has becu disconnect<>d [4.5], att.c)ntion need not be
paid to this problem during the design of the overhead contact. li11<'
The contact wzre heiqhl should be kept as low as possible to rcd11n tlw tu111wl noss
section and the associated construction im'<~stnwnts. I-Imvc~ver, contact wire gradients
me uot penuit.ted ou high-speed tracks, so that tlw sarnc c-ont;wt. \\ ire heights prevail,
as fou11d 011 the open track. To kc\ep the tun:f!,d cross scdwn low, a low svstcrn height
should IH' prm idcd \Yi thin the Ltlllll<'l; t.his n'.q11ir<)S shorL<)l' spa11 l<11gt Its. Dcpcnclcut
4 Design ofcontact lines and cross-span equipment
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.
4.1. 7 Adoption of contact wire pre-sag

For some designs of overhead contact line equipments, the contact wire is not strung
at a constant height above the top of rail. e.g. with design Re 200 for DB and the TGV
overhead line for SNCF, the contact wire is provided with a contact wire pre-sag of,
for example, 1/1000 of the span length, so that the contact wire is nearer to the track
at the centre of the span than at the supports. The provision of pre-sag is based on the
premise that the overhead contact line has a lower resilience at the supports than at
mid span, and the pantograph therefore lifts the contact wire at the supports to a lesser
degree than at mid span. In order to achieve an almost constant pantograph operating
height during the passage of a train, a pre-sag is provided at mid span, which should
compensate for the difference in lift at the support compared to that at mid span. The
dynamic components of contact wire lift, however, increase with increasing speed and
the pantograph is pressed downwards by the pre-sag at mid span. Tests [4.6] performed , I
\
during the development of the overhead contact lines for the new track sections at DB
showed that a pre-sag is not necessary for high-speed overhead contact line systems,
and is even detrimental from the viewpoint of running characteristics.
A pre-sag can definitely provide better running quality for overhead contact line sys-
tems up to 200 km/h with their relatively large elasticity differences along the line,
whereby the static behaviour in the interaction between the overhead line and the
pantograph is predominant.
4.1.8 Selection of dropper spacing

The catenary wire supports the contact wire via the droppers (hangers). Dependent
upon the contact wire tensile force, the dropper intervals determine the contact wire
sag between droppers. To limit this, the dropper intervals should be less than 12 m.
The dropper intervals are also chos<,n with the objective of allowing contact between
the contact wire and the track aft.er a contact wire failure, thus activating the tripping
of the section feeder circuit bn)aker. This safety requirement is also satisfied even if
the dropper intervals are less than doubl<' the contact wire height and the contact wire
fails at mid span between th0 two droppers, since the droppers at the fault point also
fail, allowing the contact \\ire to nrnkc contact with the track, c-r<)ating a short circuit.
After consideration of thes<' aspects. dropper intervals between 5 and 12 m are used.
The layout of the droppers in c:01nbinaLioll with the stitch wir0s ensures a high degree
of dast.icity adjacent to tlw s11pporL Fig11re 15 illustrat,(~S the dropper layout for the
liigl1-spced overhead co11ta<t li11(' s,s(.('llt I{<\ 3JO
4.1 Overhead cont.acl:_li_11_c_e_,.q~u~ip_u_1<_m_t_ _ _ _ _ _ __ 143
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.
4.1.9 Use of a stitch wire

Elasticity differences exist in the contact line between the support and mi<l span, which
manifest themselves in differing contact forces and uneven wear of the cont.act wire.
While by selection of tensile forces and span lengths the elasticity at mid span can be
controlled according to equation (4.1 ), the elasticity at the support can be adjusted
by installation and design of stitch wires. This design results in a harmonisation of the
elasticity at the mid span and at the support (see also clauses 3.2.5.4 and 9.5.3.3).
Figure 9.41 illustrates the influence of tensile force and length of the stitch wire on the
elasticity of the overhead contact line system at pull-off and push-off supports.
The suitability of an overhead contact line system for the application can be evaluated
by the degree of n011,-um:forrnity 'U
U = (Cmax - Cmin) / ( ernax + emin) 100% ( 4.3)
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
4.1.10 Selection of tensioning section length

T'lw tc\rnpcrnJ,urc) mug<' of th<' overhead contact. line <'({t1ip1tt< 11t., I.lie~ possihl< horizontal
1
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
Catenary wire Bz II 50 Stitch wire Bz II 25

HCA= 10 kN Hy= 2,0 kN
12,5
Contact wire Cu AC-100;
~-H-_ _ _ _ _ _ _ _80_m_ _ _ _ _ _ __
Hew 10 kN
Re200
18m 14m
Stitch wire Bz II 25 Catenary wire Bz JI 50 Dropper Stitch wire Bz II 25

2,3 kN HcA =10 kN Bz II 10 Hy 1,7 kN
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:_
Pull-oft suppor1 Mid ppan Push-off support

1,2 r - - - - - - - - - , - - - - - - - ~ - - = - - - - - - - - . - - - - - - ,
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
Catenary wire (21 kN)

Contact wire (27 kN)
0
0
(0
f".-!==
600 ====i:==i==i:::::=1
: ~; ~-30C
8001---l--~~+-J
I I 1000 l--<C--IC--1-.'+~
1: - =::J 1200 l--l---1---ILl'--cl'-A
1400 1---l-hl+l,.-,,h,<CJ
1600 l---1-hl',L-,,h-"-~
1800 l-,V/21'-,Ll,L--i,-L--l
2000 1/,4;)(,.L,~h-r::-J
2200 !441<"-+"'+--I
2400 ~::;,..J---==J=-1=:d
+25C 2600 I--+--+--+--+--;
2800 ~~;::o,,+-._d-~~
3000 ~~-L-,::,~--1~
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
Figure 4.10: Dcsi,w.; o[ overlaps Ott strai1-',ht line.

a) si111-',lc-spa11 overlap with (,crtuiuatiou portal sL111dtm~s; b) t.wo-spa11 overlap uuly as 11on-
i11snlatin, overlap; c) t.wo-spau overlap; d) three-spa!! ov<~rla.p; (~) l<>m-spau m <'1 lap; f) five-
span overlap
----~-------------
148
4.1.11 Design of connected and insulated overlaps

Overlaps with parallel contact lines, which are designed as electrically connecting or
insulating transitions, are arranged between the tensioning section lengths a.nd negoti-
ated without interruption of the energy supply and without loss of the contact quality.
Insulated overlaps are called air-gap section insulations and separate the contact lines
electrically.
A differentiation is made between designs with one-, two-, three-, four- and five-span
overlaps. Figure 4.10 shows the designs of contact line overlaps on straight track.
The pantograph contacts two contact wires at the support in two- and four-span over-
laps. The disturbing force-peaks that occur in this case favour the application of one-,
three- and five-span overlaps, whereby the transition from one contact line section to
the next occurs at the centre of the span. Contact lines for speeds up to 200 km/h use
three-span overlaps. In the central span, the pantograph has contact with both contact
wires over approximately one third of the span. The contact wire of the terminating
contact line is raised at the supports by approximately 0,5 m compared to the negoti-
ated contact wire. As a result, the pantograph has contact with only one contact wire
at the supports. The supports of the terminating contact lines have low elasticity due
to the deviation in the contact wire and the large lateral forces occurring as a result
of this.
Reduced span length and higher contact wire tensile force permit the contact wire to
be lifted by only 0,15 m on overhead contact line equipments for speeds greater than
200 km/h. The direct linkage of the contact line to the tensioning devices increases the
deflection forces at the supports, as a result of the high tensile forces, and thus reduces
the elasticity further, with negative effects on the contact forces. The contact line is,
therefore, led to the following poles and the contact wire is raised there by 0,5 m. This
design lea.els to .five-span overlaps.
The same conditions occur with all designs of overhead contact line system with small
track radii and short span lengths. In these cases, five-span overlaps are employed
as well
Optimised merlaps with good interaction characteristics especially at high speeds have
been developed through experimentation. It was recognised [4.8] that the contact wires
should be lifted at the centre of the transition span in three-section overlaps for the
contact line types Re 100 to Re 200 by between 60 rnm and 80 mm, and for five-span
overlaps hv .1() mm, relative to the nominal contact wire height, so that a roof-shaped
contact wire profile is formed. Then the contact line transitions are no longer noticeable
on the mrasmemcnt charts for the contact forces.
The contact line overlaps constitute~ critical points, especially a.t high speeds in tunnel
sections. Figuw cl . 11 shows an overla.p a.rea in a t1111nr.l for a high-speed overhead
contact lirw system.
Overlaps that arr 11sed for dectrical insulation can he found, for example, at the bound-
aries of stations ( Figm<> -L 12). Closed disrnnned.ors arc\ used to shunt these during
11m111i1.I open\.tion The m<rlaps a.r<' 01w11 dmiug uonnal dpera.tion only in stations
\\'ii Ii S<!pari\t<' foedcrs. Tl1<' duu 01111r:r:/u.hl1: lil'<Tlup is 1111d<'r sig11al protection, i.e. the
4.1 Overhead contact li1w cquipmcllt 149
///rLJj_ Length of expanded area 231,0 m
'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'::~'.:::S?;ee.:--::.:~:::::.,.'...--_:::--l-:::-"'_ _ _ _ _ _~u~) j___;o;,$_1-----------~f-L.J_ _..'.:::::~:::'.:'.''..__JL__

c:i c:i
F'igure 4.11: Overlap in tunnel with expanded area.

0
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).
4.1.12 Design of overhead contact line equip1nent and its con1-

ponents
4.1.12.1 Configuration of overhead contact line equipment
Ovcrlwad contact line equipments are nmtually ant.omaticall~- tensioned at both ends,
as described in clause 3.2.:3.3 and illustrated in Figure 4. J:3. Tensiunin_q seci'ion lengths
short.er than 750 tt1 that are crnt011ia.tically t.cnsion<'d at one end and rigidly ,rnchored
,ti. th<\ other, occur howe,er iu station areas and cit special points on the open track.
Single-ended, rigidh ;-rnchon~d tensiouing scct.iou l< 1Lgtlts offor advaut.ages especially 1
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
Length of half tensioning section Length of half tensioning section

:c;: 750 m ,;:750 m
Overlap Midpoint anchor
1 2 3 4 5 6 7 8 9
Figure 4.13: Design of a double-ended automatically terminated and single-ended fixed

tensioning section.
Intermediate insulation in the mid point anchor
/
Z-type anchor
hofwm~pdM
T , c m i o e t i o ~ Mid poiot eccho, A,cho, fooodetio,
Figure 4.14: Midpoint with hinged tubular cantilever.
4.1.12.2 Midpoint anchors
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
Figure 4.15: Wheel tensioning de-

sign Re 250.
4.1.12.3 Automatic flexible tensioning
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,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
Figure 4.16: Tensioning device in tunnel of new DB high-speed lines.
to be specified for the catenary and contact wires.

The tensioning mechanisms for the automatic tensioning of DB's high-speed overhead
contact line systems in tunnels are arranged one behind the other with a spacing of
2,5 m with matched weight stacks as shown in Figure 4"16"
A combined tensioning of the contact wire and the catenary wire as shown in Figure
4.17 has the disadvantage that after rupture of the contact wire or the catenary wire
alone, the vvheel tensioner does not always latch-in as a result of the articulated lever.
This can result in the intact part of the contact line being tensioned with a doubled
tensile force.
The pulley tensioner operates 011 the J)'IJ,lley hlock principle" The weight force is trans-
mitted to the contact line via several pulley wheels as a horizontal tensile force, as
shown in Figure ,-L 18. The efficiency of th tensioning devices is approximately 97 %"
Furthermore, pulley tensioners cause large distortions and adclitiona,l dropper failures
after darnage to the contact line as there is no safety latch-i11 to restrict the travel
after a faulL Some railway c01npa11ies usP auchor rop<)s to a.void this disadvantage
(Figun~ 4"18).
Tlte h:1;dro:{f,/,u; tenswner [4.10] coutrols the tensile force iu the coutact lines by means
of tll(' drnt1,r' in volu111e of a ,ns at1d fltticl i11 a cdinder. Tl1is <a11ses an axial movement
adjusting ring I
Figure 4.17: ,Jointed tensioning device with articulated lever.

I
'~
,__ -Pole
I
tensioning weights
I I I
i Figure 4.18: Pulley tensioner with an-

dtor rope.
nitrogen oil
position at low temperature
(].) i
0
0.
0)1 movement
C
"i61 piston -;~ontact/ino
c
E,
22'
position at hiuh temper.Jture
Figure 4.19: !!ydraulic t.c11c,icn1i11g d<'vicc

154
Figure 4.20: Tensioning spring

(Siemens 8WL8037).
a) b}
clip
thimble
crimp connector
dropper wire /
stranded type
bracket contact wire
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.
4.1.12.4 Fixed terminations

Fz:i:ed terminations in contact li1tr systrrns srcme catenary wires and contact wires
directly to poles. The insulation is loutt<'d at a. distance from the pole (Figure ,1.21)
taking into consideration a mini11111111 C'bmm<<~ to permit climbing the pole h_v autho-
rised [H~rsonnd.
4.1 Overhead contact, line equipnwnt
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.
4.1.12.6 Electrical connections
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).
4.1.12. 7 Electrical sectioning
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.
4.1.12.8 Design of neutral sections and phase separations

Neutral sections separate neighbouring sections of contact line in such a manner that
the sections are not shunted by the pantograph (s) cl uring the passage of an electric
traction vehicle.
Neutral sections are employed as boundaries
of areas with different ener:qy supply system,.'>, e.g. bet,Yeen DC 3 kV and AC
25 kV 50 Hz or AC 15 kV 16,7 Hz,
of feeder sections with cli.fferP.nt pha..ses. e.g. foeder sections in AC 25 kV networks,
which are supplied from different phases of the national public power grid. This
neutral section design is therefore also known as phase separation.
or fr:eder sections that can have different phases, e.g. to isolate overhead contact
line sections that are feel from decentralised converter stations,
or continuously earthed overhead con tac I line sections e.g. under structures
against energised overhead contact lin<' sections
.\:<'11tral sections within <fferhead rnntact lint's for SJ)<'<'ds greater than lG0 krn/h consist
or ,1djaccnt insulated overlapping spans with au iut<'nm~diatc neutral O\'<:rlwad contact,
lit1<' ~,<'dio11 Th<'re an~ two \ariants for this (F'ig11rc -L2G): The \\hole ncut.ral S<'ction is
d<sig1wd to he sliorl.cr tlrnn t!IC' short<~st spacing h<'l\\('<!11 two pantographs on trnctiou
\ <l1i<l<!S or the W'11Lnd S<!Ctiot1 is d<'sig1H'd Io IH' longer t lm11 the longest dista1Hc between
t lie <'XLr<'Ill<' pan!.ogrnplis 011 a 1111dtipl<' unit t 1ai11
.\11 l'Xa111plc fo1 Lil(' lavout o! a ll<'ltl.r,d S<'<t io11 li,1scd llll tlt" lirst p1i11cipl<' is Lll(' French
158
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
4.2 Cross-span equipment

4.2.1 Introduction
Ornss-sp11:n e1rui111neu!. pn>,id<'s ,\ fixt.11r<' for the ov<\rhead coutact. lit1< ~,11pports ,rnd thus
carries ltorizrn1L,d and \('It ical !'on-<'s. Crnss-spau (\(p1iplll<'1tt. cornpris<'s all co111po11ents
,..,...,..,.,... ______
160 4 Dcsio11
---------------
_b__
or contact. li1ws aud-- cross-span
-
<!q11ipme11t
--fo---- --------~-----
Figure 4.28: Short neutral

section with signalling.
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.
4.2.2 Hinged cantilevers

Swivel-mounted cantilevers, which can follow the temperature induced eontact line
movement are used to carry automatically tensioned contact line systems. The design
of a hinged cantilever is shown in Figure 4.29. The cantilever can be divided functionally
into the contact wire and catenary wire support. The contact wi:re S'U,J)J)Ort includes the
registration arm the drop bracket, the steady arm with contact wire clip, the \\indstay
and the registration arm dropper or the registration arm strut. The catenary wire
support comprises the cantilever tub(\ the top anchor, the contact line wire support
clamp and the clictgonal tube, if am. The cantilevers are att,adwd to the poles or soffit
posts by means of insulators nnd swiv(~l brackets that permit swivelling mowments.
Distinction is macle between pull-of/ snpports where the ('.Cm tact wire stagger is pulled
towards the support and vush-o!f ;;11,pporls \\"IH~n\ tlw ('.Ollta('.t \Vire stagger is pushed to
the side away from the suppm L.
The steady u:nn is an impo1ta.nt dt\11w11t in the contact wire support. Steady arms
111a<k from ,\l\llniuium profil(~S. \\hi< lt urn IH'ar contad \Vire btL<'ral for<"es up to 2500 :\.
4.2 _Cniss-spau equipment. 161
Top ancl1or Catenary wire support clamp

/
Cantilever tube
!__ Registration arm dropper

\~~:~off~u~~: ________ /---------- ---
~--------~---- -- :::t~---1
~--~
Contact wire height _ ~-~ -~indstay
Contact wire steady arm
b) Push-off support Registration arm

~er::=~-= --------iii I ,,
-~ -~-~
_ Contact wire height _ ~ - : Drop bracket
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
-~--- --------- ---- ----------------
Upper swivel bracket

11- / Top anchor
_,='Zl======~==========:>====--c.
Cantilever tube
'
Insulator
Registration arri strut
Registration arm
/
Steady arm
/
/
\
///
___CWH
/
\ Drop brac~et for sz
/
/ large contact wire uplift
Lower swivel bracket Contact wire
Figure 4.31: Cantilever with registration arm strut.
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
Top anchor Catcnary wire support clamp

/ '
Cantilever tube
Figure 4.32: Ca.utikver

with a cateua.ry wire sus-
pension clamp movabh) on
the top anchor.
Figure 4.33: Cantilever at a

contact line height rcdw:tion
section with auxiliary cate-
nary wire support.
stainless steel tubes with fittings of copper or from

plastic tubes or rods with fittings from copper alloy:, or cast alutt1it1ill111.
The latter design is maiul_v used in urban transpnrtation with 11011tinal Yoltag<'s up to
1,G kV, where the plastic tubes take care of the insulation as ,vc:11.
A nxluction of the s_vs!.<'llt height cau become necessary to lead cu!lt.act liu<'s uudct
bridges. Auxiliary wires provide the suspension of the catenary wire ill tlws<' s<-ct.ious.
An allxilia.ry registratioLL LttlH' as showu iu Figure '-l.33 then guid<'s Lil(' caL<11c1n wire.
The hinged cantilevers ar<) aU.adH'd to individllal poles, soffit posts 01 t111ttl<'l walls.
Poles with t.,vo or a 1uaxiu111111 of three cantilevers on 01w side of i.h<' pol<' an' tH'ccssary
for clesigu reasons i11 points an~as. _:\Lt<'11tio11 sltollld lw paid to tit< opposillg ( 1avd of
th< nwtil<'vc~rs ,tttd possi hlv Lo d<'ctri< al d<'arn11u's bl'twe<)ll the rn11t d<\cr fi Lti !lgs.
1G4 4 Design of rnn1.,1c:t li11<'S and cross-span Pq11iJ)me11t
I
:;-:-- .,,.,..,._
Figure 4.34: Cantilever across two tracks.
4.2.3 Cantilevers across several tracks

If poles can be erected only on one side of a line, cantilevers reaching across several
tracks offer a solution. A cross-arm attached to a pole by means of a wire anchor then
supports the drop posts with cantilevers attached as shmvn in Figure 4.34. The nwlti-
track cantilever does not transmit mechanical vibrations bet;ween the adjacent contact
lines. It fulfils the requirements of decoupling of vibrations and increases the operational
security by separating the contact line equipment of acljac<'nt tracks mechanically.
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
f=artllcd upper cross-span wire

. Energised upper cross-span wire Head-span wire
/ - - Head-span wire support
Cross-span wire
// dropper .. ~
Lower cross-span wire Contact wire

I support
Figure 4.35: Head-span design.
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.
4.2.4.2 Design principles
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)
Head-span wire Head-span wire clamp

~ Head-span wire dropper
Upper cross-span wire Upper cross-span wire /~
~ , , ., , , // ,'(, ., ,i222?2.f7222L,(.22{illr, ,, , '/.?22272tc2221?2// d222c22 / "V/A
Cross-span wire clamp \ Cross-span wire clamp
Figure 4.36: Head-span wire supports arranged at an earthed upper cross-span wire at
centre (a) and off-centre (b).
4.2.4.3 Detailed structural design
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
a) ................./. Head-span wiro b) ............, ; Head-span wire

j . . . . . . . . . . . . . . . .. j . . . . . . . . . . . . . . ..
Upprn cross-span wire earthed Upper cross-span wire earthed
Catenary wire clamp

Swinying strap
',/catenary wire clarnri
//
Lower cross-span wire

I
l J
c) ............ , ..,,,t,;",,Head-span wire

"""'-n,,
View"A"
Upper cross-span wire earthed Figure 4.37: Catenary wll"e
supports with au earthed up-
A
per cross-span wire with di-
rect, att.achment of the cat.e-
nary wire clamp at the insula-
tor (a), by means of a swing-
Lower cross-span wire
Parallel groove clamp ing strap (b) a11d with pulley
Contact wire (C).
length into consideration.

Pull-off type steady arms are used as contact wire 811.pports in a head-span for the
negotiated contact wire (Figure 4.39) and steady arms above the cross-span wire for
the non-negotiated contact ,virc.
The upper cross-span wire serves to anchor the catenary wire at the m.uL1101:11,t in a
cross-span strncture as shmvn in Figure 4.38 c, adopting insulators for this pmpose.
Z-type ropes bet-ween the contact wire and catenary \Yire on both sides of the midpoint
prevent the migration of the contact line after breakage of the catcnarv wir<' .
4.2.5 Portal structures

Steel or aluminium strnc-tures serve as portu.Ls for mounting m'erlwad collt.,1c-t. lin<' sup-
ports and are designed as a latt.in~ beam or solid girder st.rncture (Figm<' L HJ)
Due to the bending ; t!sistant design of the portals, a smaller loading is irnposcd 011 the
poles and foundatio11s Lhan with iwad-spa.ns, which nrnst wit hsL\lld higlt ltorizollLc\.l
loads from the <Toss-spall wire t<)11sile forces. Shorter al!d W<'ak<'r polc s ,\lld s111allcr 1
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
r<1strid. tl1c \isihili(.\' ()r signals l'tc-

168 _________ 4 Design of contact lines a.uclf':1:2_S_s--,~pau equipment
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"
Upper cross-span wire energised

/
--
A
Figure 4.38: Catenary wire support with energised upper cross-span wire with strap (a),
with pulley (b), and with midpoint anchor (c).
Cross-span wire yoke Cross-span wire drop bracket

.I
1
Lower cross-span wire /
Tube
Figure 4.39: Pull-off contact wire support in head-spans.
Figure 4.40: Lattice portal

strndm<' with drop posts at DB.
4.3 Traction pow<\r li11<'S 169
Figure 4.41: Pull-off pole.
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.
4.2.6 Contact line pull-offs

Pull-o.fJ:c; in contact lines locate contact wires and catenary wires laterally, without the
need for supporting cantilevers Figure 4.41 illustrates a pull-off.
4.2.7 Cross-span equipment in tunnels

Cantilevc~rs in redo:n_1}'ular t'Unnels are mounted on the tunnel walls with and without
recesses or on the ceilings using so.ffit posts. The supports are arranged between the
tracks in mined tunnels with round cross sections. The cantilewrs are mounted singly
on soffit posts as shown in Figure 4.42 pennitting the c0111plete mechanical separation
of the contact lines.
Unistrnt8 are provided in the tunnels 011 the new DB lines to attach soffit posts and
supports for the feeder lines, as well as all other equipment such as tensioning devices
and switching lities. The overhead contact line planner defitws the spacing and arrange-
ment of th<' unistruts in the tunrwls. The detailed pla.nnittg of the t11nncl ovetlwad line
should therefore he completed before construction of the tuuncl starts.
4.3 'I'raction power lines
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
--J-- Feeder line
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 - -
Figure 4.44: Su::;pension in-

sulator arrangement as sin-
gle susperrnion ( a) and double
suspension (b).
Tip of crossarm
Figure 4.45: Termination
of traction power line at a
crossann.
4.3.2 Routing and supporting of traction power lines

Overhead line poles aud drop posts also carry the TPL (traction pow<'t li1t<'s). Diff<'.r-
entiation is made between the att,achnw11t of conductors \(J ln11 110,c;l 1:11..,ululm,c; (Figure
-1.43) or 8'1/,,':iJWn,,swn ins11,lu/;(rrs (Figure lA4 a all(! b). Lin<' posr i11stilators p<'rmit the
0
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~~
Figure 4.46: DB's

Signals El 1 (a), El 2
(b) and El 3 (c).
Figure 4.47: DB's

Signal El 4 (a), El 5
(b) and El 6 (c).
undue overvoltages. The relevant standards related to electrical loading, compatibil-

ity with other cables and permitted bending radius have to be observed during the
installation of the cables in cable ducts.
4.4 Signals for electric traction

Requirements arise frorn the operation of overhead installations with respect to sig-
nali8ation of de-energised, earthed and disturbed sections, of neutral sections and of
unwired tracks. The significance of the signals for electrical operations is explained
using DB's practice [4.14] as an example.
The driver of the tra.ction vehicle recognises the necessary actions related to the signal
location of signals installed alongside or above the track, called El signal.
The El signals consist of square blue panels with a black and white border, mounted
on one corner, a.nd displaxing white switch 8ymbol8. Figures 4.46 and 4.47 illustrate the
El signals used by DB.
Signal El 1 identifies the latest location at which the main circuit breaker of the electric
traction vehicle has to be switched off, and signal El 2 the earliest location at which the
main circuit breaker rnax be switched on. Both signals are permanently erected and
illuminated at night. Th<)V are located before or after neutral sections and coupling
posts.
The signals at neutral sect ions ran not be ehanged and continuously show El 1 at the
start of the neutral section, on the war side El 2, and at the end of the neutral section
El 2, and on the rear sid< El L
1
In case of switchable neutral sections e_ g. at coupling posts s,vitd1able signals are

arranged as well. If t.he rnupling post. is dosed the signal EL 2 indicates to the driver
at the IH'.giuning of H< 11tr;-1I s<~ctio11, Lha.L he should not switch off the circuit breaker.
1
!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.
4.5 Guards to prevent accidental contact

Provisions shall be made at overhead contact line installations to protect people against
dangerous voltages. Sufficient protection is achieved by adequately designed clearances
or by arrangement of guards.
Active parts of the overhead system such as pantographs, contact lines, cantilevers and
cond He tors shall have a lateral clearance from lrnilclings of at least
2250 mrn, if only electrically f!xpert staff, electrically instructed staff and staff
instructed in railway operations are present in the building, and
2750 mm, if they are accessible to the: pni>lic.
If this is not possible, then guards to JJTC'lwnt acculcntial access such as lll<'Sh, steel
plates or plastic panels are to be~ provided to pr<'V<'lll, nnauthorized apprnad1. Guards
c;rn ,dso he 1t101111l.<\d 011 stnwtun)s such as bridge!s and footpaths, to ensure observanc<'
of t!iC' 111i11i11uu11 dearann~s in accorda11ce' witlt clause 2.5.
Tl1< low<'st coutact wire !wight abme' roads nossittg railways must be at l<'ast f>,G n1.
rr tit(' tle'Ce!ssan- contact wir<' height (';\!lllOt I)(' achi<'V(\d. then vrofilP. _(J(I,t('8 ,\l'('. to IH'
e'n'ct<'d 011 both sides of the track in acrnrda11ce' witlt Figmc 8.2L
4.6 Components and elements

4.6.1 Overhead line disconnectors
01wrl11:I/.II !z1u: dzsr:011:11,111/ms at<) load 1:11J1Tr11pl1Ts ,\ll(I arc 11on11,dh 1no11tit<'d 011 pole
crnss-,11t11s. Titc'\' cousist of a fix<'d arid a 111(/\ i11g co11tact. as sltow11 in Fig11r<' 4.48.
wl1icli <",Ill ')(' op<'li\Lcd (''('dtirn.lh ()l llldllllillh In lll('clllS of ;1 lir1k,1gc .
( )u,rl1c;1d li11c' discrn111cctors isolate cit <<llllt<'< I ci,crl1<,1d li11<' s<cl.irn1s. <i1<'11it ,ro11ps
<II c;cc 1irn1s cl ltncli(/11 !J<l\\t'l li1l('s. l 11d<'I ('<'tl;1i11 crn1dilio11s tll(' dis('OIIII<'rlors switch
174
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
Figure 4.49: Enclosed overhead line dis-

connector on a bracket at the pole shaft.
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
lll< drn.nic-,1l n~q11ir< lll< 11ts (s<< S<'ction 2.5.2).

1 1 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
arnhi1~nt <11, iro11111< 111,d co11dit io11s into consideration.

1 1
17G
4.6.2.2 Insulating materials

Porcelain, glass, cast resin and glass-fibre reinforced plastic \\ith or without polymeric
sheath are employed as 'ir1,s11,lating materfols for insulators in overhead contact line
systems.
Porcelain insulators consist mainly of hard pon:elain of group C 120 in accordance with
EN 60 672-1, which is cornposed of china clay, felspar and aluminium. Formerly used
quartz porcelain is no longer employed for high-performance insulators. The quality
of the porcelain is largely dependent upon the uniform and preferably constant min-
eral composition and upon the manufacturing process, especially management of the
firing. Porcelain is employed for long-rod insulators, for line post and for cap-and-pin
insulators.
Pre-stressed glass can also be employed as the insulator for cap-and-pin insulators.
Alkali-lime-silicate glass is employed which, after shaping is cooled down gradually.
This promotes the avoidance of undesirable internal stresses.
Plastic insulators of various designs manufactured from cyclo-aliphatic epoxy resin and
polyurethane cast resin (CEP and PUR) [4.15], from PTFE (Teflon) and also silicone
rubber [4.13] are also employed. UV resistance and stability against climatic impacts
are required of plastics for outdoor applications.
Plastics allow a higher degree of shaping flexibility in comparison to glass and porcelain,
which permits a high le\el of dimensional stability and the casting of fastening elements.
However, lower leakage current resistance counteracts this adrnntage.
Composite insulators with glass fibre reinforced cores manufactured from cast resin
and sheds made from various materials, e.g. PTFE or silicone rubber are suitable for
higher voltages and high mechanical loads.
While porcelain and glass insulators are brittle materials that are impact sensitive,
this does not apply to plastic insulators. Composite insulators are vandalism-proof and
facilitate transport and installation due to their low weight.
4.6.2.3 Designs and applications

For long-rod insulators manufactured from porcelain as shmn1 in Figure 4.50 a) the
insulator bodies consist of glazed porcelain material, and are proYidecl with cast con-
nection fittings at either end. Metal caps and insulator bodies are cemented with lead-
antimony, Portla,ncl or sulphur cement. Lead alloys are elastic, but heat sensiti,e; Port-
land cement sealant is rigid and heat compatible; s 1 ilphur cement sealant is elastic,
but less heat compatible. Long-rod insulators have shown themselv<:'.S to be suitable for
regions \\ith high air pollution.
Cap-and-pu1, znsulcdors are manufactured either from porcelain or glass. The individual
insulating caps are pro,ided with a pinball and a cap (Figure 4.G0 b). The shape of
the individual insulators can be adapted to the specific applic-atiou 1-uicl the required
creepage path. The annual failure rate for cap-aud-pi11 insulators isl 10-s and thus ap-
proximately ten-times higher thau for long-rod insulators [,LEl A u1edianical fracture
of the insulator string does not occur witl1 everv fault, since th<' socket cap and pinball
maintain the lll<'c-Lrnical strength of Llw darnaged insulatms. Cap-and-pin insulators
177
a) b) c)
Malleable cast iron cap

Porcelain body
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.
4.6.2.4 Electrical and mechanical rating

l1ts1il,1tu1s arc Lo I><' rated d<~cl.ricallv iu a<rnrd,111c<~ \\"ith the conditions given in clause
2.:->:l ()/" tlics< v,ducs. <'S[><'ciall:v tlw cr<~cpag<' pat.Its applindJ!e to the application site
(T,1hl<' J.(;) ,111d Lit<' pmv<T-l'l<~qll<'llc-~ witl1s!irnd ,111d li)-',lit.11i11g inq!lllse withstand volt-
;1g<s (T,il>i<' :2 ,->) <1n' 111a11d,1Lon. Tli<' S<'l<Tt iOJ1 of i11s11latrns sl101dd <'11s11rE' that tlte
178 4 Design ofconta.ct linesaud cross-span equipment
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).
Figure 4.52: Cantilever with double in-

sulation for local-area traffic with insulat-
ing catenary wire clamps, insulated swivel
clip holder and loop insulator.
insulator technical data satisfies a.11 requirements.

It is not usual to emplo:v insulation with the multiple sets as 11sed in overhead power
line design for overhc ;-HI cont.act liues. I-Iowr.vm, sorne raih\a, companies set higher
1
individual rating factors.
4.6.2.5 Selection and application
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
Table 4.3: Porcelain insulators for main line applications.

Insulator Application Dnming Electrical Mcdianical
desig11 1>ara1net.ers 1mrarnet.<\rs
Eye end cap
insulatm
Top. tu be /
reg1strat10I1 arm
@:: Oll)Dl)l)l)!J~
IIi i
Creepage path -18-1 mm
Rated volt.age 15 kV
Failing load 100 kN
Working force
up to 16 kN
Eye end cap Top tube Crcepage path 760 mm Failiug load 130 kN
insulator 1'[~ Rated volt.age 25 kV Working force
up to 27 kN
Eye end cap Coutact line/ Creepage path -18-l mm Failiug load 100 kN
insulator head-span ~& Rated volt.age 15 kV \Vorkiug force
up to 16 kN
Eye end cap Coutact Jim! Creepage path 760 mm Failiug load 130 kN
insulator 1]]ffltit)t~ Rated voltage 25 kV Working force
up to 27 kN
Tube ell(l cap Cantilever tube
i11sulator ~ittt1tm Creepage path -120 mm
Rated voltage 15 kV
Working bending
moment up to 1,13 kNm
Tube end cap CaHtilever tube

insulator
~ijij~Dl
I 'Vt .
Creepagc path 760 mm
Rated voltage 25 kV
Working bending
morrwnt up to 2,8 kNm
Table 4.4: Composite insulators for main line applications.

Insulator Application Drawiug Electrical Mechauic:al
design parameters para111eters
Eye encl cap Coutact line/ Creepage path 1230 Illlll SIVIL 135 kN
insulator head-span ~ Rated rnltage 25 k \
Eye and tubf' Top t11lw Creepage path 1215 mm MDCL 1,9 kN
encl eap ~L#~m Rated w;ltage 25 kV STL GO kN
insulator
Tube encl cap Cantil<ver tube Creepagf' path 1215 lVIDCL 1,9 kN
~~
Illlll
insulator Rated ,o!tag<' 2-5 k\ STL GO kN
Linc post. iusu- Tnwt i< >Il po\\ <'I Creepage path 12L5 i\IDCL 1,9 kN
~
llllll
lator with flanges JiIH'S Rated ,oltage 25 k\ STL 20 kN

SML Specifi<'d i\focltanical Load (IEC Gl 109)
i\IDCL Maxi1nu111 D<)sign (';1ntilncr Load (JEC' Gl 952)
STL Specified T<'nsile Load (IEC GI D52)
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
Table 4.5: Insulators in urban transportation systems up to DC 1,5 kV.

Insulator Applicati<>ll Drawing Electrical M<~d1ani<:al
design parameters parameters
Top tub<~ Failinl:', load 40 kN
~
Eye encl and Creepage path 130 mm
threaded tube Rated rnltage 1,5 k\'
cap insulator
Eye encl and Cantil<1ver Creepage path 130 mm Failing load 70 kN
tube damp
cap insulator
tube ~~ Rated rnltage 1,5 k\.
Loop Contact line/ Creepage path 130 111111 SML 70 kN

insulator conductors Rated rnltage 1,0 k\.
Loop Contact line/ Sl'vIL 30 kN

insulator conductors 0 D Creepage path 90 mm
Rated rnltage 1,0 k\"
Insulator Line post Creepage path 240 mm Failing load 50 kN
body insulators Rated voltage 3,0 k\.
GRP-tube
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
4.6.3 Clamps and connection fittings

4.6.3.1 Purpose and rating
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
Table 4.6: Material properties fix clamps aud fittings [4.16].

lVIatcrials Tensile strength Electrical Application exampks
N/mm 2 condudivit.y
at 20c
m/(fhnm 2 )
Ek!ct.rolytc 200 to 300 GS Crimped connect.or, focder damp (E-clamps and
copper C-clamps), protective sleeves
Copper- 290 to G40 15 to 18 Conduct.or crossing clamp, contact wire clamp,
nickel contact wire splic<\ parallel groove clamp. sliding
wrought. dropper clip, dropper clip, dead-end clamp. bolts,
alloy nuts, stud bolt, double C-clamps, bridle \\ire par-
a.Ile! clamp, dropper strap, body for contact wire
encl fitting, for section insulators and for contact
wire and catenary dead-end damp, compression
joint
Copper-tin 440 to 590 9 Double U-clamps, bolts
alloy
Copper zink 440 to 490 15 Contact wire clips, double contact wire clips, par-
cast alloy allel groove clamps, stitch-wire clamps
Copper allu- 460 to 720 5 to 8 Contact. wire clips, contact wire crossing splice,
miniurn cast sliding dropper clip, bridle wire parallel clamps,
alloy feeder clamps, concluetor clamps, dropper clips,
cone-type dead-end clamps
Alluminium 115 to 130 37,7 Pin for clevis end fitting
Alluminiurn 215 to 320 30 Sheet metal, crimped connector, winding tape,
wrought tubes, straps, cable dog, hollow section, pin, stud,
alloy bolt, hook end fitting, swivel clip holder. drop-
per clip, wedge-type dead-end clamp, suspension
damp, cone-type cleacl-end clamp
Alluminiurn 230 to 310 25 to 30 S\vivel clip holders, hook clips, eye clip. spade
cast allov ('lid fittings, drop brackets, cat.cnary \\ ire sup-
port clamp, hook end clamp, hook end fitting, eye
damp, reducing socket, cl<'vis end fitting. tongue
end fit.ting, swivel lnac:k<'L S\\ivds, dog. \\ asher,
\n,dge-t.ype dead-er1<l clamp
iVIalkabk ~ 400 2,5 Dog, head-span wire damps, noss-span wire
cast iron, clamps, c:atenary wire suspension clan!;>s. cross-
ga!V,llliSZ(!(! span d10p lnac:kct damps, d<,Hl-<nd clamps, hook
end clamps, wedge-type <kad-{'11cl clamps, COIi-
mctior1 da Ill ps
Stainl<'ss 500 to 700 8,3 Treaded rnds, bolts, rmts, washers
s tc\d
St<'<'I 3G0 t.o SJO 8.3 Tht<',Hl<'d rods, bolts, llll1S, washers, angle sec-
t ions, flat b,1rs. hollow sect ions, nossanns, swing-
ing st raps
'---------------~---- - -
182 4 DPsigr1 of co11t.acf. lim,s a11d c:ross-spaH('.C[UiJlrnent
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
-- Insulator in head span

Parallel groove clamps
Stitch wire Feeder clamp
Figure 4.53: Example for installation

Contact wire splice of fittings.
Figure 4.54: Clamps for fastening the dropper to the catenary wire and contact wire;
left: bolted clamp, right: mating clamp.
4.6.3.3 Overhead contact line equipment

Figure 4.53 illustrates schematically the installation positions of damps and fittings
within the overhead contact line eq'u,iprnent. Drnpper clip.s comwct tlw c-ateuary wire
to the dropper and the dropper to the contact wire (Figure -!.54 lPft and right). The
thim,ble with crimped coI11iector is used as conductor termination.<'. g. for drnppers, as
shown in Figure 4.55 and 4.22.
The contact wire splil'.c shown in Figme 4.55 guarantees the electric-al and longitudinal
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<~lllll!CI Ill ,ISSl'ltii>i<d (rig/ti sid<' ll! i<'fl picllll<'). <<>Ill ;icl \\ i1 I' spii<<' ( l igltl pictlll"<').
184
Figure 4.56: Double U-clamp (left), parallel groove clamp (right).
Figure 4.57: Feeder clamp for the attachment of the

electrical connection to the catenary wire (top) and
for the attachment to the contact wire (bottom).
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).
Top anchor Eye clamp Catenary wire suspension clamp

~"' _,.,./
Spade end fitting
Insulator Cantilever tube
\ CWH
~'{'.iindsta~ _'\] -
"
Contact wire clip
Lower swivel bracket
Figure 4.59: Components of a hinged tubular cantilever.
4.6.3.4 Hinged tubular cantilever
Figure 4.59 provides an overview on the components of a hinged t'/1,bular cantilever.

Swivels as sho,vn in Figure 4.60 fix the hinged tubular cantilewr to the swivel bracket
at the pole and permit the swivelling motion of the cantilever. The devis encl fi:tting as
in Figm<: 4.G0 fixes the catenary win'. clam,p to the top anchor tube; a wedge-t;1;pe dead-
end do:mp as shown in Figure 4.58 fulfils this function with a win) rope top anchor.
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
Figure 4.61: Spade end fitting. Figure 4.62: Composite insulator.
...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 4.64: E,<' da111p wit.Ii hook <~IHI

fit.ting 011 t ]I(' rnnlil<~vcr tulH'.
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
Cross-span Cross-span Cross-span

I
Cross-span Steady arm
eye clamp drop bracket wire yoke eye clamp
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.
4.6.3.5 Head span structure
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).
Figure 4. 71: Catenary wire

support clamp (left), swinging
strap (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).
Figure 4. 73: Cross-span tensioning spring.
4.7 Systemisation of the overhead contact lines and

their components
The components of the overhead contact line system fulfil various functions. The classi-
fication of system components with the same functions into groups result in a functional
grnup structnr-e. It serves as a means for the complete survey of the overhead contact
line system and for the computational 1m1.tcrial selection during planning of implemen-
tation.
Further sub-groups grow from the forn1atio11 of main functional groups as shown in
Figure 4.74. The basic principle of the subdivision forms, as far as possible, the f-iow
of mechanical loadings from the ov<~rlu~a.d contact lin<\ equipment ov<~r the cross-span
components and the pole to the fou11clM.iotL
The overhead cor1,tact frne 1:11,.c;tallatwn ca11 lw classified into sewn main functional
grnups that consist of sen~ral snb-fu1tction groups (Figure 4.74).
Ir 01w assigns the overh<'ad t onta('(, lin<' i11sLdlatio11 to the high<'st level and the main
f't111('Lional groups to the' S<'<o11d le,t'I, <'It' .. Ll1<'tt a Lwo-di1m~usio11al strnct11re is created
4. 7 Systernisa.tion _of the overlieadco11ta.ct lir1~~ ~~II(~ tJ1~i~_com poneuts 191
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
Figure 4. 7 4: Main functional groups in the overhead contact line installation.
Overhead contact Overhead contact

line installation line installation
1 1
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
Design B
Module 003
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.
as shown in Figure 4. 75, as an extract from the overall structure.

Functional modules are contained in the functional groups, which arc [ontH)d in ac-
cordance with the respective overhead contact line system design . :\ thn'<'-dime11sio11al
structure (Figure 4.76) is created from the tvvo-climensional strncturc by lhe formation
of functional modules for clifforcnt overhead contact line designs .
Dependent upon the application, the required functions arc assigll<'d to tlw fu:11,ctum,al
nwdule8. It is therefore possibl<~ to assign a complete cantilever to 1.h<' third level, as
shown in Figure 4.75, a11d to select it in this level. The catcwuy wire support, t.he
contact wire support and the fastening fittings of the individual c;-rnl.i le\ ()LS belong to
the fourth level. The fifth levd contains the functional group's top ,rncltm, rn.ntilcver
tube, diagonal tube and catcuary wire support damp for the catcnat,\ \\irC' support.
Tlw sumllest unit i11 t.h<) fu11ctional module is fornwcl by all dc!ll('tll.. s1wh ;1s ;1 bolt, nut.
or split pin. Th<' <'l<~nwttl s an grouped into !'1111< tirn1al 111od11l<'s .. \ lt11wt io11;d tttodule
192
Figure 4. 77: Tensioning

equipment for the contact
wire on the T\mis tram sys-
tem, weights arranged inside
the pole.
can equally consist of sub-functional modules and elements.

The possibility therefore exists to define any type of design using this functional mod-
ular group structure. It forms the basis for computer based material selection during
planning. Material logistics at the construction site and condition related maintenance
can be based on this structure as well.
4.8 Implemented contact line systems

4.8.1 Mass transit systems
Light rail system Tunis. The railway system operated by Societe du Metro Leger de
Tunis (SMLT) vvith DC 750 V stretches over 76 km comprising four lines on dedicated
tracks. The main tracks on open stretches and in the metropolitan area are equipped
with a cate1rnry type overhead contact line.
The catenary wire CuAg 95 is fixed-tensioned; the contact wire CuAg AC-120 is weight
tensioned at 12 k\1 [ ,1. 1 7]. The standard contact wire stagger is 0,20 m at the supports.
Tension wheels are used as the tensioning device, the tensioning weights run inside the
poles (Figure -L 77).
Galvanised steel tube cantilevers provide a system height of 1,60 m and a standard
contact wire height of :\7E5 m. The cantilevers han'. insulators between the contact wire
and the stead, arn1s, catenary wire and top pole bracket on one side, and between
the top pole bracket ;-rnd pole on the other, thus providing double insulation. A loop
insulator prmides insulation in the top tie anchor (4.8.1).The spans have a maximum
length of 60 nL TlH' tensioning s<:ction lengths of the overh<~ad are limited to 1200 m
and those oft li0, trnllc',. wire equipment with single trolley wire to 1000 m.
A simple trollr:y 11111 e rnntatt line without ;-) catenar_\ win: supplies the vehicles with
power in the clepot are.a (Fi12,1m' '"1.79) .
4.8. lz1tpl<\rne11(>cl cottLi1c( li1w sysL<\IllS 193
st
~-
......: -
Figure 4. 78: Pole with pull-off and push-off support and double insulation 011 Tunis tram
system.
Figure 4. 79: Troll<\Y wire

ov<'rl1<'nd < rn1Lict lin<) 011
1111ill.ipl< t.1 ;l('k <;1.11Lilev('rs iu
T111tis i\il;i1 i11<' d<'pot.
194 4 Design of contact lines and cross-span equipment
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.
Overhead contact line for the light-rail TRI-Met in Portland, USA

To connect the airport and the Hillsboro suburban area by rail to the Portland central
light-rail system two extensions with 29 km and 8,8 km, respectively, were installed
as part of the 53 km network. The light-rail contact line \\:as used and is operated by
DC 750 V. This contact line design takes care of the specific climatic conditions with a
temperature range from -30C up to 50C. The extension to the Hillsboro suburban
area is equipped with a vertical contact line equipment having a contact wire Cu AC-
152 mm 2 (300 MCM) tensioned by 15 kN together with a catenary wire with 162 mm 2
cross section (250 MCM) tensioned by 15 kN at 60C (Figure 4.80). The extension to
the airport is equipped with a horizontal catenary. The maximum span length is 64 m,
H-beam steel or steel tube poles are used (Figure 4.81).
Overhead contact line for the light-rail system Bursa, Turkey
In the city Bursa a new 80 km long light-rail system has been erected including a depot.
According to the local and climatical conditions the overhead contact line was selected
for the line operated by DC 1,5 kV. The ambient temperature range is between -40C
and +45C. The contact line is adjusted to the running speed of 70 km/h and consists
of a contact wire CuAg AC-120 and two catenary wires Cu 150 connected by current
resistant droppers made of BzII25 (Figure 4.82). Glass fibre reinforced plastic (GFP)
cantilevers are used. In the tunnel sections elastic supports are adopted to support the
contact line. In the depot area a trolley wire contact line with bridle suspension has
been installed. The poles are made of hot-dip galvanized H-beam steel sections set on
in-situ cast concrete foundations. The maximum span length is 64 m, the maximum
length of a tensioning section 1500 m.
New tramway in Oberhausen. 8tadtwerke Oberhausen AG (STOAG) [4.18] recom-
menced tramway operations on the line between Sterkrade and Landwehr in 1996, after
an interruption of 28 years. The 8 km long line provides a connection between the town
centre and residential areas. lt runs partly on dedicated track. The tramway achieves
maximum speeds of 70 km/Ii and is op<\rn.ted with DC 750 V.
,.J..8 Implemeuted contact line systems 195
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
Figure 4.84: Tensioning de-

vice with tensioning weights
running in a cavity.
----------------
--~~
------- I
i \\
'
300mm
Figure 4.85: Elastic tunnel

Pan1agrapt1 support.
"-""""" ________ " __________ 197
__:::::.:_
Figure 4.86: Cantilever for double contact wire in tunnel at Lai King station on MTRC.
Figure 4.87: Overlap of tun-

nel overhead contact line on
MTRC in Hong Kong.
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
Figure 4.88: Station with

conductor rail used in BTS
Bangkok.
Parallel feeder line AAC 240

Catenarywire Bzll 70 mm 2
______.,._----,;~.,;::: HcA=15kN
E
0
a:,_ Earth wire AAC 240
Stitch wire Bzll 35 mm 2 Hy = 3,5 kN
~
- ' - - - - - - l - l . _ - ' - - - - 1 - - ~ - - - L - - - " . - - - - 1 . . . - ~ 1 ---'-,-m-'--l--- Two contact wires CuAg AC-120

18 0
9,0 m 65,0 m Hew = 2 12 kN
E
0
(') Dropper Bzll 16 mm2
LO
II
I
TR ~
Track centre line

0,30m
0,30m
-~- -1-
Contact wires
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.
4.8.2 Main line systems

4.8.2.1 Overhead lines for DC 3 kV
DC 3 kV sections on high-speed line Madrid-Seville. The Spanish government
decided to build the hi,qh-speed l'/.ne Madrid-Seville with standard-gauge tracks and
AC 25 kV 50 Hz single-phase pmvcr supplies. This required the conversion of the wide-
gauge track and the installation of a new DC overhead contact line for the encl sections
to the stations Ivfadrid Atudta and .S<'.,ill<~ St. Justa. The new DC overhead line system
4 .8 Im plemenLE,cl~ontact line systems ______________________________ _ 199
Figure 4.90: Partial view of

a portal with DC overhead
contact line before Atocha
station.
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
Figure 4.92: Portal structure

on the Moscow-St. Petersburg
line near Tor:(janoje (Photo-
graph: Matzner).
Catenary wire CuCd 160

HcA = 27,5 kN
=..L---~-- Two contact wires CuAg AC-150

Hew= 2 15 kN
E
lD
co_ Contact wire pre-sag 60 m
"1"
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
Figure 4.94: Tensioning devices on

the southern section of the Direttissima
near Orvieto (Photograph: Puschmann,
Bjorn).
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.
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)
4.8.2.2 Overhead contact lines for AC 15 kV 16,7 Hz

Overhead contact line designs Re 100, Re 200 and Re 330 at DB. Design DB
Re 100 is employed for speeds up to 100 km/h [4.22] (Figure 4.98), it consists of a
catenary wire Bz 50 and a contact wire Cu AC-100, each tensioned at 10 kN. Stitch
wires are not employed at this operational speed. The system height is 1,4 m at single
supports and 1,8 m in flexible head-span constructions.
DB employs design DB Re 200 (Figure :!.99) for speeds up to 200 km/h, with a stitch
wire tensioned to suit the support. Catenary wires Bz 50, contact wires Cu AC-100,
stitch wires Bz 25 and droppers Bz 10 form the contact line system.
An 18 m stitch wire at a pull-off support allows almost the same elasticity to be achieved
as with a push-off support with a 14 m stitch ,virc. The degree of non-11,m,formity of
elasticity is 16 %.
The design DB Re 330 (Figure 4.100) [4.23] permits speeds up to 350 km/h. Employing
a catenary wire Bz 120, with 21 kN tensile force and contact wires CuMg AC-120, with
27 kN tensile force, reduces the degree of non-uniformity of elasticity to 8 %. The
18 m Bz 35 stitch wires with 3,G kN pretension, ensures a low variation of elasticity.
Separate tensioning devices compensate for length variations in the contact wire and
the catenary wire.
Low maintenance alumin'iun1. hinged cu.nt'ileve1s support the overhead contact lines
(Figure 4.101). Concrete poles are prd<'tT(~d for single supports.
203
---------------------------------------=--=-
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 Catenary wire Bz 65,4 or Bz 116,2

lD
0
(')_
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
Figure 4.98: Layout of DB overlwad coutact. liue design Re 100.

204
18 m
E
0 Catenary wire 87 II 50 HcA 10 kN
co_
Contact wire Cu AC-100 Hew 10 kN

E
0
lD
lf)
80m
II
I
TR ~
Track centre line 0,40 m

0,40m
-~ -
Contact wire
Figure 4.99: Layout of DB overhead contact line design Re 200.
E Catenary wire Bzll 120 HcA = 21 kN

0
cq Stitch wire Bzll 35 Hy = 3,5 kN
1---+-- Dropper Bzll 16
~----+----+-~-----<--~-~-~~-~..,,....,~---
18, m
Contact wire CuMg AC-120
E 65,0m Hew = 27 kN
0
(')_
lD
II
I
s
TR U
Track centre line

O,~ -~ - ~ I
Contact wire ~
Figure 4.100: Layout of DB overhead contact line design Re 330.
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
Figure 4.101: Pole with cantilever and

tensioning device for contact line Re 330.
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.
s_ystew is illustrated in Figure 4.102.

Th() parallel foecler line, consisting of ACSR 260/23, is supported on line post insulators
at. the pol() top (4.103). ()BB uses a fiexible head-span design for supporting the contact
line in stalions. Enen;'i.'ied upper cToss-s7Jo:n win:s and catenar_y wire supports with
dropp<'tc, arC' u1aittly usc~d. The cross-span win~s are attached to the rectangular concrete
pol<'s usi ttg springs . Sing!<) cantilevers for platform areas are shmvn in Figure 4.104.
Overhead contact line designs S20 and S25 at JBV. Th(~ Nmweqio:n Jernbane-
1111 I.-I'! (.JB\') op<'litl<' ,\11 .\C' lr> k\" l(i., Hz n<twmk wit.It m<'rhei\d c-011(.act line designs
206
Figure 4.103: Pole with OBB cantilevers on the Otztal-Haiming section.
Figure 4.104: OBB, single cantilever in platform area.
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 _:_:_
E Catenary wire Bz II 70 HCA= 15 kN

0
cq_
~ - - - + - - r - ~ - - ~ - ~ - - ~ - ~ - - ~ - - t ~ - , - , , - + - ~ - + - - Contact wire CuAg AC-120

__ j _______ 6_._9_,1_7_m_ _ _ _ _ _--
__ 1
18
, m Hew 15 l<N
5,0 m 5,0 rn 65,0 rn
Traci< centre line

~
Contact wires
Figure 4.105: Layout of JBV, S25 overhead contact line design.
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
Catenary wire copper-clad steel 50

Hc 11 6,75 kN
E
0
C'J
~ , _ _ - t - ~ - - Contact wire Cu AC-107

Hew= 13,5 kN
Contact wire pre-sag 60 mm
60,0m
Track centre line
-~--~ I
Contact wire .i. iI
Figure 4.108: Layout of overhead contact lines BN 160.
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 .
4.8.2.3 Overhead C\.mtact line for AC 25 kV 50 Hz
High-speed overhead contact lines on the Madrid-Seville line. The Madrid-

Seville high-speed line of the Spanish State Railway (RENFE) was completed in 1992
between r\!laclricl and Seville. The overhead contact line design with a catenary wire,
Bz 70 and a contact wire Cu AC-120, is similar to the DB design Re 250. Differently
from German practice, return current conducton, are mo1mtcd on the poles to improve
the current return. T'hc turnouts and crossovers are wired with intersecting overhead
contact lines. Neutral sections separatP the sc\ctions suppli('d by iucliviclual substations
in the case of AC 2G kV f">O Hz tr,1ctioll pow<'I supply.. Tli<'\ an~ also used to separate
LK l111plc111c11tccl cc11!1;icl li1H' S\'Si<'IIIS :2( )()
Figure 4.109: l)ol<~ pair

i11 ov<\rlap:-; of Liit.:-;d1-
ling-Bah11 (Swit,:,,;<\rla11d)
(Photograph: Wii,ckcrlig,
Walter).
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
.C:::.: Return current cable or feeder line

ACSR 288 mm2
~ Negativ Feeder ACSR 288 mm 2
E
0 Catenary wire Bzll 65 HcA= 14 kN
~
TR
0,20m Track centre line
0 Contact wire
I
I
Figure 4.111: Design of overhead contact line on the SNCF Paris-Tours line.
sections supplied by DC 3 kV and AC 25 kV (Figure 4.110).

Overhead contact line on TGV sections at SNCF. The French State Railway
SNCF operates a 8237 km network with the single-phase AC 25 kV 50 Hz traction
power supply system. From previous experience, SNCF have developed overhead con-
tact lines for high speeds. On 18.05.1990, a TGV train travelled at a world record speed
of 515 km/h on the Paris-Tours line. This overhead contact line design is shown in
Figure 4.111 [4.7].
Figure 4.112 illustrates a single pole with cantilever and a support for the .AC 25 kV
negative feeder. The design of the contact wire registration permits a contact \\ire lift of
up to 400 mm [4.27]. While concrete poles are predominantly used in German> Austria
and Russia, H-beam steel poles are widely employed in France. The wheel tensioner with
a gear ratio 5:1 provides length compensation for the contact wire and catenary wire.
The overhead contact line in crossover areas is registered tangentially, that is with-
out crossing between negotiated contact wires. This is due to the long length of the
crossovers and the narrow pantograph width of 1450 mm. Portals carry the catenary
supports in this case (Figure 4.113).
Overhead contact line on Tokaido Line in Japan. The Japanese Railway (JR)
moved from the Cape gauge of 1067 mm used for railways in Japan and adopted the
standard gauge for the construction of the Shinkansen. The Tokaido high-speed line,
which is operated with a traction power supply system at AC 25 kV 60 Hz, permitted a
speed of 210 km/h when it was commissioned in 1964. The compound overhead contact
line equipment with an auxiliary catenary ,vire, developed for this, ensures uniform
elasticity (Figure 4.114). The steel c:cttenan ,vire with a cross section of 180 mm 2 is
tensioned with 25 kN, the copper cadmium auxiliary catenary wire with a cross section
of 150 mm 2 and the hard copper contact wire with a cross section of 170 mm 2 are each
tensioned to 15 kN [4.28].
One steady arm fixes the contact wire stagger aL 150 mm and another fixes the cm.Tiliary
cafenary wire. Both steady arms a.re aLt ached to tlw registration arm. The conract wire
height is 5,0 rn. The cate11an win' ca11 he' 111ovc~d a.long tlw top tube to suit the track
4.8 Impler~1~:_ntccl contact lir1e systems 211
Figure 4.112: Single pole with pull-off

contact wire support on the SNCF At-
lantic line.
Figure 4.113: SNCF high-

speed line, portal for the in-
stallation of supports above
cn>ssovcr~;
212 ___ 4 _Design of contact lines and cross-span equipment
Catenary wire St 180 HcA= 25 kN

E
lf)
Catenary wire Cu 150 H H 15 kN

4=3=~.L::.:..::::t.:::_:-::_:-r-:..::::..=-.t::_-.:_-:i;~~===~=t._::t--__,__ Contact wiro Cu AC-170 Hew= 15 kN
E
0
4 10,75m
--------------------1 tContact wire pre-sag 50 mm
0 50,0m
TR l{)
Track centre line 0,15 m

0,15m
I- -~- -1-
Contact wire
I
Figure 4.114: Design of the overhead contact line on the Tokaido high-speed line, Japan.
I
Figure 4.115: Tokaido line,

cantilever in Tokyo station
(Photograph: Keindl).
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
Figure 4.116: Tokaitlo line,

damping device between
contact wire aud auxiliary
catcnary wire (Photograph:
Keindl).
Figure 4.117: Overhead

contact line design Re 200 C
for the line Harbin-Dalian
in China (Photograph:
Goldammer).
Figure 4.118: Cautilcver of

the ov<\rltcad co11tact li11e
Re 200 C iu Slwuyaug (Photo-
graph: C:olda11111tcr).
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 ___ .
cantilevers, poles and other parts of the overhead contact line.

The permissible current carrying capacity of 1270 A for this typr. of contact line secures
a high power transmission for the transportation of a high nurnbcr of trains and high
loads in the future as well.
25 kV overhead contact line SICAT S 1.0 for the line Kuala Lumpur main
station to airport in Malaysia For the rail connection of the new airport to the
Kuala Lumpur downtown area the Express Rail Link Sendirian Berhad (ERL SB)
erected a new railway line in 2001. The 25 km long line is negociated by nine trains per
hour in both directions with IGO km/h. The line has been equipped with the Siemens
overhead contact line design SICAT S 1.0. The contact and catenary wire commonly
tensioned with 24 kN are supported by cantilevers made of aluminium alloys arranged
at individual H-beam steel poles (Figure 4.119). The span length of G5 m is adjusted
. to the climatical conditions. Tensioning devices with a gear ratio of 1:3 are used to
keep the tensile forces constant. Within the Kuala Lumpur main station an overhead
conductor rail was installed (Figure 2.19) which is not prone to breakage and, therefore,
avoids cost-effective earthing measures.
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
Revue G<-'nfaalc) des Clwrnins de Fer (198G) 12, p. 5G7.
: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
----
4.9 Siiberkriil.>, I\!I.: Tedmik der Bah11strom-Leitu11gen (Technology of overhead contact

lines). Verlag vou Wilhdm Ernst & Sohn, Berliu, Miinchen, Diissddorf, 1971.
4.10 Breclwell Willis & Ch [Ad.: Constant tensioning uuit for electrified railways and rapid
transit syst<!llls, 1989.
4.11 Hagedon1, P. .J.; Sdrnrnadwr, H: Die elektrornechanischeu Nad1spannvorrichtung fiir

Oberleitungen (Electromechanical tensioning device for overhead contact lines). In: Elek-
trische Balmen 82(1984)~{, pp. 109 to 116.
4.12 SNCF internal standards: Principes d'equipement. Dossier EF 7B 24.3, Sectionnements

a lame d'air, Sections de separation, isolateurs de section, VZC 21400/300100 Feuille 28.
4.13 Fischer, R.; Kief31ing, F.: Freileitungen, Planung, Berechnung. Ausfiihrung (Overhead
contact lines, planning, analysis and design). 4th edition, Springer-Verlag, Berlin, Hei-
delberg, New York 1993.
4.14 DB: DS 301 - Signalbuch (Signalling book). 1959.
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.
4.16 SIEMENS-Katalog Fahrleitungsmaterial (Siemens catalogue contact line equipment).

1995.
4.17 Siemens AktiengesellschaiL Guide d'Entretien et de Montage pour la Ligne Aerienne

d'Alimentation du METRO LEGER DE TUNIS. Siemens AG. E 43, 1984.
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
5 .1 Assurnptions concerning loads and stresses

5.1.1 Basic principles
Electric traction contact line in:-:;tallations are subjected to rnecha:n1,cal, eled'!"ical and
climatic loads and stresses. To ensme reliable transmission of electrical en<~rgy to the
traction vehicles, the contact line in:-:;tallations must with:-:;tand all loads and stresses
within specific limits, and remain compliant with the requirements of relevant standards
such as IEC 60 913 and -3, EN 50 119 and EN 50122 and other national ones.
Conductor rails or third rail systems have large cross sections and it is important to
take into account expansion and contraction with temperature changes when calculat-
ing the dimensions of such con-ductor rail installations. Other climatic factors play a
comparatively unimportant role in these systems. Relative to this, calculation of the
dimensions of overhead contact line systems is more complicated. Overhead contact hne
systems comprise both the live longitudinal contact line equipment and the lateral and
vertical supporting structures that suspend the contact line equipment. This chapter
deals with calculations for determining the mechanical dirnensions of the contact line
equipment.
Contact wires and contact line equipment are subjected to vertical and horizontal forces
which displace these elements. These forces are referred to as "load.c;" in this chapter.
According to the definitions of EN 50 119, the following loads on overhead contact line
systems must be considered:
dead weight of all conductors, wires and other elements.
maxirnurn pennissible tensile force on conductors and wires and their accessories.
wind loads on conductors, wires, poles and cantilevers.
additional or superimposed loads in the form of installation loads and ice loads.
transient load.c; which may be caused by breaking or reduction of forces acting on
wires and ropes.
5.1.2 Dead loads

The de.ad load 011 overhead contact lin<~s results from the 'self' or dc~ad W<'ight of
wires, conductors, insulators, clamps, stitch ,vires and fittings. Tlws<' are described as
a whole by the 'mass pe'r unit, lcn_qth, n1', calrnlated relative t.o the meau support sp<'c:ing.
1
Expn~ssed in general terms, the force due to gravity acting ou a c<lltdt1d.01 s dead mass,
in relation to its length, is ternH~d load pe'!' unit. leru;th, G', front tlic <'Xprcssion:
-,/ I
(, -- ///. _(J (5.1)
220 -------------5- Calculatic)tts!~_()verhcad 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
1) seven-strand 2) DB standard contact line system
where g is the ru:r:eleration due to gravity.

Table 5.1 shmrn the masses and loads per unit length, of commonly used contact wires,
conductors and contact line equipment.
The load per unit length of a contact wire of cross section area Acw and with a specific
mass of ,cw is calculated using the following equation:
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
Table 5.2: Material properti<~s of conduct.on-: in ac-

cordance with DIN 48 201 and contact wires iu ac-
corda11cc witlt EN GO UHJ.
Nominal Sp<ic:ifi<id Nnmlwr of Dia-
('.["OSS-S(\('.f ion (T(lSS-S(!cf.iOII strauds 111d.er
) )
Jlllll- llllll- 111111
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
5.1.3 Tensile forces and their co1nponents
5.1.3.1 Tensile forces acting on conductors and wires
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:
Fper = 0-perA (5.3)
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)
where the abbreviations in equation ( 5.4) indicate:

O-min minimum tensile strength;
ktemp factor which gives the relation between the maximum operating temperature
and permissible tensile stress, examples of these values are given in Table 5.3;
kwear factor which expresses the permitted maximum wear, e.g. kwear is 0,8 for a
maximum permitted reduction of the cross section to 80 % of its nominal
value;
k1oac1 factor which expresses the effect of wind and ice loads, the recommended
values are given in Table 5.4:
keff factor used to describe the characteristics of the tensioning equipment, in
normal designs, keH can be assumed to be 0,95 in the calculation; for designs
of greater accuracy and an efficiency of more than 0,95, it is permissible to
assume keff = 1,0;
kc1amp factor used to describe the characteristics of the tensioning clamps; if the
force that can be transmitted by the clamps is greater than 95 % of the
nominal tensile force on the contact wire, this factor can be assumed to be
1,0 and
kioint factor which describes the reduction of the tensile strength due to welded,
brazed or soldered joints, this is normally 0,95. If no such joints are used, a
value of 1,0 is assigned to kinillt in the equation.
The operating tensil<\ stress may not <)xceed G5 % of the nominal tensile strength of
the contact win~.
5.1 Assumptiousc<~uc:ernin_gloa.ds_a.nd stn)SSCS. 223
--------------
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:
Clper - Clmin 0, 65 ktemp kwind kice kcff kc1amp k1oad (5.5)
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.
Example: What is the maximum permissible stress in a 50 nun 1 cat<)t1,uy wire of Bz II in

a DB-standard overhead li,w installation in accordance with EN 50110 with a wind velocity
of 26 m/s?
From the tables, it is obtained:

<Tlllin 578 N/rn11? in an:orda11ce wit.It DlN 48201,
k1<,1llp = 1,0 in il.<T(ll dance with Tahl<~ :i5,
224 5 Calculations for ov~r_!l<~c~d cont;act line equipment
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.
5.1.3.2 Components of the tensile forces acting on conductors

Vertical components of the tensile forces
Where deviated through a change of direction the tensile (axial) forces acting on con-
ductors and wires introduce vertical and horizontal load components.
Let H be the horizontal force acting on a wire or conductor. The dead weight G acting
on a conductor of length L is calculated using the weight per unit length G' of the
conductor, G - G' L. In overhead contact line design, it is possible to substitute the
support spacing l for the conductor length L with an error of approximately one in a
thousand. Thus the w<~ight is:
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.
where ,\'V, is a relativc height in rclntion to a c:omrnon reference height.

The entire ,c'1tical react,ion fon-e on a support is
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).
Horizontal components of the tensile forces

Changes in the direction of conductors and contact wires cause lateral forces. The
changes in conductor direction occur because of:
wrves in the track
- lateral offset to achieve stagger in contact wires and cables
- lateral deffoction towards anchoring points or tensioning equipment
Along straight (tangent) stretches of track, the horizontal components are the result
of the stagger and the anchoring geometry.
Stagger ( contact wire zig-zag).

From Figure 5.2, the following relationship, with alternating signs, can be deduced:
tan a = (bi - bi+1) /li+1 ~ sin o: - F11 i/ H

The approximation tan a ~ sin c:1: applies for small angles. For example, the error 1s
1,5 % for an angle of o: = 10. The force
Fl-Ii - H [(b; - b;-1) /li + (bi - bi+1) /li+il (5.8)

is the horiiontal component of the tensile force on the conductor required to pull
it away from the centre line. For the situation that bi - b and bi-l = bi+i - -b and
li+ 1 = li l, as is the case along a straight stretch of track, the equation is simplified to
F11 - 4H b/l (5.9)
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
horizontal component of the conductor tensile force is calculated to be 213,3 N corresponding

to 2,1 %. I!
Fixed anchoring or automatic tensioning.

Using the same approximation as before, the horizontal component of the force clue to
a lateral offset z towards an anchor or tensior1:1:ng mechanism., as shown in Figure 5.3,
would be
F 11 H sin n'. ~ H tan n

and correspondingly
(;)_10)
226 5 Calculations for overhead contact line equipment
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
Figure 5.4: Horizontal com-

ponents of the forces acting
on a mid-point anchoring pole
due to lateral anchoring offset.
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:
FH = 2 H (lA + half pole width)/l (5.13)
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)
and, in the case of uniform spans, the equation is simplified to
FH = Hl/R (5.15)
To take the additional lateral offset into account, a further component is adclPd:
(5.16)
At an anchoring pole, for a pull-off in a curve, according to (5.12) and (5.1-!)
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)
/A, i
I
I
I
I
I/-/ /-/
Figure 5. 7: Resetting forces 6..Hru acting on a cantilever

of length lA i due to change in position by a distance 6..Li.
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.
5.1.4 Wind loads

The wind load8 on the individual elements of overhead contact line installations depend
on the vVill(l velocity, the shape of the area exposed to the wind and the wind direction.
If no specific other data is given, the following equations assume that the wind direction
is normal to the overhead contact line. \Alim! forces act in a, horizontal direction. If the
area exposed to the wind is Aw, then the force <~X<\1ted by the wind, called wind load
in the following, is given by the equation:
Fw - cw q Aw (5.24)
where the wind pressure q 1s related to th<' wind velocity vw as expressed by the
cq11ation
<J - (1/2) ''/ v~v r: '))

( c.l.~c.l
According to EN 50341-:3-4, the drnsity of air at :20C is 1 -- 1,2:iO kg111 :i Fm practical

applications tlw following equation is th<'rcforc acl1incd:
(j Ii\\
<J = u~v / l,G (5.26)
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.
5 .1. 5 Ice loads

In the following discussions, the weights acting due to ice, hoarfrost or snow are all
collectively termed ice loads. Maximum ice loading may be a rare event. From obser-
vations of ice formation, calculation values for ice deposits on suspended conductors
have been derived and used from standards pertaining to overhead power lines. The
ice loads can be classified according to two main types:
Ice formation clue to precipitation. In this case solid clear ice is formed (den-
sity approx. 0,9 A/ni) by S'Upercooled rain or drizzle at near-freezing ambient
temperatures. Wet snow or sleet (density 0,4 to 0,6 A/m 3 ) also belongs to this
category.
Ice formation in clouds or from freezing fog. Hoarfrost is formed by supercooled
water droplets. Hoarfrost formation is typical for altitudes above the cloud base
altitude. Hard hoarfrost (density 0, 7 to 0,9 A/m3 ) and soft hoarfrost (density 0,4
to 0,6 A/m 3 ) occur.
Combinations of the various types of ice load may occur. If the characteristics of ice
loads are not known from local observations, then the values given in transmission line
standards e.g. EN 50341-1 are used. In particular, EN 50341-3-4, valid for Germany
states that, for overhead wires and conductors, an ice load per unit length, G\e of
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)
y
support
Detail V+dV S+dS
dx X
X a
II 2
s V
Figure 5.8: Sag in a single overhead conductor.
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
d 2 y/ch 2 (G'/H) J1 + (dy/ci.1:) 2 (5.30)
The solution of this is generally known as a catenary curve
.II - (H/G') cosh (G':r/H) (5.31)

5.2 233
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)
The solution is the parabola equation
y = (G'/H) (x 2 /2) (5.33)
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
Y1(a) =fa.= (G'/2 H) a (l - a) (5.34)
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
Ymax - frnax = (G' /8 H) z2 (5.36)
The sag y 1 at a distance a from the support can also be expressed in terms of the
maximum sag .fmax as follows:
YI = fa = 4 f rnax a (l - a)/l 2 = 4 .fmax a (1 - a/l)/l (5.37)
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.
5.2.1.2 Supports at different heights
If the lwight of two consecutive supports of a conductor differs by h, it is possible to

apply the dimensions shown in Figme 5.9 and the two partial longitudinal spans l 1 and
as well as the~ relationships and/ - 0,5 (/ 1 + /'.!.) und h - f 1 - h
/.2
l ='.2Hh/(G'l)+l attd l'.!.=-2Hh/(G'l)+I

1
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.
5.2.1.3 Catenary suspended contact lines

In this context, the term contact line equipment is used to describe a system where the
contact wire is suspended from a catenary wire by means of droppers in such a way
that specified distances between the c:atenary and the contact wire are maintained by
the lengths of the individual droppers [5.8]. The following relationships can be deduced
from Figure 5.10:
d Ve A G~A dLcA cl Vc:w = G~w dLcw
dycA/d.T - VcA/ HcA and dycw /ch= 11 cw / Hew
The indices CA and CVV indicate the valu<~s for the c:atenary or messenger "ire CA
and for the contact wire CW respectively. Bv differentiation and substitution in the
corresponding differential <~quations, tlw following expressions are obtained:
2
HcA d YcA/cl.r 2 = C~:A dL(' ,/cl.r and (5.41)
') I ')
flew cl-yew dr
I .
- Cnv d /,cw /d.1
5.2 Sag __ _____ _ 235
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
HeA YcA + Hew Yew = G~Hll, :i: 2 /2 + C1 .1: + C2

The integration constants are derived from the boundary conditions shown in Figure
5.10 and are
Y~A (0) = 0 and Y~:w(0) 0 -+ C1 = 0 ,

YcA (0) = Yorn, and Yew(0) = 0 -+ C2 = HcA Ymr1,
which leads to the equation
HeA YcA + Hew Yew= -y/

Gom, :z:
2;,2 HcAYom, (5.43)
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 :
YcA,ice = Gu111, :1: 2/ (2, HeA) + Yew,ice + Yom,

I
(5.45)
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:
YcA,ic:e - (:i:'-'/2) (G~-ir 11 ,/HcA + G~ce/(HcA +Hew))+ Yorn, and (5.46)
(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
//1 CA,ict' - (u(/ - a)/2) (G~)lllj Hc:A + c;cj(Hc:A +Hew)) aud

//1 c:w,ic(' - (n(/ - n)/2) (G;n,/(Hc:J\ +Hew))
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 :
G\ce = 2 2,5 + 0,05 (9 + 12) = 6,05 N/m
Furthermore, if HcA =Hew= 10 kN and l = 75 m. The result is then .fr,iccmax = 0,213 m.
5.3 Physical state change equations

The lengths of conductors and contact wires used in overhead contact line installations
will vary both because of thermal expansion and elastic strain from tensile force. A
conductor of length L will expand (linear expansion) by
(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
6.LE = (H:i: - Ho) L/(E A) (5.50)
Examples: If a 750 m long, Cu AC-100 contact wire, is subjected to a tensile force of 10

kN its pre-tensioned length will increase by 0,58 m.
A booster feeder line of aluminium with a cross section area of 240 mm 2 will stretch by
0,045 m within a 75 m section if the~ load i:-1 increased from 0 to 10 kN.
Further, the conductor may be suhject<~d to additional loads, e g ice loads. These
additional loads will change tlw axial tensil<' loads of co11ductors that are installed
5.3 Physical c;t,ate change equations _____ ---------------- 237
without automatic tensioning regulation. The following equation is used to determine

the length of a sagging conductor between two supports of equal height:
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
dL - (1 + (C' :c/H) 2 /2)ch

By integrating this over the conductor span length, we obtain the wire length
L = l + (G'/H) 2 3
({ /24) (5.51)
or, if this is expressed in relation to the maximum sag f according to (5 .36)
L = l + (8/3) (./ 2 /l) (5.52)
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,
or, if the individual terms are expressed in full,
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
-------
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:
H~ (HL - 8000 + 124 000 100 8,73 2 4ti2 / (24 8000 2 )

+ 124 000 100 17 lO-(i(-20 10)) = 124 000 100 8,73 2 4C> 2 /24
which reduces to:
Hf (H:i; 13 078 N) = 71),74 . 1()'

1
N1
5.3 Physical state change equations 239
This cubic equation of H:i: can be solved by iteration:

H:i: = 14 000 N results in H;, (H:i: 13 078 N) = 180 10 9 N:l
H:i: 13 500 N results in H;,
(H:i: - 13 078 N) = 76,9 10 9 N3
H.1: = 13 550 N results in H:z:2 (H:z: -13078 N ) = 86,7 109 N'l
H:z, = 13 515 N results in H; (1-l:z: 13 078 N) = 79,8 10 9 N3
At -20C, the tensile force is thus 13 515 N. A rise of temperature to +40C causes the
tensile force to drop to 4452 N. The corresponding sag values arc 0,16 rn at -20C and 0,50
m at +40C. The difference is 0,34 m.
This example illustrates the large tensile force variations occurring in contact wires with
fixed terminal anchors. The change in tensile force increases with decreasing support
span lengths. The overall tensioning section length has no effect on this phenomenon.
It is possible to reduce the tensile force variation by incorporating a spring. The ex-
tension of a spring is
6.Lcw = (H:i: Ho)/ccw (5.57)
where ccw is the spring constant. The length changes clue to the summation of various
factors, such that the total can be expressed as:
Lx Lo = 6.Lw + 6.LE + 6.Lcw

By applying (5.48), (5.49), (5.53) and (5.57) a similar formula to the equation of state
to (5.55) can be formulated for a tensioning section which is tensioned by a spring
n
H; ( (Hx - Ho) (1 + (E A)/(ccw L li)) +EA G~ 2
l;4 /(24 HJ)+ EA o:(d.1: - do))
i=l
= E A G':z: 2 l'eq
2
/?4
~
(5.58)
Example: A spring with spring constant ccw = 10 kN /m is arranged in the tensioning

section as described in the preceding example. The tensile force at -20C is then also calcu-
lated using a cubic equation of H 1 : and is found to be 9566 N. For +40C, the tensile force
is found to be 6050 N. It is conclusive that the introduction of a spring reduces the change
both in the tensile force and in the sag.
In semi-compensated contact lines with fixed catenary wire termination, equation (5.54)
is used as the basis for determining the tensile stresses and the sag of the catenar) wire.
According to [5.8], the following applies to the maximum catenary wire sag for a given
state :c:
l2 .,,
L7 011L:i: + C....,'0HL H.cw /Jc_]'1 CAO
7
(5.59)
fcA n1ax
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
Figure 5.11: Defiectiou of a staggered con-

tact wire along a straight-line section by the
act.ion of wind.
5.4 Deflection due to wind

5.4.1 Deflection due to wind on tangent track
The force exerted by wind on the wires and conductors of an overhead contact line
deflects them horizontally, they produce a blow-o_ff. Directly proportional to the wind
load, the deflection is inversely proportional to the tensile force on the wires. The
acceptable deflection (blow-off) of the contact wire is limited by the operating range of
the collector head on the pantograph. The design of the overhead contact line equipment
must ensure that the lateral deflection is kept within permitted limits and that the
pantograph cannot run off the contact wire - an occurrence also termed dewirement.
For conductors with a circular cross section of diameter d, the wind load per unit
length is
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
Yw(x) = F~ :x: (li - :x:)/(2 H) (5.61)
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)
The complete equation describing the lateral position is
e (F~ :r / (2 H) + (bi - b.i + 1 ) / (li :r) + bi+ 1

/ z)
(F{vUi :r)/(2 H) + (h1+1 bi)/li) .r + bi (5.63)
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
position of contact wire e 0 w(x)

in slill air
1
.:---+-----""";;;..,,.....a:::.-+.;.--+--"'------"""''--+,_i + line connecting two consecutive
support locations on track
b, +1 .
- centre line y11 (x)
contact wire offset ewa(x),
wind blowing from outside of curve
Figure 5.12: Deflection of contact wire or catenary wire along a curved track.
which means that the maxirnum defl,ection due to wind action is

Cmax = F~ l; /(8 H) (bi - bi+i) 2 . H /(2 F{1y l;) +(bi+ bi+i)/2 (5.64)
This applies to the case where the wind load per unit length F{v is greater than
2 bi - bi+ 1 I H / l;. If this were not the case, the point with the mathematical maxi-
J
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)
5.4.2 Deflection due to wind and contact wire stagger 1n

curves
5.4.2.1 Contact wire offset in still air
Along curves, the o.ffc;et of the contact wire rnust be calculated relative to the position
of the canted (super-elevated) track centre line.
In the (:r:, y)-coordinate system shown in Figme 5.12, b has been assigned in such a way
that, facing in the direction of increasing chainage, offsets to the right of the centre
line are consiclerecl to be positive and offsets to the left, negative. In this coordinate
system, the track centre line can be desc-rihrd by the equation
//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:
(lJ2f- + (/? - //F.)

2
= H2 to IH' u,, = ll -- ll J1 -- (li/(2 R))2
As (ld (2 R)) 1 and Jl - .1: ~ 1 - J; /2, which is simplified to:
'.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.
5.4.2.2 Contact wire offset under wind load

When the contact; un:n' o.ff:'wt v:ndff wind load is to be determined, a distinction is made
between where the wind blows from inside the curve and where it blows front outside
the curve.
Similarly, with (5.34) and (5.Gl) the lateral offset of the wir<' whcu subject to a. wind
load is expressed by the eq11atio11
(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
wind a.ction from outsid< l Ii<\ n11 V<'..

5.4 Deflection due to wind ___________ 243
When the wind blows from outside the curve, the contact wire offset from the
track centre line is
ewa Ys(.1:) - YR(:r:) - Yw(2:) =

(bi+ 1 - bi) :i: / li + bi - .1: ( :x: li) (1/ R + F{,.; / H) 2 . (5. 72)
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
Ys(:x:) - YR(:x:) + Yw(.1:) =

(bi+1 - bi) x/li + bi - x(x li) (1/ R - F{,.;/ H)2 (5.76)
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
ewi,max (1/ R F{v / H) t2 /8 - b . (5. 79)
5.4.3 Deflection of overhead contact line equip1nent due to

wind
If the equations (5.G l), (5 . G5), (5.G7) and (5.G8) are applied indiYiclually to the catenary
0
,.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
catenary wire at the support

----,
catenary wire,
deflected by wind,
at the middle
<Jf the span
Y wind load on overheadijcontact line equipme~t
PW,CWCA
SH
track centre line "
wind force I
on;=;> I \
overhead
contact line I
equipment contact wire, e
I I
deflected by wind, ecw CA catenary wire ,,,-,
~~_. FW,CWCA
at the middle \ F,
, W.CWCA,,'
/
I re ~f the span \ ,,
',
l-1
I ecw
X
I /2
,rack centre line
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
in relation to the half-span shown in Figure 5. U, this is
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/(2 SH/3) = F'{v ' cwcA/G~w

where SH is the system height. This can be resolved to give 6e
6e 2F{v,cwcASH/(3G~w) (5.84)
By equating (5.83) to (5.84), the equation is obtained describing the length-related

force coupling between contact wire and catenary wfre under wind loads:
F' _ F{vr HcA F{vT Hew
( 5.85)
w,cwcA - Hew+ HcA + (lGHcwHcA SH)/(3l2G'cw)
An accurate and realistic calculation of overhead contact line equipment deflection
is possible with computer programs that use Finite Elem.ent Analysis (FEA). The
application of FEA to this problem is demonstrated using several examples. Figure
5.15 shows the relative positions of the contact wire and catenary wire of a standa.rd
overhead contact line equipment He 200 with a support span of 80 m as detennined
using FEA.
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.
Table of results, examples: Deflection of overhead contact line equipment types

Re 200 and Re 330 clue to wind, as calculated by conventional approximations, by finite
element analysis and by applying equation 5.85, all values given in metres.
without dimension b with dimension b
Design Component Approximation FEA (5.85) Approximation FEA (5.85)
Re200 contact wire 0,520 0,481 0,488 0,597 0,570 0,570
catenary wire 0,400 0,437 0,432 0,400 0,450 0,434
contact line
equipment 0,460 0,547
Re330 contact wire 0,268 0,282 0,277 0,352 0,363 0,358
catenary wire 0,345 0,342 0,335 0,410 0,406 0,402
contact line
equipment 0,302 0,369
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.
5.5 Longitudinal spans and tensioning section

lengths
5.5.1 Relevance of span and tension lengths
Longitudinal span lengths and tensioning section lengths have a considerable effect
on the investment cost of overhead contact line installations. At the sr1me time, they
also affect the quality parameters such as uniformity of elasticity and contact force
performance. When planning overhead contact line installations, the use of the longest
possible span lengths and tensioning sections is the most effective way of reducing costs.
5.5.2 Maxi1nun1 possible spans

5.5.2.1 Significant parameters
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
5.5.2.2 Working range of pantograph head

The pantograph head working range that ensures a safe contact between the collector
strips and the contact wire, in accordance with Figure 2.16, is determined by the design
of the pantograph head. This is accepted as being larger than the length of the collector
strips because it is assumed that the contact wire rarely runs outside the collector strips
right up to the limit of the working range. For example, the DB standard pantograph
head used for speeds up to 280 km/h is 1950 mm wide. The pantograph head working
range is 1450 mm a,nd the collector strip length is 1030 mm. When discussing the
geometrical interaction between contact line and pantograph, the lateral movement of
the vehicle and its effects on the pantograph position must also be considered.
There are two basic conditions to be assessed:
The first condition refers to still air. In this condition the geometric contact wire
position without wind load as expressed by the stagger at the supports and the
offset at mid span should not leave the collector strips. The sway of the vehicles
must also be considered.
In the second condition, the action of the maximum design wind is assumed in
addition to the aspects of the first condition. Under this condition the contact
wire may use the pantograph beyond the collector strips and defined as working
range.
Parameters, especially span lengths, have to be selected such that these conditions are
met. However, it should be noted that in the case of contact lines for train speeds
above 230 km/h, it might be necessary to limit the span lengths to achieve a target
elasticity and improve the dynamic interaction between pantograph and contact line
(see clause 9.5.5.2).
5.5.2.3 Lateral movement of the vehicle

The effect of the lateral movement of the vehicle at the collector's working height
depends on
contact wire height and collector working height.
the rolling coefficient and rolling height at the collector interface.
the geometry and characteristics of the wheel sets and of the bogies,
the height of the pantograph knuckle and the pantograph flexibility and structral
tolerances,
the track gauge, curve radius, cant deficiency, the lateral track shift and deficiency
in cross level and tolerances.
In particular, the lateral displacement of the collector head at its operating height is
a specific characteristic of the vehicle. All DB overhead contact line installations for
running speeds of up to 200 km/h are designed to allow kinematic displacements of the
centre of the collector relative to the track centre line, as shown in Figure 5.16. For high-
speed rail traffic, it is desirable to design the overhead contact lines to accommodate
vehicles which are standardized throughout Europe. In this case, conformance with
the limits of the indiviclua,I parameters in accordance with UIC code 606-1 is required.
Figure 5.17 shows the relatio11ship betwee11 the kinematic displacement of the collector
5.5 Longitudinal spans and tensioning section lengths _ 249
350 - , - - , - - - - , - - , - - - - - - , - - - - , - - - - , - - - r - - - , - - - - , - - - , - - - - - , - - - - - . - - - - - , - - - - - ~
mm
400 500 600 700750 1000 1500 2000 2500 m 3000

Radius R - - - - - - - -
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.
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.
5.5.2.4 Contact wire limit position with deflection by wind

By subtracting the kinematic displacement/of the centre of the pantograph head from
its working range, a range is obtained within which the contact wire may be positioned.
In Figure 5.19, the permissible contact wire limit positions including wind deflection,
combine the interaction of the operating range of the pantograph head and the kine-
matic displacement, for both maximum speed and low speeds, about the centre of the
pantograph head relative to the plane through the centre of the line connecting the
railheads and perpendicular to this line, (also known as the canted track centre line).
The limit position on the inside of the curve is deduced from the working range limits
at maximum speed and the limit position on the outside of the curve from the working
range limits at low speeds. Relative to the track centre line and with a collector head
operating width of 1450 mm, the contact wire position limit at the outside of the curve
for wind loads is 725 mm. For the inside of the curve, the contact wire limit position is
deduced, as shown in Figure 5.19, from the track radius-dependent collector head po-
sition limits according to Figure !i. 18 and the value 725 mm, which is half the collector
5.5 Longitudi11al_spa11s and tensiouiug_ section leugths 251
Section A-A
r- /a I
?~--. I I a3
-~-- f
(1)
C
I
;1
~I
(.)
TI/ contact wire (position at still air)

~I contact wire (deflected by wind)
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
head working range.

In still air, the contact wire should interface with the pantograph head in the range
of the collector strips. On standard pantograph designs used bv the DB, the collector
strips are 1030 mm long. Because of this, the stagger at the supports is limited to
400 mm. It is not possible to fully exploit the maximum offset at the supports that
is theoretically possible with the whole working range of the pantograph head. On
the outside of the curve, contact wire positions up to 515 mm are permissible, on
the inside of the curve, the track radius-dependent values are permitted as shown in
Figure 5.18 which have !wen derived from the lateral pantograph sway in accordance
with Figure 5.17.
The track radius-dependent position limits for the contact wire, shown in Figure 5.18,
are applied when planning overhead contact line installations for DB. The data in
Figure 5.18 is based on DB standard 9 Ebs 02.05.06. The offsc~t corresponds only to
the \Vind deflection of the rnntact wire if the contact wire is 011 th<~ track centre line at
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.
5.5.2.5 Determination of longitudinal span lengths

Conductor displacement due to wind is the decisive overhead contact line factor gov-
erning longitudinal span lengths. If the permitted contact wire position limits with
wind action are known, the equations shown in clause 5.4 can be used as a basis for
calculating maximum possible longitudinal spans.
For straight track, the maximum possible longitudinal span length is derived using
the designations in accordance with Figure 5.11 and equation (5.64) with bi = b1 und
bi+I = -b2 to give:
~ (2 eper - + b2 + V(2 eper -

2
lmax = b1 b1 + b2) 2 - (5.86)
(b1 + b2) 2 )
Fw
In practice, this equation, which applies to the contact wire alone, can be extended to
the contact line equipment. In this case
Hmr1 =Hew+ HcA
is used in place of H and
F~om, = Ffwcw + F~cA

in place of F{v- Whether or not this approximation is acceptable depends on the ratio
of the contact wire deflection by wind to the catenary wire deflection by wind. If a
more accurate calculation of the maximum permissible span is desired, the mechanical
interaction (by droppers) of the catenary and the contact wire must be taken into
account as described in clause 5.4.3.
For the case that the dimensions b are all equal, i.e. b1 = b2 = b, as used in practical
applications, (5.86) can be simplified to:
lmax =2 : , (eper + Je~er - 2

b ) (5.87)
w
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
lmax = 8 ( eper + b) F'

/ ( ;; + 1)
fl (5.88)
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.
5.5.3 Calculating tensioning section lengths ( tension lengths)

The standard EN 50 119 calls this parauwter the "tensum lenqth" and ddincs it as
the "length of conductor between two anchoring points". Gcncrnlly, hovvcver, a contact
wire or contact line <)quipirwnt is tensioned by pulling it away ill both clir<'ctious from
an anchoring point located roughly at. tit<' centre of a L<\llsionit1g sect.ion.- Ju order to
lw abk to describe t!H' physical problems invol\"<'d, the section hct.m'<!ll Lit<' at1d10ring
poi lit and the t.e11sionillg eq11ip11teut is assigned t IH' length L. It ca11 h<~ assu1t1<!d that
th<' (,(\ttsioniug S<!Ctiott (tension length) tlwu hast li<' kngt.lt :2 L, t.!1;11 is, th<' anchoring
point is co11sid<'t<'d to IH' a1 th<' 111iddl<' of th<' litl<' :-wclio11 ttttd<'t < CJ11sid<'rnt ion
254 _ _ _ _5_Calculatl_ons foroverhead contact line equipment
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.
5.6 Krumpolt, J.: Optirnierung von Oberleitungsanlagen elektrischer Balmen (Optimizing

of overhead contact lines for electrical railways). Diploma thesis. TU Dresden, Institut
Elektrische Bahnen, 1996.
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.
5.9 Wfassow, I. I.: Fahrleitungsnetz (Overhead contact line network). Fachbuchverlag,

Leipzig, 1955.
256 5 Calculations foroverhead contact line equipment
--------
6 Planr1ing of overhead contact line
systems
6.1 Objective and process

The objective of the pla:n:11:ing task is to create planning documentation for a specific
electrification project based 011 specified conditions, such as technical requirements,
line parameters and customer requirements. These documents permit the erection and
operation of an overhead contact line system to ddined operational specifications for
a specific line.
The ovethcad contact line system planning process consists of the following phases:
preliminary design study,
design planning,
project implementation planning,
preparation of review documents.
The overhead contact line system forms part of the planning work for new lines or
reconstrnctio11 or electrification of existing lines. The design study exami11es various
options for the overhead contact line system and also identifies any additional infras-
tructure works required on features such as track layout, tunnelt>, lJridges, etc. The
compatibility of the electrification with other technical equipment such as signalling,
is also examined during this phase. The prelim,inar:IJ de.<;i,gn .study produces technical
solutions, including the design of the overhead contact. line system, adaptation of the
track layout, strnctural alterations to tunnels and bridges, and an estirnate of the irn-
plementnt.ion time and investments. A summary report of the design study is tlwn
provided to railway companies for incorporation into their overall planning.
Design pla11:nin.1J commences with the preparation of an overlwad contact line system
circuit diagram based on data provided in the prdiminar_v design study (Figure G.l).
It contains the feeders, circuit groups, insulated st1bscctions, discomiectors ( electrical
switd1es) and traction power lines. The next stage is identification of rot1te constraints
that irnpact upon tech11ical aspects of the overhead cont.ad, wiring. This is based on
track layout, bridge structure, tumwl, sig1mlling and tclecornrn1rnicatiot1 system doc-u-
111cutctLio11. Tlw wrn:n,g at these constraint strnct.11res is also ddined dt1ring this early
phclS<' Tlw wiring of the int<)rmcdiatc sections is ddirwd dming the tl('Xt stage. Sup-
por( ing equip111<'nL such as singlt) track caut.ilcv<'rs. 1rntlti-t.ra.ck nrntilcvt)ts, h<'ad span
st.rnd11res or porLlls, ar<' assigned Lo tlw OV<'rlt<'ad cotit.acl. line system s11pport points.
Tit< pole locations are assigned 011 t.lw h,,sis of Litt sp<'cificatio11s and local rnnditions.
Tit<' d<)sig11 stt1d_,, including all planuiug doc11t11<'11Ls, pol<' locations and ovrT!inul con-
/,11.cl l111c sysf/'.lll lr11;ou,/ di,\grarn, is th<'II disl1ilH1ttd \\'itli n11 <'xplrn1a(on report to all
i11Lntsttd p,1rt.i('s for co111nH~11L
\ sil(' i11~,i)('c(io11 ()r Ill<' li11<' !iv ,di projt'ct pi11licip;i11ts is tll(' lirsl pl1;1s<' of 11rojr:I'.!
258 6 Planning of overhead cont.act line systems
-------------------
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
~-D--- Figure 6.1: Design plan-

Project implementation planning.
ning process.
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
Agreement of the overhead

contact line system layout with all
specialists participating in the planning
by means of a joint inspection
on foot or by discussion
D D
SuNeyof Subsoil
I transverse profiles I investigation
Internal D D
review
Fil foundation Design of
to transverse profile,
determination of
I foundations
pole length Project documents:

and verification Explanatory report, overhead contact line system layout
of clearances r-'\ plan, circuit diagram, earthing plan, overhead contact
'-,/ line system adjustment plan, cable location plan for
D pole disconnector remote control system, transverse
I Static analysis I profile plan, longitudinal profile, overhead contact line

system height reduction plan, project specific structures
D with drawings and calculations, polygon calculations
Iquantity
Material and
determination
I for head-span structures, complete material lisL
D
Checking and
approval for construction
by the customer
D
Material procurement
D
( Start of construction )
Figure 6.2: Project implementation planning process.
(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.
6.2 Fundamentals and initial data

6.2.1 General
Overhead contact line system planning and construction work are based either on
the standard specifications for a specific design of overhead contact line system or
on functional specifications. The latter provide the contractor with the flexibility to
develop an overhead contact line system that is tailored to the project.
Both variants require the compilation of planning data that represents the technical
reqv,irements. This data set serves as an initial guide for all those involved in the project
and ensures a rapid and correct planning process.
6.2.2 Technical require1nents

The technical requ'irernents are listed in a data summary. The data summary presented
in Table 6.1 includes the planning parameters of DB standard overhead contact line
system design Re 200 as an example.
6.2.3 Planning documents

6.2.3.1 Introduction
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
Technical information for overhead contact line system

Contact wire type / tensile force in kN / max. wear in % Cu AC-100 / 10 / 20
Catenary wire type / tensile force in kN /
fixed termination or automatically tensioned Bz II 50 / 10 / automatic
Stitch wire provided / type / tensile force in kN / length in m yes/BzII 25/1.8-2.3/14-18
Dropper type Bz II 10
Tensioning of contact and catenary wire, separate!_\ or jointly separately
Transmission ratio of tensioning device 1:3
Maximum half tensioning length in m 750 m
Reduction of tensioning length in curves / specification yes / Ebsl}
Maximum / minimum span length l in m 80 I 33.4
Determination of span length l in dependence on radius R or on the
wind speed vw l = f(R)
Contact wire pre-sag fp in m in accordance with Ebs
Maximum contact wire gradient at overhead contact wire
height reductions 1:500
Maximum gradient in transition spans 1:800
Standard contact wire height CWH / minimum contact wire height
CWHmin/ maximum contact wire height C\VHmax in m 5.5 / 4.95 / 6.5
System height SH on open track / in station in 111 1.8 / 2.0
Minimum clearance catenary wire to contact wire in mid span in m 0.5
Contact wire lateral displacement (stagger) at supports on straight
track / in curves in m 0,4 / 9 Ebs 02.05.06
Maximum permissible displacement under wind action (eperm) in m 0,55
Cate nary wire lateral displacement (stagger) in m as contact wire
Dynamic uplift at support as quasi-dynamic uplift in rn Ebs
Use of windstays R> 1200 m
Power frequency flashover voltage in kV (50 Hz dry) 110
Creepage path for insulators at terminations / intermediate
insulation / cantilever insulation in mm 485 / 485 / 485
Distance between the contact wires in overlaps in mm 450
Number of overlapping spans 3 or 5
Tensioning weights concrete / steel concrete
Use of neutral sections no
Length of neutral sections
Point wiring: crossing or tangential crossing
Lines
Feeder line, aerial EN 50182, 243-ALl
Feeder line, underground N2XS2Y
Bypass line
Parallel feeder line EN 50 182, 243-ALl
Switch line Cu 95
Return conclnctor type / EN 50 182, 243-ALl /
aerial or underground conductor / insulatPd or not insulated aerial conductor /
not insulated
Insulators
Insulator for anchor, switch lines a!ld illtm1twdiate illsulation typ<) /
material Ebs 02 . 05.15 / porcelain
Cantilever insulator t.VPP / matl~rial Ebs 02.05.15 / porcelaill
Hazards, 11on11al/ Yandalis1n-enda11g<'n~rl normal
1) Ebs. Design sta!ldard for DB's o, <'t ltr)ad coll tact lin<s
6.2 Ftmdamc1d;als_aud initial data --------- __________________;2cc,6=3
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
6.2.3.2 New lines
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
6.2.3.3 Existing lines

The dectrificatiou of e:r:isting lines is often accompanic\d by some track layout cor-
rections. Tltc overhead contact line syst<)rn planning for such sections is carried out
based on Uw documentation listed in sub-section G.2.3.2. Scaled layout drawings are
required for line section without track layout changes. These drawings need to show
signal locations, cable positions, supply and drainage piping, railway crossings, bridge
onrpasses and underpasses and information related to tracks to be equipped with
OYerlwad contact line systems.
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.
6.2.3.5 Tracks and topography
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
l:H -I-II I I I :I- st . -1: I 11 Ii--1-----ii i-----1---111 -1:1

1:HI II I I I ii- ation -Ii I II II II II -1~
L _________ -------------------- ---~- --- --~---L ----------- - -----~
open line feec1er section Station feeder section I open line feeder section
Figure 6.3: Feeders and switched sub-sections at DB.
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.
6.2.3.6 Circuit diagram

The planning work also includes the production of the overhead circuit diagram, which
is designed to suit the requirements of network and railway operations as well as pro-
tection and overhead contact line design. A schematic track layout plan with signals,
point connect.ions and important structures forms the basis for this planning.
The substation supplies branch feeders with traction power by means of circuit break-
ers. On double track sections, often only three feeder branches are provided by DR (see
Figure 6.3). These feeders are provided to the station where the substation is located
and the adjacent track sections. \Vhere a single-track line runs parallel to a double
track line, all overhead contact lill(\S aw fed from a single branch feeder; where two
double track lines run in paralld, each line is fod from a separate hnu1ch feeder.
The feeder branches are each snbdivid<~d longitudinally into s,vitdwd sub-sections.
Overhead lines in stations and 011 the 01w11 track are fod b, separat<'ly switched sub-
sections.
The electrical bouudari<'S hctmien Llie switd1<\d sub-sections <oiucid<\ with the opera-
tional boundaries h<)tw<~<'11 t IH op('ll trn('k i111d st;1tio11s (s<'(' ( li1us<' IO}i ).
Switclt<'d suh-s<'ctio!ls ill sl;1tio!ls ill<' s1il>di\id<'d into <'ll'ctti(,ilh S(!parnhl<' swifchzng
6.3 Contact, wire sta.g,g<)t ancl hori;r,c)ntal forces
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.
6. 3 Contact wire stagger and horizontal forces

The c011t;--1c-t wire Yi<~W<~d iu t.h<' contact plmtt' is not strung paralld to th<' Lrnck n~utn'
line. This is to avoid 111wv< 1t W<'at of th<' carbon rnlleclor strips 011 th<~ pa11tographs
1
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
Figure 6.5: Extract from a line feeder diagram.
- ---- - - - ----- ..._ - --
Figure 6.6: Contact wire stagger 011 straight trade

Q:! Contf~ct wire stagger and horizontal force:=;
.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=
Figure 6. 7: Designation of dimensions at

overhead contact line supports.
-:: i- --- ----==

eperrnl
C Figure 6.8: Contact wire
e:errn\ - -
.:::-.,,.:::_
_::. -=-~- ---=- ~-------_-.-.....-...: stagger in curves with large
--_:J - radii.
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
Figure 6.9: Con-

./ tact, wire stagger
J /. i 11 c\lrves with
:-;mall radii.
6.3 Contact, wire
- -- ------------------- - - -271
-
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:-__-:::_::__-::-__ ---.. , '- ,
/ __.-::___ ---------------- ----w-----..r - -------------- ----------------

- - - - - ------;::-.,,..-
....
-::::..- - - - -- - ___ - --
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
Figure 6.11: Contact wire

stagger in overlaps_
Support A Support C
Figure 6.12: Determination of

Support B distance k at support B
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.
6.4 Detern1ination of span lengths

\Vhen de.fining pole locations, for reasons of economy, one should exploit maximum
permissible span lengths as far as possible. Pantograph width, track layout and prop-
e1ties and wind speed determine the span lengthi:i (see clauses 4.1.4 and 5.5.2.4). Short
useable pantograph contact strips, track curw\s and high wiucl speeds reduce span
lengths, Figure -1.4 illustrates the relationship b'.'tweeu pantograph width at various
railway companies and span length. Figm<\ G.13 shows the dependency between track
radii aud span length using th<\ example of DD overhead cont.act line system type:
Ifr 200 for wind speeds of 2G m/s, 29,8 m/s and 32,1 m/s, iu ac-rnrdaucc with Ebs.
Span l('llgL!ts fm overlwad contact line system type Re' 100 are also shmvn i11 Figure 6.13.
(h<~rlH'ad contact li11c! s_\st<~ms Be 250 ctll(l [{e :BO are us<~d for high-speed lines with
track rndii gre,1t.er than :3000 111. Tlwse sys(,c~111s C'mploy a 111axi111u1t1 span length of
GG tn Lecat1s<! or dyna111ic p<)rfonwrnc<' reqt1in\11t<)llts. Shortc!r span l<!ngths occur only
i11 nossmer ,rn'as, at strnctur<'S and i11 mc,rlaps. Claus<~ f"J.[>.:2.-1 descrilH~s the definition
or Sj)i\11 l<'llg( Ii ill ddail.
274 __Q Pl_,1:1~~1i11g_9()verhead c:ontact line systems
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.
6.5 Tensioning section lengths

Tensioning section lengths are defined as the length of overhead contact line from
tensioning device to the other. The overhead contact line system including steady
arms and cantilevers moves in the direction of the tensioning device with increase in
temperature. A component of the longitudinal contact wire force acts through the
cantilever in the direction of the pole due to rotation of the cantilevers. This causes
a difference in the tensile forces of neighbouring longitudinal spans. This force is also
known as the restoring force. The tensile force differences in individual spans are added
to each other in curves and lead to the greatest differences in the span at the midpoint
anchor. To limit the tensile force differences near the midpoint anchor, DB reduces
the tensioning section lengths on curved track. as the curve radii decreases. In total, a
horizontal force reduction in each of the half tensioning section lengths of approximately
11 % is permitted in the catenary and contact wires, which distributes itself to 8 % on
the overhead contact line system and 3 % on the tensioning device [6.4]. The maximum
number of supports n is dependent upon the track radius Rand can be determined for
a standard contact line system of type Re 200. with HcA = 10 kN and Hew - 10 kN,
wind speed v = 26 m/s and a cantilever length of 3,5 min accordance with Figure 6.14.
One determines the half tensioning section length in a curve by determining the span
length as a function of the track radius and considering the wind speed. The half
tensioning section length L is therefore dependent upon the achievable span length l
as illustrated in Figure 6. E>.
The foll0vving numerical value equation is valid for DB [G.5]
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
Figure 6.15: Relationship between the longest permissible tensioning

section length and the 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
1 Distance track centre line/tmci< side of mast 2 0 m

m 2 Distance track centre line/lraci< side of mast 3 0 n 1
I 400
300 - f - - - - - - - - - , - - - - - - - - + - - - - - - + - - - - - - - + - - - - - - + - - - - - - f - - - - - - - - - ,
200 600 1000 1400 1800 2200 2600 ill 3000
frack raclius R
Figure 6.16: 'lbtsio11i11g s<~dio11 kt1gtli as a fnuct.iou of radius.

276 6 Planning of overhead contact line systems
Switching section boumjary
t~-J/
IOI ~l[L, PS
F=u
Open track Overlap Station
o-1 BS Figure 6.17: Arrangement of

insulated overlapping sections
relative to signal locations and
points.
BS = blade start of point
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.
6.6 Overlapping Sections

The subdivision of the overhead line into switching sections as described in section 10.-5
requires switch:iny sectwn boundaries between stations and open track The insulated
overlapping sectwns planned there must be protected by signals. L e. a traction vehicle
stopping at a. stop signal with its pantograph raised max nut be located within the
insulated overlap spans betwc~en the entry signal and the entn point. The distance a
shown in Figure~ G l, defines the positioning of the overluppwq span relative to the
signal and reprcs<'nts the distance lwtween the signal and t]l(' first pole of the spans
with two cantil<\v<~rs.
Distance a applies as follows for:
Standard lines ,vith 1 11 1x < 2:30 km/It
i; 1()() Ill
Sul>urhan rapid trnnsit sysl.<'tlls 2()() l ll
6.7 Contact_liuc,tl>O_v<\ I><>ints _ 277
Lines equipped with CIR-Elke (CIIl-Elk<~ stands

for: Computer Int,cgral,<~d Railroading to increase
the performance of heavy-duty network ) 410 m
High-speed lines with '/J 111 ax > 230 km/h 500 m
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.
6. 7 Contact line above points

6. 7.1 Introduction
Pole locations and contact win~ stagger at track points or turnouts can be configured
only within tight limits. The wiring of points requires special care, since large contact
forces between the contact wire and the pantograph can occur there. Wiring is aimed
at optimum pantograph passage on the through-track and safe passage for all other
directions.
Examination of an individual track point can serve as the basis for the wiring. Hmvevcr,
only consideration of the track point as part of a crossover, a station yard la~out and
the loca,l conditions, such as track spacing and the posit.ion of points to each other,
results in satisfactory vviring.
6. 7. 2 Designation and drawing of track points

The term track point is used here as a general term for 110'1,nts. rlou/Jlc-slip c,ossovr:rs
and shp sw'itches. Oiffen)ntiation is also made between through-tracks and lna11d1ing
tracks as in [G.7]. A through-trad,; is the designation allocated to the straight track at
single points. At curve points, it, is the straight track iu t lie associated basic form, or
the track with the higlwr operational prioritv or heaviest, lrntd.
l11 Figtm'. G.18, the abbreviations have th(' ttt<'clllings PS 11oint. sto:rt. PC point r:r:.ntrc
and PE pmnf end. If a circle is dra\\'ll from the start oft he point wit.Ii the radius of
Lil<' hra.rwhing track, then th<' end of tlw point in the hrnn< h track is located where the
L111g<'.11L of the circle rcadH'.s I : n and tlic point <"<'nit<! is at tl1<' intcrs<'c-tio11 of that
t.c111p,<'ilt. wit.Ii Lil<' ce11t.re line oft 11<' t lirn11gl1 t rnck ;1s sl10\\ 11 in Fig111<' (i_ [ ~) Tli< start
278 G Plannjr1~o_f__()~~lwad contact line systems
----------~-- --
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)
Figure 6.19: Illustra-

tion of simple points
with point diamond
PC n Units of measurement
apex in track layout
plans.
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
l l l Supplementary designation: Point diamond movable,

Angle of the tangent 1 : n with 1 : 26,5,
Radius of branching track 2500 m,
Rail type UIC GO.
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
UIC-60-3000/1500/oo - 1:20 fh Hp to speed v = 100 km/h,

UIC-G0-4800/2450/oo - l:"G,5 f!J up to speed v = 130 km/Ii,
UIC-G0-10000/4000/oo 1::3:J,5 fb Hp to speed v lGO krn/li ;-wd
UIC-GO-lG000/6100/ oo - 141,5 fl; Hp to sp<)ecl n = 200 km/it
011:1ued 7;oi11L-; provicl<' track cl1c1ttg<~m'er operations in curves. They ar<' forn!<)d lJ\ turn-
ing th<' point triangle arol!nd Lit<' point e<)lltre point. by the angle n \\'ltil<' rdaining the
t;-wgcnt [<111gth / and LIL<~ poinl ;-utglc nw as shown in Figiue G.2L ff Lit<' rnn<' <"<'ntrns
of the thrnllgh and !Jrn.ndting lnwks with radii R 1 aud H1 , usp<'cl,i\r'h-. lie 011 oppos-
ing sides of Llw point. ;-1ft,<'r p<rforn1ing the rot.at.ion, then one n-fns Io 111<' point as n
umfn1:ry fki:un IUJ"'ll(/'11,f ns sl1om1 i11 Figtm~ G.2 l li. Tli<' c11n<' c<'lll tcis uf si111iL1r flexllr('
poitt!S [i<' Oil (Ii<' S,1111(' side of I II(' S\\itclt (Figlll<' (j '21 c)
280 GP!a1tuiug~ol_gy~rhead contact line systems
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
Figure 6.22: Dei.(~rmina.ti()t1 oft lw branching track

rndi1rn 11sin~ th< c;unhP1 fir witl1 1lt< length of the
I d1()nL
6.7 Contact li1w above poin~s 281
Table 6.4: Distance a bet.ween start of the point; PS

and the start of the switchblade.
Switch Lyp<' for rail shape UIC 60 Distance a
PS BS in mm
EW 60 300 - 1 : 9 805
EW 60 - 300 - 1 : 14 805
EW 60 - 500 - I : 12 805
EW 60 - 500 - 1 : 14 805
EW 60 - 760 - 1 : 14 805
EW 60 - 760 1 : 15 805
EW 60 - 1200 1 : 18,5 805
EW 60 2500 - 1 : 26,5 2005
EW 60 4800 / 2450 - 1 : 24,257 2402
EW 60 - 6000 / 3700 - 1 : 32,5 3102
EW 60 - 7000 / 6000 - 1 : 42 4723
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.
6.7.3 Principles of overhead contact line wiring at track points

Intersecting and tangential overhead contact line system wiring is possible for the
overhead wiring of points, dependent upon the type of point and the pantograph width.
The negotiable contact wires cross the point when 1.ntersecting point wiring is provided.
The contact wires are fixed vertically to each other at the contact wire crossing by
means of a crossing bar. The contact wire that is not being negotiated is also lifted by
the crossing bar and crnssover dropper, so that locally fixed positions are created for
the pantograph switchover from one contact wire to the next.
Tangenbal sw'l.tch wiring locates the contact lines in parallel to each other, in the sa.me
manner as in overlaps. The contact lines do not intersect in the negotiable section of the
parallel contact wires. Tangential switch wiring can be realised only when the points
are slender and the pantograph vvidth permits the paralleling of the contact wires.
6.7.4 Fitting-free area

The pantograph is in contact with both contact wires iu the area of the point for a
short period. The contact wire of either the brallc-hing track or that of th<) through
track nrns up the side of the pantograph. A risk of rnllisiou between the crnttact strip
aud any obliquely i11stalled fittings is present due to the dvnamic uplift. E:x:amiuations
[6.8] hav<' localis<'d this r<'asou as a sou1-c-P of faults and lun<' !(,ad to th<' declaration of
a ./itl1:1u1-fn:!'. area. The fit.tiug-fr<'<' an~a is fonnc)d llltd<'r consideratiou of tlw dynamic
uplift of the pautogrn.pli and t.h<' latc)rnl mm<~m<rit. or t It( \<:hie-I<',<'. g. at DB vvith a
width of J;-J() rttllt as sliowll i11 Figmc G.2T.
282 G Pla1111ing of overhead contact line systems
Filling-free area for contact Centre perpendicular to Pan-head profile displaced

wire run-up and run-off lop of rails (canted centreline) vertically and horizontally
450
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
Figure 6.23: The fitting-free area at DB.
---
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.
6.7.5 Arraugement of intersecting contact line wiring at

..
points
To achieve a satisfactm_\ quali!.v or 1wrforn1,111<-<' of the ovr\rheMl wiring above a track
poi11t, the followi11g rnl<'s appl\
6. 7 Contact'. li_1w above points
(1) Contact wire toud1,ing is to be anticipated at a certain distance between contact

wires. At DB the distance amounts t.o 1,05 rn lwtw<\Cll the centre line of the
negotiated track and tlw approaching contact wir<'. corresponding to the width
of the pantograph. From this point onwards, both contact wires - those of the
through track and the branching track - must be located between the two track
centre lines. The leading contact wire prepares for the contact wire mu-up by
means of an inclination of tlw pan-head, as shown in Figure G.24 a. The zero
position of a contact wir-e is permissible; i.e. the contact wire is located at the
centre perpendicular to the plane of top of the rails (Figure G.24 b). If the leading
contact wire were to be located in the opposite half of the contact strip to the
approaching contact wire (Figure G.24 c), then a risky contact wire approa.ch
would occur, which is known as a pantograph trap. This could lea.cl to an overhead
contact line failure.
(2) Only one contact wire should be negotiated at supports. to avoid hard spots.
(3) For branching track contact wires uplifted by up to 150 mm at support I (Fig-
ure 6.27), the bend angle of the uplifted negotiated contact wire at the com-
mon support may not be more than 5 on through tracks and 15 on branching
tracks. Larger bend angles can be permitted for branching track contact wires
that are uplifted at the suppmt by more than 150 mm. They are considered
non-negotiable.
( 4) The contact wire crossing is to be arranged as far as possible from the supports.
The branching track contact wire can then be raised at the support to a height
where the pantograph cannot reach as a result of the d;vuamic uplift on the
through track.
(5) The distance between the contact wire crossing and the centre perpendicular from
the plane of top of rails on the through track should be smaller than the distance
between the contact wire crossing and the centre perpendicular front the plane
of top of rails on the branching track.
(G) The span length between the point supports I and II is to be selected so that
the contact wire positions in the through and branching tracks rernairt within the
permitted limits under wind conditions.
(7) The _fi,ttfr1,g-free area ensures a safe transition bet,Yeen the contact lines and 11111st
be obeyed.
(8) Irrespective of other criteria such as ,vine! displacement and the restriction of
span lengths, the pole spacing should not exceed Go m.
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
Figure 6.25: Mark-

ings in distorted
track layout diagram
of the points.
--ll-+--1--
CWH
'57
Figure 6.26: Profile clearance be-

tween supports II and the panto-
Centre perpendicular Centre perpendicular
of the through track of the branching track graph (see Figure 6.27).
6. 7.6 Definition of supports for crossing contact wires at track

points
The definition of the contact wire layout and the supports can be performed either
locally on the track or in a layout diagram. The distances to the fitting-free area and
to the profile clearance of the supports when traffic is present on the neighbouring track
are measured locally.
A magnification of the track layout laterally to the centre line, e.g. with a ratio of
1 : 10, is very helpful when wiring of the overhead contact line at a point is performed
in a drawing or, when using a CAD program, on the screen. The verification of the
contact wire qeornetry undr.r wind conditions, while observing the fitting-free area, can
also be performed safely using a cha.gram.
The fitting-free area should be identified in the magnified track layout diagram as shown
in Figure 6. 2:J. The locations of th() profile dimension Br, the start of the overlapping
section Br. the c011L1ct wire crossing B 1 and the position of the support I B 1 should
also be 111arked TlHi profile dimension BF guarantees a collision-free passage of the
pantograph at support II as shown in Fignre G.2G and is 1,22 rn at DB It results from
the sum of th( hori1/otttal movement of th(' pantograph AF and half of the pan-head
working rang<' S/2 Tl1c posit.ion \\her<) tli<~ spn!ad is equal to BF is to he marked in
the poi11t la,o:1t di,,g1;11n
G.7 Contact li1w above P?lr1ts 28-5
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
1- - -.. Fi~:~:l "' ~

I
I
-1mM~mn~mm1!Mlfl.MmflH/W11tttttf1I1Il1111l111JJW111JJli!l.1Jj.WJd:tt1f111lLJ1llllllj~~w~
1
'PS -------=::
0,55 I
Figure 6.28: Routing of the contact wires above points.
Preferred position of
Support I contact wire crossing Support II
X
PS
Figure 6.29: Position of con-

tact wire crossing.
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
F'igure 6.30: Contact wire ranting above a point.
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.
6. 7. 7 Height of contact wires 1n points area

The contact wire on the through track is positioned below that on the branching track
and is laid parallel to the track for speeds up to 250 km/h in the area of the crn.ssing
bar. It is arranged there 10 nun higher than the nornmal contact wire heu;ht for speeds
u > 250 km/h [G.9]. The inrreas<'d cont.act wire height starts and ends at the droppers
adjacent. to the crossing bar. The nmtact wire on the branching track is adjusted at
the crossing 20 mm higher than tltC' through track contact ,vire. Th<' c-o11t,c1ct wire
remains at this height at the Collowing dropp<'.rs in the dirrction of thl' point. <'Ile! on
the lmu1ching track contact. !in<' 11p to support II Drn-1.11s<' of this, tlw contact \\ ire iu
the overlap mra is approxirnnt.<'IY .\() rnrn higher on the liranching track t.hatt on the
through track. Figure G. :31 ill11strntcs Ille variation of the umtacl win'. lu:zy!t.f 1elative
to the nominal l1rigltt or tit<' c( )Iliad wire.
Sta1ti11g front tltr contact wit<' crossing, Ll1<' co1tt c1d wire 011 tit(' IJ1 ancl1ing trnck over-
li<'ad li11<' in ill(' dirNJio11 of 1]1c' sL1ri ol Lit(' poi1tts is liftl,d 11p to ill(' 111':-::t s11pport \ritli
288 ______ 6_ Plan_11ing~()f_overhead CC)11t;act line systems
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
&', OI~ &: Figure 6.31: Contact wire

~I
;:g1~
CID ~,
0: 8:t c75: height variation in point area.
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)
with y contact ,vire height increase at support I in m,

G~:w specific load of the~ urntact wire in N/m,
./; distance lwt.m'<~11 contact wirn crossi11g and support I in rn and
H(w t<>nsile. forn' of Lli<' co1tt.ad wire in N
G 7 Cont.a.cl, lirw alioV(: points 289
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
Cu AC-80 10000 G,98 18,G E\\ G0-1200-1:18,5

Cu AC-100 10 000 8,73 lG,6 E\\ 60-1200-1:18,5
CuAg AC-120 15 000 10,48 18,6 E\\" 60-1200-1:18,5
CuMg AC-120 27000 10,48 24,9 E\\ 60-2500-1:26,5
/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.
6.7.8 Exan1.ple for point wiring

Poiut EW G0-1200- l 18,G lll \\ ill1 f !w fit,tiug-frec) ana that, is valid for DB is to lie wired for
oV<)rlt<\ad cout.,wt. li1w sysl,C)lll type H<\2GO witl1 C11:\g AC-120 (Figm<' (i.:$:Z). A wind speed
11w 2G rn/s is appli< alil<' for I It<' pc1i11t local.iou . Tl!(' dist,;111cc r \I hdw<<11 the intersection
i\ of t.l1c! 0111.cr l101111<L11y of tli<' fi11i,1g-fr<'<' ,ll<!,1 11itl1 111< <'<'1!11, li11< ,if iii<~ tl1rnuglt rrnck
290 _______________________6_Pla11r~~Yi.<!f overhead C()ntact line systems
(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
___ 40.00 [9~.-;---------1_1_5_0_0_0_ _ _ _ _ _ _ _ _ _ _1-,,___ _6_0_0_0_ _--i
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
54,0 55,0 54,5 51,5
1--------1--------.i-------------1---------
60-3000/1500-1 20 tb
Track centre line

Fitting-free space
- - Contact wire route
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.
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.
6.7.9 Tangential point wiring

The tangential wiring of points consists of the parallel routing of the overhead contact
lines in the overlapping an!a with contact wires approaching the pantograph from above
and not from the side. The French National Raihvay (SNCF) employs simple tangential
wiring consisting of two overhead lines for lovv priority tracks. Dependent upon the type
of points, the range P is det<)tt11i11ed c1nd thus the location of pole B as shown in Table
G.G and Figure G.~~~L
293
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
Support A Support B Support C
I
,_
I
- - - --- -
0
~-
0
PS
lZ2J Area for support B I
--p---1 . . p ...
PC
Figure 6.35: Simple tangential point overhead line wiring without auxiliary
overhead line.
Triple tangential wiring consisting of three overhead lines is employed on high-speed

lines. An additional overhead contact line, also known as an ;:tuxiliary overhead line,
takes on the task of guiding the pantograph in the area of the points as shown in Figure
G.36 in a similar manner to the pantograph guidance in overlaps.
The non-intersecting wiring of the contact lines in the area of points used with tangen-
tial overhead equipment does not require a crossing bar and thus reduces the contact
line mass in a dynarnically desirable manner. This mass reduction is however cancelled
out by the very unsatisfactory negotiation of two contact ,vires at the support. The
tangential wiring of points requires corresponding length developments to be able to
raise am! lower the contact wires. These conditions are not present with the employed
points ( Fig me G. 3G) iu many eases.
The investment and mainteuauc<' costs are increased by the provision of au additional
overhead line at the area of the point and adjnstmeut efforts arise during faults. SNCF
t\1t1plovs pantographs with a total width of 1430 mm and a contact strip width of
800 rnn1. Bv rnrnparisou, DB employs pantographs wit.Ir a total width of 1930 mm and
a working widtl1 of' 1-130 mur. Tang<'ntial wiring of points is no! possible at DB (6.9],
dire' to I Ji,, diffou nt pcwtogntplr geomd.ry. Exp<\tir.11cc ,llso shows that tangential wiring
1
is !101 ll('('('SSi\l\'
294 GPla.1111ing of overhead contact line systems
36-9 36-10 36-12

45,0 40,5 _ _ _______3_6_,o_ _ _- - i
.... ___1-1_~2_ __ _
1 2
> 0,2!_ j_Q,44
c5 0,261 I0,52
0,10[_,,,__ - -- - ---- 0,37 j
Negotiated contact wire

i 0,24
i 0,15
Non-negotiated contact wire Portal

Track centre line
I I Catenary wire G)
0
1-----------
0 0
1-----.-1- - - - - ' - - - l _ _
(')
_j_/__ __!__ _ __
~I~ '.'.3-1; I
~ 0 ~I ~I
II
Q) l'::II ________ _ II
Q)
II
I~ ~ I Negotiated contact wiW I
Q) Q)
Catenary wire Cg)

: ---__,__l_ _ __j__/_ _ _~ - -
~0------------0+-----I ~I ~I~
I:- 3I I ~I Negotiated contact wire I !!_
~1~_1_ _ _ _ _ _ _ _ _ _ _~71_ _ _ _ _ _ _ _ _ _0)71 ______ ~L~~---------_J_,---____________
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 Route obstacles for wiring

6.8.1 General
Ro'U,te-related constrm,nts for overhead ccmtact line systems are
points,
signals and signal visibility,
railway crossings,
building structures that inihwnc<' pole locations and
ekctrical sectio11io11g.
6.s nouteo1istac10-s for wir:ing
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.
6.8.3 Signals and signal visibility

Signals require a minimum clearance between the signal pole and the overhead contact
line system pole. This is 10 m at DB. Minimum electrical clearances of 1500 mm from
energised components of the 15 kV overhead contact line system and earthed signal
components are also to be observed.
Unhindered line of sight for the traction vehicle driver to the signal is a safety require-
ment for railway operations. The overhead line poles are to be located in such a manner
that they permit uninterrupted signal visibility of 300 m to the approach signal and
500 rn to the main signal. A verification of the signal visibility must be made. Short
duration covering of the signal by overhead contact line components such as cantilevers,
steady arms and insulators is permitted and does not require verification of visibility.
6.8.4 Railway crossings

Grade level crossings permit speeds up to 160 km/h on main lines. Safe use of railway
crossings by road traffic is to be guaranteed during the planning of the overhead contact
line system. The necessary drive-through headroom and, if necessary, the profile c:lear-
a.nce for heav, load transports is to be provided (see clause 8.G). The poles adjacent
to the crossing are to be arranged symmetrically to the raihvay crossing. The contac;:
wire supports are to be placed in such a manner that the contact wire sag permits the
passc(qe of vehicles under all th<)rrn,d and dynamic effects, including ice loads. Th<' span
length influences the maxirn111t1 sag at the centre of the span at the railway ('J'OSsing.
Railwav traction power lines that intersect with crossings arc to be suspended at, such a
h<'ight that. the millimum r:leo.rn.nc:rcs /;o enc1:1Jisfd parf;s of the overhead contact line and
thr traction powrr lim~s. uud<'r tit<' 111,1.ximurn sag experienced at the highest ('Ouductor
teinperatme, is observed in ,Krordanc<' wit.Ii clause G. 11.1.
If th(' standard heights n'qllir<'d for th<' contact wire aud t.ractio11 pmvcr lilies cannot
IH' l'1dlill<'d. t.llf't1 J>rofifr, 1111,/.c:s nr<' to IH) prmided at hot It sides of tl1e rail\\'ay nossing
(S<'(' ("L\l!S(' 8Ci 1)
Table 6. 7: Air gaps according to EN 50 119.

Air gap DC 0,75 kV DC 1,5 k\ DC 3,0 kV AC 15 kV AC 25 kV
Static in mm 100 100 150 150 270
Dynamic in mm 50 50 50 100 150
Contact wire
Minimum dropper length
Minimum contact wire height
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.
6.8.5 Engineering structures

Space is often not available under existing bridges and other engineering struct-ures for
the installation of catenary-suspendecl contact lines without restrictions and special
civil engineering measures. Bridges and structures from obstacles for wiring overhead
lines, since the pole locations cannot be selected freely and the wiring must be tailored to
suit the individu2,~ structure. The arrangement of overlapping sections under bridges is
difficult. Compliance with minimum clearances between energised parts of the overhead
contact line and the structure and between the contact line and the top surface of the
rails must be verified during the design of overhead conta.ct lirw systems under bridges
or other structures. The overlap to the nearest energised pa.rt of the overhead line can be
determined from the bridge data, such as headroom, width. crossing angle, inclination
of the bridge in parallel and laterally to the track and the profile of the underside of
the bridge. The air gaps sp<\cified by E>i GO 119 are listed iu Table G. 7
For DB a clearance of ~mo rnm is valid for th<' static r:leo.1unce between the energised
parts of tlw ov<,rhr~nd contact, litt<' s\st<'lll ,rnd t lt<' strnd.mc If t lu, miuirnurn clearance
6.8 Ro~1te obstaelcs for wiri~1g
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 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
Table 6.8: Gradients for contact line height reductions [6.6].

'Vn1ax Maximum gradient Maximum gradient
km/h in transition spans 1 ) i 11 centre spans 1 )
100 1 : 400 1 : 200
120 l : 500 1 : 250
160 1 : 600 1 : 300
200 1 : 800 ( two spans before the bridge) 1 : 500
250 1 : 1200 (span before the bridge) 1 : 750
1 : 1000 ( two spans before the bridge)
1) see Figure 6.38
I= 45m
a= 15 m
Contact wire ~I- ~l ~i

I :;j
_ '
--------- __ ,,---,,,,
/ ________________ :~-~-=--'-------------------------.'i+'
Contact wire with ice load i)

TR (top of rail) Gf
Figure 6.39: Determination of the clearances in the bridge span of a
reduced height overhead contact line system.
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.
Example: Reference data (Figure 6.39):
Length of bridge span l 45,0 m

Headroom of bridge LH 6,1 m
Bridging width U 15,0 m
Crossing angle between str11ct,urc~ aucl track (1 goo
Distance between the ov<!rhcad li1w s11pp01 I, a.ud hrid;c a 15,0 m
Overhead contact li1w system LyJw Re'. 200
Specific load of ov<~Li1<'.ad system (,'~ >ii 1 11,0 N/rn
6.8 Route ~)!>stacles forwiring ...
Standard system height SHs 1,8 m

Standard contact wire height CWH 5,5 m
Speed of travel v 200,0 km/h
Wiring with standard contact wire height, spanlength 45 m:

Catenary wire sag at midspan of span under the bridge
fcA = l 2 G~m)(8 HcA)

2
= 45 2 m 14 N/m/(8 -10000 N) = 0,35 m
Determination of the catenary wire sag fx at point a = 15 m

fx = 4 fcA a. ([ - a)/l 2 = 4 0,35 lll 15 m (45 - 15) m/45 m 2 = 0,:H Ill
Determination of the existing clearance Sv to the bridge

Sv LH - (CWH + SH fx) = 6,1 m - (5,5 m + 1,8 m - 0,31 m) = -0,89 m
Reduction of system height:
System height when using flexible droppers with a minimum length ln min = 0,5 m
SH= few+ lnrnin = 0,35 m + 0,5 m = 0,85 m
Sv = LH - (CWH + SH - fx) = 6,1 m - (5,5 m + 0,85 m - 0,31 m) 0,06 m
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
Figure 6.40: Pole foundation on bridges.
6.8.6 Electrical separations at stations and on open track

Electrical separations form constraints for wiring. This applies especially to insulating
overlaps, which are arranged between stations and the open track, and to phase and
system separation sections. The position of overlaps is determined in the early stages
of overhead contact line system planning, taking into consideration signal locations,
station entry points and the circuit diagram. Insulated overlaps separate the overhead
system into open track and station sections.
Section insulators are also constraints at positions specified in the circuit diagram.
They influence wiring especially at point connections. Overlaps and section insulators
are not to be located in track sections at platforms.
6.9 Layout plan

6.9.1 Objective and information
The track layout plan, which contains the track layout and information described in
clause 6.2.3, is us<xl for the preparation of the overhead contact line system diagram.
The overhead contact hne system, layout plan is formed by combining the overhead
contact line system wiring drawing with the track layout plan, the result of which will
contain
contact wire routing with overlaps, anchor points, and midpoint anchors.
electrical conllections, dectrical isolations and clisco1rnectors.
cross-span eqnipnwnt, such as upper cross-span wir<'s, intc~rnwdiate insulators in
the contact line a!ld in the cToss-span structure,
poles ,vith <'q11ip111ent icl<~ntifir.r, anchors and infon11atio11 rdatr.d to the span
lengths bet,,c<)ll the poles,
distallC('S lwt wet'll poles and strnct11rcs as \Vcll as lit<' start ;-tll(\ t~nd of points,
i11forn1,1t.io11 t)ll rder<'ll<<' t.u1('ks and r,1ils,
6.9.Layout.plan 301
traction power supply lin<~s and cables,

discom1ectors with number, op<!rating mechanism t,-,><~ and short circuit indica-
tion device, disconnector lines with co1111ection and intermediat<\ insulation,
areas with co11tact line height rcductio11s, clearances at level crossings,
signals for electrical operatio11s and
comments and u~rminology.
The ad_justn1,enf; diagram shows the muting of the overhead contact line system to a
distorted scale_ The stagger of the contact wire and th<' system !wight can be seen
in addition to tlw type of support. It assists re-installation and re-adjustme11t of the
contact line after fault situations.
The earthing diagram shows all items of equipment for the return curre11t circuit,
such as
longitudinal and transverse rail bonds,
transverse track bonds,
react.a.nee coil joint bonds,
diagonal bonds,
z-bonds at points,
return current cable and conductors
and the protective earthing, such as all bonds between rails and
poles and
- conducting parts of equipment, which lies within the zone of the overhead contact
line system, but does not belong to it.
The contact hne layout plan is used to show the earthing system on the open track
The layout plan with a scale 1:500 or 1:1000 should have an easy to manage format, if
possible with the height of an DIN AA sheet. If the wiring of the open tra.ck and the
station is distributed over several sheets, then the overlaps of plans are to be arranged
so that no repetitions occur.
6.9.2 Overhead contact line system symbols

All components are represented in the overhead contact line system layout plan using
overhead contact line sym.bols. T~1.bles G.9 to G.lS illustrate the symbols emplo)-ecl by
DB for the contact line, cross-span elernents, poles, soffit posts, traction pcnn'r sup-
ply lines, discormectors, traction current return circuits, protective earthing and other
equipment.
6.9.3 Contact line equip1nent supports and pole locations

T'lw 1011.t.ad lm,e c1rmp111,e11t s'tlJJfJo,ts, ddincd as at.t.aclittient local ion of th(~< orttad. wire
fit.ting 011 the contact \\'ire. can lie dct(~rn,incd frn111 t lie rnttlad wire layo11t.. [11itially
tit<' cot1t.,1ct. wir<' layout at rn11strni11t.s is ddincd and t lie ittt <'rtt1<'diatc' sec! ions follow
witlt I ltc has(~ data as in d,uts<' G.J.
Th<' local /:rad: ln1;011/., t lw conditions ott tlt<' SlljH'I st rnct llr<' and 1<'qlli1 cttH'1tts for
lll<'cli<111ical S<'{li\lilf io11 of' t l1c m<'ill<'ad c-0111.ac( lit!(' S\S{<'lll d<'l<'rlllitt<' 1lt<' I \'j)(' of Slip-
302 6 Plm111ingof overhead contact line systems
Table 6.9: Overhead contact line system symbols.

Designation Symhol Example. Designation Symhol Example.
Track with overhead Midpoint anchor in tunnel
contact line system --- 6 6 with anchor to the ceiling
A\ 7t
Track without overhead Midpoint anchor in lunnel
--- ------- A
contact line system with anchor to the wall
Lt
Track with planned
contact line system
Overhead line system

without catenary wire
automatic-tensioned
termination
-
~
- - -
~
- - -
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
nary wire or cross-span wire

Overhead line system with Bracket between two
~ 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 for Double-channel pole

one track on pole I 6 6 0
6 6
Double-channel pole
Two cantilever on pole
II /1 on bracket 0
~ ~

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
Planned traction power

line (considered in design) ---
_6_____
-fl [-AL-240 Disconnector
- closed
Traction power cable, Disconnector.

e g 15 kV cable
Cu 95
- - - -+-----
2
- with earth contact
(e g Cu 95mm2)
Traction power line D1sconnector /\
cross arm I
6 - with hand operated ~
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:_
Termination at traction Disconnector

power line cross arm ~
~ - motor-driven, for 1700 A,
remotely controlled
Termination at cross arm
for switching lines*) --.i e ~
T
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
*) Designat on and symbol used by former

Deutsche Reichsbahn
6.9 Layout plan 305
------------------------- ------------
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
Track transverse bond*)

J 3 Electrical complementary
$
::J =i signal with/ witr1oul
f
a
directional arrow
Connection line Central switching section
between rail and
equipment ")
r d boundary
3
Rail bond for single-rail Substation boundary *)
j
i.:::--:;;g
E:--3
insulated tracks *)
UwfUw2
T
Right rail insulated*) Maintenance boundary

0 X
Left rail insulated *) Pothead '

0
~
X

Connection line connected
to right rail *)
r r 0 X
Current transformer
~
Connection line connected
to left rail*)
Insulated rail joint in the left

r t= 0 X
Location of railway
earthing fixture
ct
rot
rail, insulation runs in direction

of increasing stationing *)
r 0 - X
Location of live-
line tester
~
Insulated rail joint in the right Location of earthing
rail, insulation runs in direction
of increasing chainage *)
L 0 - X fixture (only for
rescue train)
~
Insulated rail joint in the lelt *) Designation and symbol used by former
rail, insulation runs in direction 7 0 - X Deutsche Reichsbahn
of decreasing chainage *)
Insulated rail joint in the right
rail, insulation runs in direction ...J 0 .... X
of decreasing chainage *)
Voltage limiter
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.
6.9.4 Single poles

The arrangement of single poles along the track is determined by the required location
of the contact line equipment supports. Standard lateral distances between the track
and the track side of the poles (dimension TP) should be used where ever possible. Thus
allowing the use of standard cantilevers with resultant investment savings in erection
and maintenance. The standard distance results from summing the half-width of the
track sub-ballast footing, the width of the trough channel to be laid in front of the pole,
if any, and from construction tolerances to be considered. For example, this standard
dimension TP is 3,7 m for DB high-speed lines.
The maximum structural dimensions of cantilevers limits the distance of poles from
the track. The vehicle gauge envelope, with extensions in curves, limits the proximity of
poles to the track. The minimum clearance between pole foundations and the track is
determined by summing the half-width of the vehicle gauge envelope CC being 2,5 m,
the construction tolerance of 0,05 m and the margin for the curw effect on the inside of
the curve. The vehicle envelope gauge must also be considered during the arrangement
of poles between tracks. In stations where overhead contact line systems are to be
separated mechanically, pole aisles between the tracks may be necessary and these will
affect planning of the track layout.
Poles in the station area and in front of platform approaches should not hinder pas-
senger movement. Pole anchors and flexible tensioning devices are to be avoided in
these areas clue to risk of accidents. Overhead lines on spur tracks are to be continued
beyond the spur track and, if possible, anchored at the next O\erhead pole. It should
be noted that poles can be providc\d only 20 m beyond the end of the track or outside
the standard g;-u1ge:.
Various snnhols are used 011 ov<'rheacl diagrcuns to represc!nt registration arms in tun-
nels and pole's. such as lllid-point, pol<!S, aud1or poles and support poles, The poles can
he assigned ternponuy rnmtlwrs dming tlw construetion phase and must be provided
with eqmpm,enf; ulr:nizfir:rs that indicat,<' location and pole number before commission-
rng.
G.9 _Layout plan 307
6.9.5 Head-span structures

The distance between !wad-span poles and the track is variable. The use of head spans
requires that all overhead contact line wiw supports to be arraugd, at the bead-span
arc located a.t the same l011gitudinal t.raek co-ordinate. Pole aisles, such as required for
single poles, are not ll(n~ssary. Head span lengths arc not limited from the technical
point of view, but should be restricted to approximately 80 m for practical reasons.
Crossing loading platJonns with head-span structures should be avoided.
Head-span poles permit the t.crmination of overhead contact lines. It can however be
expedient. to provide separate termination anchor poles in order to shorten overhead
lines or to avoid sharp bends and intersections.
6.9.6 Multiple-track cantilevers

Mu,ltiple-trnck cantilever.s span a maximum of three tracks. The contact wire supports
to be accommodated are to be arranged at the same co-ordinate. The overhead lines
supported by multiple-track cantilevers are considered mechanically separate from each
other. As with head-span structures multiple-track cantilevers can be positioned more
flexibly prependiculary to the tracks.
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.
6.9.8 Tunnel supports

The selection of tunnel sv,ppm-t., is determined by the tunuel cross-sectiou and ceiling
height. The type of support 01 head-span equipment. such as elastic S'llfJl!Or-ls or can-
tilevers is selected to suit the m,tilahle headroom and the requirerrwnt.s sp<'cified for
the overhead contact li11<' svstr111 Th<' arrangement of the supports lict.wee!l t l1<' tracks
or 011 tlw t11n11cl wall iufluc!UC-<'s their d<'sign.
6.9.9 Electrical connections

Elcctri,w.l con:11,eduYns pro, id<' a <111r<'llt-<;-1rryiug bond het.wceu the! c-011!.,w( \\ 1n attd
Llw cateuat'\' wir<', bctwcC'll Lwo mcrlic,1d crn1Lc1ct. line li1t<'S or bet \\('<'ll ,111 o,<1!1<'ad co11-
Lact. lin<' li11<' ,llld 7Jarn.lld /1:l'.d('fs_ Tli<'\ prm id<' dditt('d rnttll('<"I iuns IJ('I W<'<'II t rossing
<>,cti1ead lines M. poi11ts 01 IH'l\1'<'<'11 It<'goti,tl<'d ,l!ld 11011-11<goti,1l<rl O\('IIH,Hl <01Iiact
I
' l;i
I
a)
Feeding
Station
~ insulated rail
: :o --- ------ ~ H earth rail
earlh rail
-
r-~- l insulated rail
open track Poles ~
; i:::+-r_~_-J_--
,~,
__ 0
track reactor
- - IG/2
2
,G/-_ _ __B_. _J:

1_1_1_-
/
~7=, : : : : :: :
lnsulaied rail joint
\
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).
6.9.10 Return current circuits and protective earthing

1\!tf)asures for the t.nwl iu11 1!'/:11:rn r:unr:11.t ri.rcui.ts and thP vmtec/.11:e crLrtlu.ng of struc-
t11ns nrnst be ddi11<'d iii deli1il d1i1 ing I li<' plcrnui11g or tit<' O\"<TIH~,1d ( ottUtd liu<' system.
6.9 Layout plan 309
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
Figure 6.43: Ov()rhead contact line layont plan (pa.rt.ial view).

G.9 Layout plan 311
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.
6.9.11 Signals for electric traction

So far as signals for electric trachon are necessary according to clause 4.4, their loca-
tions are to be entered in the overhead layout plan with the graphical symbol shown
in Table 6.15. The operator's regulations serve as a basis for this. Co-ordination with
the operations department 1s necessary.
6.9.12 Establishing layout plans

The overhead contact hne system layout should contain all important information from
the track layout within a distauc<~ of 15 m from the centre line of the outer track. The
interaction betvveen the ovnhcad contact line system and other equipment can be
recognised frorn the described sy!llhols (Figure 6.43).
The acHu,.c;trnent: plan can he 11scd iu stations as a clear representation of th(' contact
line system routing (Figure G 1-1). II has lwcn prepared to a scale of 1:;>00 lougit.11clinally
to the track and l:GO trn.1ts\ <'ts<'.IY to the track.
Iu stations, tlw nn:uz/ dw.111n.111. shows tlw circt1it of th(' overhead co1tLarl li1t<' S_\stcm.
1t is t1scd for swild1:1.11.,r; op1'.111.!um.s in tit<) overhead li1w uctwmk aud t<'{ll"('S<'llts the
staudmd state of disrn1111<>tt(J1~; (Fii-',lll<' G.-t::i). _
T'hc e1i:rt/1:1.nr; duu;rn:111., 011h ,ippropriat.c for stations, contains th<' <'<p1ip1uc11t ro?t~lie=--
Lractiou c11rru1t rd,11r11 <1I1d prnt<'<"tiv<' carthiug (Figur<! GAG).
'fhc lmou! diagrnm of Lil<' d1s1011111'.1fm 1"1'.111,0/1'. 1on.trol systr'.rn ('11,d>l<'s !.11<' id<)1ttification
of Lit<' mu( i1tg, t.vp<' n11d <"01111<<( i()11 points of ( It<) <"outrnl cahl<' for t Ii<' r<'1110(,c control
of ( lw m <'rlt<'ild !ill<' dis< <Jlllll'< I <Jr,;
36-3 36-5
Track centre line
CJ7
CJ7
CJ7
Steady arm with

standard lateral position
of the contact wire
36-6
Steady arm with contact

wire position deviating from
the standard lateral position
36-2 36-4
Figure 6.44: Adjustment diagram (partical view).
6.10 Transverse profile diagram

6.10.1 Objective and information
The transverse profile diagram shows the arrangement and type of supports, the head-
span equipment, the poles with the traction power supply lines and geometrical dimen-
sions in a section through the railway permanent way. It assists the determination of
necessary material, installation and maintenance.
6.10.2 Types of poles and their classification

The selection of the poles for the individual locations is also included in the planning
of overhead contact lit1(\. Differentiation between several types of poles iu the overhead
contact line system, such as sus71ensio11, pole, midpoint anchor pole or knn:lnation pole,
is made corresponding Lo their function in accordance with EN 50 I rn. The project
engineer prepares an overvi('w of the pole types to be used, basc:d 011 t IH d1antcteristic
data of the type of m'<'rl1<\ad co11tact line to be planned and the sL1t ic analysis, from
whid1 th('. pol<~ will I)(' S<-i<<t<~d. Figmc G ,n illustrates tll(: pole L\ p<'S lot DU's ne:no
00 m
Ol
$
>-'
~ '.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
?:-,
-- c ::: -3 ~:-6- - - - ; :- - - _ _ _ _ - - 136-8 136i9

- - _ _ 1 .)C)- 7 - - - -] 136-1
--1
1?;1
~
- ;:::_ ~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
Figure 6.46: Earthing diagram (partial view).
8 4 3 3 4 8 6 5 6 8 4 3 3 4 8
N lf [ K<f ? ? ? NvJ: ? ? ? 1>1L Jt ~-~

Figure 6.4 7: Pole types for DB's standard contact line type Re 330.
contact line. The numbers represent the following type of poles:

1 suspension pole with single cantilever;
3 and 4 suspension pole with twin cantilever in overlaps;
5 midpoint pole;
6 midpoint anchor pole;
8 termination pole.
Poles can be mounted on top of the foundation (Figure 6.48 a), inserted into the foun-
dation (Figure 6.48 b) or put over a tube (Figure 6.48c). The pole length depends upon
the design of the connection between pole and foundation, which is to be determined
during the planning work. The distance between the track centre line and the track-side
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).
6.10.3 Pole geometry

The pole geometry shows the pole with cantilevers and lines in a profile transversely to
the track and it assists the definition of the pole type. Figure 6.53 shows typical pole
geometry for contact line type Re 330 with their identifiers.
6.10.4 Transverse switching lines, disconnectors on poles

Across track feeders connect disconnect.ors to the overhead contact line system. These
feeders run directly to the contact line system overlaps, where the transverse switching
is located directly adjacent to the overhead line to be connected (Figure G.49 a). Over-
head lines on tracks that are not located directly at the pole carrying the disconnector
are connected to the disconnector by means of across track feeders and drop feeds.
(Figure 6.49 b). Across track feeders are often found in stations with flexible cross-span
structures.
The arrangement of the drop feeds must take into account the effect of wind and contact
line movement. These feeders must be allowed for when selecting poles.
Disconnectors with their feeders are fixed by the location of switchable overlaps. The
positioning of the overhead contact line system disconnect.ors on the poles for the
connection of circ'Uit groups in stations can be chosen within certain limits. Short cable
routes between the disconnector and the control location, common use of cable troughs
and glands are also taken into consideration.
6.10.5 Determination of pole lengths

The dimension TP is to be defined before the determination of the pole lengths, i. c. the
pol(~ location in the transverse profile. Pull-on, inserted and mounted poles are to be
classified in the transverse profile as shmvn in Figure 6.48. Finallv the vertical distance
is determined between the top surfaces of the driven pile, tube or concrete foundation
and the top surface of the lowest rail on the nearest track, the e-dimension. An earth
covering 0,5 m thick is to be prmidecl for conCT(~te poles that are pulled over a tube
welded to the driven pile. The drin'n t11lw must rise into the pok by at least 0,50 m.
The foundation for holt,-rno11nted and insert('d poles 11111st project at !(~ast 0,2 m above
the terrain level.
The pole length follows fro111 thcs<' rnnditions. The ntilway profile existill,l!, ,1t the lo-
cation, the ccn1tad, wire aid s,st.('!lls ll('igh(,s, a pole extension Ce ahme the cantilever
swivd hing<~ and any tu1.ction pm\<'! lines that lllllSt lw installed are also to lw taken
into accot1nt. The pole length is illust rnt('d i11 Figm('. G.GO for connct.e pol(~S with driven
pile fo11ndations and i11 Figm<' (i.;J l fo1 IJ0IL-11101111L<d pol<'s ,, itl1 block f011ndatio11s, each
in a I.rack ClltV<' 'T'h<' pol(' 1<'11.,t Ii for /! 1/,/1-()()('.'f' (()'/1('./!'/(' /!OIi's is 1 ii<' Sl!l11 or the
-----------
Paralleling disconnector
Supplementary feeder line
Across track 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
Figure 6.50: Arrangement of

concrete poles with driven pile
foundation in embankment lo-
cations and curves.
FL
RC
7---
- . TP - ~ t/
JI
T TR
Figure 6.51: Iustallatiou of an H-profile

pol<' witl1 nH1<:r<'l<' foundation at an em-
hank1u<'111 local iot1
I
/
318 G Pl~1.1n1ing of ove_rliead co__r~c1ct line systems
45 (0 26, 0 42) Top tube length 45 (0 26, 0 42)

55 (0 55) Reference dimension
- - - - - - H _ , . __ _ _ _ _ __::_.::_::_--=--::.._:__ 55 (0 55)
_ _ _ _ _ _ _I ,_ _ _ _ _ __
---
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.
6.10.7 Pole and foundation selection

The selection of the pole type its configuration and mechanical strength is carried out
for each individual pole site. Selection tables provide assistance for typical applications
or static calculations for individual pole locations (see clause 7.5). Table 6.16 shows
the selection of pole types for Re 330. Th(' pole type designation NB 3 refers to the
;-1,pplication of a. concrete pole of type ;3 as shown in Figure 6.47 for new lines.
Exa1nple: A concrete pole is to be found for the attachment of twiu cantilevers in an

overlap usiug DB catenary system ne
;330 011 a curve with a track n-1,diufi R = 4000 1u without
s11pcrclcvatiou. Tlw pole carries a.11 parall<d liuc feeder at the pole head in additiou to the
c<mtact: litw systc111. A driven pile f-iU,cd with a welded tube supportfi the c:ow-rctc pole.
c = 0,7 Ill has been dct:crmi11cd from Ute track Lransvcrs<~ profile.
Tit<~ pole typ<) ifi cxt:n-tel,<~d frorn Fig11rc G. !7. Frnm Pigmc G.S:{, pole pattern 21 111atches the
cxa1uplc nitcria. Pole type NB ti is scl<'.dtd witlt a pull-ovn diuwusiou E = (l.S m front Table
G. l(i !<>r a r:ulius I? 4000 111.
320- - - - -
- -~---------
6 Plan11i11g_ofoverl1ead contact line systems
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).
6.10.8 Head-span structures

Head-span structures accommodate both the weight and registration of the contact line
system. The earthed or energised upper cross-span wire is to be configured in accor-
dance with the cross-span wire lateral forces. The upper cross-span wire is earthed in
track radii greater than 800 m and energis0d in track radii smaller than 800 m. The type
of catenary wire supports follows accordingly. The arrangement of the sectionalising
determines the intermediate insulation in the lower and in the energised upper cross-
span wire. Cross-span tensioning springs are used to compensate for the temperature-
dependent conductor length variations and the associated conductor stresses.
Track height differences up to 0,5 m can be accommodated by \cuying the system
height. Lowered eross-span wires are required for larger track height differences (Fig-
ure 6.57).
DB provides at least t,vo hearl-s1w:11. wires for safety n:;:tso11s. Four head-span wires are
som<~times used, dqH'11di11g upu11 tl1< numh<~r or supports and l<~11gth of the head-span
G.10 Transverse _profile _cl_i_ag='_n_u_n_________ 321
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
Function module Number Unit Function module Number Unit

Number of pole No A161 No. A161
Foundation A1000-A11 1 Foundation A1000 A11 1
Pole 8 2200- 821 1 Pole B 2200 - 821 1
Catenary wire support C 1100-C1 1 Catenary wire support C 1100-C1 1
Contact wire support C 1200 - C1 1 Contact wire support C 1200- C2 1
Cantilever attacl,rnent C 1300 - C301 1 Cantilever attachment C 1300 C301 1
RC beam G 2210-G2 1 RC beam G2210-G2 1
RC support G2110-G3 1 RC support G 2110-G3 1
FL support E?130-E1 1 FL support E 2130- El 1
Railway earth G 1000- GS 1 Railway earth G 1000- GS 1
Figure 6.55: Tta11sv<~rsc profile of a double track liue with individual poles.
322
--------------------------
6 Planning of overhead contact line systems
Line A-town to B-town Pole No. 162

I
Kmx., I Station 37 -fl 58 Sheet No. 87/11 J
- X - - - X - - - X - - - X - - - i X - _ _ x.___ X - - - X - - X - - X - - X - -
_ XX--XX--XX--XX--XX--X)( r-XX--XX-- XX--XX--XX--XX-- XX--XX--
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
Function module Number Unit

Anchor foundation A 3000-A45 1
Anchor D 1600- D3 1
Tensioning weights D 1130- D5 1
Overhead line connection D 1520- D4 1
Overhead line anchoring D 1521 - D1 1
Tensioning mechanism D1110-D12 1
Fastening components D 1160- D104 1
Tensioning weight guide D1140-D18 1
Figure 6.56: Longitudinal profile of contact. line tPnuina.tion.

6.10 Transverse profile diagram ________ 323
=
+ 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
Length of head-span wire Bz65 19 96 m

Length of lower cross-span wire Bz50 = 17 04 m
Length of upper cross-span wire Bz50 = 17 04 m 167-28
167-27 Maximum sag of head-span wire fq 2 29 m
HEB300 /12,25 HEB300 /11,75
4,99 ~ ,_ _ _4_,5_0___+_ 3,06
(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
Figure 6.59: Portal at Norw<~gi,1n Long Distance Hailways JBV.

6.11
- - Longitudinal
-~--~ profiles
-------- ----------~----------------- --.-------
325
----------- -
Table 6.17: Portal types at Norwegian .JBV. Portal type 12 14

Portal length in m 11 33 28 43
Number of tracks 2 >2
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.
6.11 Longitudinal profiles

6.11.1 Contents
Longitudinal profiles indicate height contours in areas such as overlaps, contact line
system height reductions and increases, above and below obstacles, traction power
supply lines and dropper arrangement.
6.11.2 Dropper arrangement

Dropper lengths are calculated by computer software using the following parameters:
contact wire stagger b at the support,
longitudinal line gradient,
track superelevation v,,
track radius R,
system height SH,
tensile force in catenary wire and contact wire,
employment of stitch wires and the
specific loading per unit length.
The dropper s7Jating i11 the spans is dependent on the overhead contact line system
and the span lengths. The arrangement of the stitch win\ drop[J<\rs, can be obtained
for contact line system Re 200 from Table G.18. Spacing of 9,S 111 between the droppers
results for a 75 t11 span (Figure G.60).
Tile drnpp<)t calrnlation during the design phase assists the assessment of rnaterial
f!Tor:11:1en1.1nts els in Lit<' ("clS<' of cantilevns. Th<' ex,Kt. dropp<)r lengths ca11 IH' calculated
326 ___ GP!anning of overhead contact line systems
Table 6.18: Arrange1rn~nt of stitch wires and droppers at the supports

type Re. , 200 .
Span Stitch Number of Distance Number of

length wire stitch wire Stitch wire Stitch wire droppers in
length droppers dropper to dropper to remaining
per support support stitch wire span length
dropper
inm mm in m mm
Support A
l = 80 18 4 2,5 3,5 6
l 2'. 79,8 18 4 2,5 3,5 6
2)
l 2'._ 71,6 14 2 2,5 6
2)
l 2'. 65,1 12 2 2,5 4
l 2'. 42,5 1) 1) 1) 1)
5
Support B
2)
l = 80 14 2 2,5 6
l 2'. 79,8 18 4 2,5 3,5 6
2)
l 2'. 71,6 14 2 2,5 6
2)
l 2'. 65,1 12 2 2,5 4
l 2'. 42,5 1) 1) 1) 1) 5
1) No stitch wire
2) Only two stitch wire droppers arranged symmetrically to support point
and manufactured at the construction site after measuring the position of the contact
line support fittings.
6.11.3 Contact wire height reductions

Longitudinal profile diagrams show contact wire height reductions in accordance with
the calculation in clause 6.8.5. They illustrate the contact wire gradients and system
heights to a distorted scale, longitudinal scale 1:2500 and vertically to the track 1:10
(Figure 6.61). The exaggerated scale highlights the effects of sag, system height and
minimum clearances.
The contact wire sag under ice load is depicted over four to five spans adjacent to a
bridge structure, to verify that the minimum clearance criteria have been met between
the top surface of the rails and the contact wire,
6.11.4 Traction power line longitudinal profile

Longitudinal profile for traction power lines contain the clearances to strnctures and
other equipment. Similar by manner to the longitudiual profile representation, the line
longitudinal profiles are drawn to different S('.ales, 11sually with the sea.le 1:500 along
the track and I: 100 vntical to th<' track. Figmc G.G2 illustrates an <~xtract from a
longitudinal profile.
6.11 Longitudinal_ profiles ___________ _
- - - - - 327
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.
6.11.5 Minimum clearances to overhead lines and traction

feeder lines
The required minimum clearances bet-ween live parts of the overhead contact line s,vs-
tem, such as contact lines, supports, clisconnectors, third party objects and to the
standard gauge are dependent upon the operating voltage. The existing clearances
have to be detennined taking acoouut of temperature, ice loads and wind.
If traction power lines are attached to the contact line structures, then they are a part
of the contact line system. The minimum clearances according to EN 50 119 or to the
operators stipulations like German railway directive 997, valid for DB since 1997 and
an~ applicable, as summarised in Table G.19.
!\li11inrnm clearances in open terrain according to EN 50 341-1 and EN f>O 341-3--l: apply
to traction power lines that are not att.ac-hC'd to contact line pole, but t.o d<~dicatcd poles.
rfah!e (i 2() Sllllllll<IIiS<\S tlWSC.
328 _ __ ________ ___ 6 Planning of overhead contact line systems
-------------------
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
~ ~ ~
6 6 6 6 6 6 6 6 6 ' Pole number

co co co co co co co co OJ OJ
60,0 65,0 65,0 55,0 45,0 55,0 65,0 70,0 70,0
Span length
I
Figure 6.61: Extract from a contact wire height reduction for DB type Re 200.
6.11.6 Traction power lines

Traction power lines such as feeder lines, auxiliary feeder lines, bypass lines and return
current conductors are all part of the electric traction system. They are mostly installed
on the contact line poles. Required minimum clearances to earthed equipment is in
accordance with the line voltage and the climatic conditions.
6.11.6.2 Line attachment to poles

Traction power lines, are a.ttached to linepost or suspension insulators at the top of
contact line system poles. If several conductors of traction power lines are attached
to the same contact line support, crossarms are fixed to the pole shaft. Crossarms
ensure that the minimum clearance is maintained between the line and the pole or
other objects.
Section supports from rigid points in the line and are equipped with dead-end insulator
sets. Dead-end supports are found at the beginning or end of a line section.
Table 6.19 shows minimum cbu-ance to objects within the raihvay property and Table
6.20 clearance applicable w!.en traction povver lines are routed across terrain not owned
by the railway opera.tor.
6.11_ Longitudina( profiles ""-~--- -------~-~~- 329
22.0
1'e-
0 Ql
-al 0)
D
(") en Ql
C\J l!) C\J 0) 0)
(\J C\J. 0 l!) ru C C

l!) C\J_ II ~ 'g
II II (\J C\J 0
Ql
I
s
0 0 0) a)
0) 0) II II i'il <D
id id 0 0 E co 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
.__________
Pole 4.0 Pole
5 40
26 25
-- ---7.35 28.85
2950
...
26 90
30 90
197-8an 197-10n 197-1 0an 197-12

85 80 19 90 I
f maxao Maximum line sag at conductor temperature 80C
Figure 6.62: Extract from a power line longitudinal profile.
6.11.6.3 Clearance verification

The routing of a traction power line and its arrangement at the supports determines
the geometry of line and supports. Temperature variations, wind actions and ice loads
cause conductor positions which may not violate the minimum clearances between the
conductors tlwmselves and between conductors and other objects. Acceptable clear-
ances must be verified in case of specified most-unfavourable conductor temperatures
and loading.
As an exampl<\ a maximum conductor temperature of 80C is assumed at DB for
feeder, auxiliary feeder and bypass lines. wind action wit.It th<' specifi<~d pressure causes
swinging of t./l(' conductors nwasured by th<) an,le P front t.h<' Yntical axis. Then the
coefficient k Celli he dd.ennin<~d from EN GO :341-:3--1 [G.12] T,1hl<' :i. l :3/UE.2 \\'liic:!t is
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
Table 6.21: Recommended electri-

cal clearances in mm according to
EN 50119.
Supply Static Dynamic
voltage condition condition
DC 0,75 kV 100 50
DC 1,5 kV 100 50
DC 3,0 kV 150 50
AC 15 kV 150 100
AC 25 kV 270 150
closest proximity, both in still air and in the swing condition.

The German railway directive 997 [6.11] require minimum clearnnces of 500 mm
in vertical direction and 1250 mm in horizontal direction between attachments of
return current conductors and live arts of feeder lines. Furthermore, a clearance
of at least 300 mm has to be obeyed during short-term approaches of the return
current conductor to live components. An appropriate selection of the conductor
type and its tensile stress can ensure the compliance with this requirement. 1~1ble
6.21, corresponding to EN 50 119, Table 5.9, specifies the cleara,nccs under static
and dynamic conditions depending on the supply voltage. For AC 15 kV a value of
100 mm applies. A minimum clearance of 3,0 m to buildings and of 2,5 m to trees
or bushes under any condition shall be maintained according to EN f>0 122-L For
return current conductors the same requirements apply as between the standing
surface and conductors for live conductors according to EN 50 122-1.
Under the conditions applicable to DD's overhead contact line 11ctwork a c:011-
cluctor temperature of 60C is assu1t1<:xl in still air for conductors 240-ALl sagecl
with 20 N /mm 2 tensile stress a11d a temperature 40C i11 swu11g rn11ditio11 with
a swing angle of G5.
The return cun<~11t eonductor nta\ sag below the conta<t wire h<'ight at the
vertex of the sagging curve. Tlte spc~cific clearance between ac(iY<' compo1ie11ts of
overhead co11Lact lines hav<~ ( o lw <mnplied with. Tahl<' CUD lists t!:c ('kanutn's
sLip1tla(c'd for DB's i11s1alla( io11s ;HTonling to th('ir din< tiw !H7 [ti LI].
332 ------------------~-----------"---
6 Planning of overhead contact line systems
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),
.foe= (G'/2H) a(l - a) -- 4focma:dO a(l - a)/2 4 .facmax40 (1 - a/l) (a/l)
with
.facmaxAO = (G' /SH) (2

G.11 Longitudinal pt~~fi~_:c; ____________________________________ _ 333
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.
Distances znc-RA and YR.C-RA follcnY at point a (Figure G.64)

4 .f'Rcrnax,10 (1 - a/ l) (a/ l) cos <p (6.7)
YRC-ltA = 4 fncrnax40 (1 a/!) (a/l) sin<p (6.8)
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_.\
Pole A Pole B
X Return conductor line centre line
Catenary wire
tf CA a
Contact wire
z
ZcAA-TR Z CAB-TR ZRCB-TR
TR
Figure 6.65: Side view of the terminating contact line system with return contact line.
YRC-RA = 4 ]RCmax40 (1 - a/l + 6hRc/(4fRCmax40)) (a/l) sin <p

The spatial position of the catenary wire at the verification point a and with reference
to pole A, it follows according to Figure 6.65 from
YRC-CA = kR + (DA/2 + TPA - b) a/l (6.9)
and
ZRC-CA = ZRCA-TR - ZcAA-TR - (zcAB-TR - ZcAA-TR) . a/l
+ 4fcAmax40. (1 + LlzcA/(4 fcAmax40) - a/l)ajl, (6.10)
whereby kR D A/2 + T. T = 0 and kR = D A/2 for the attachment of the return
current conductor directly to the pole. The spatial distance RRc-cA at point a is
RRC-CA = j Y~C-CA + z~C-CA he (6.11)

It must be greater than the minimum clearance s:
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
/RC = 4 1,87 25 ( 1 25)

65 = 1,770 111
65
kn 0,15 + 0,55 = 0,70 rn
YRC-CA = 0,70 + (0,15 + 3,60 0,40) (25/65) = 1,988 m
ZRC-CA = 7,10 6,70 - (7,30 - 6,70)25/65

+ 4 0,739 25( 1 + 0,60/ (4 0,739) (25/65)) / 65
= 1,099 m .
3 calculation of the minimum clearance between catenary wire and return current conductor
RRc-CA = Vl,988 2 + 1,099 2 - 1,770 = 0,502 m .
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.
6.12 Project docu1nentation

The pro_ject documentation ind udcs all information necessary for approval, material
procurement, implcme11tatio11 of coustrnction and inspection. These are in detail
List of contents,
List of changes,
Approval8 for constructi.on.
E:r:planatory 1eports ,vith i11strnctions for erection,
Overhead line diagrams, adj11st.m<mt diagnuns, earthing diagrarns, c;-ll>lc length
diagrams for disconncc-tor r<\111ote <ontrnl,
Trn,11,.,vcrse pro.file dia1;ru:m.'i, :-rnd1 as track tra.11svcrsc prnfile diagrams, polygons
for noss-spa.11 sl rncl,mes.
Longitudinal profiles, such il~ ( 011b1<L lin<' h<~ight reductions, line height diagrams,
Project, rdat<~d st rnd1ms wii 11 drnwi11gs and cak11latio11s, if 11cccssar.,, and the
/\!/o,/1:-rials l1.sf i11cl11di11g t ii< poll~ and fotl!ldation I.able.
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.
6.13 Computer supported configuration

6.13.1 Objectives
Computer supported con.figuration methods are being increasingly used. These either
use programs to support individual configuration phases or for an integrnted process
with a computer. There are advantages in using interactive modules. The structure and
method of operation of interactive configuration with computers is explained using the
example of the SICAT MASTER [6.13] program system developed by Siemens.
Configuration work based on the SICAT MASTER process allows all work processes
to be executed interactively with the computer. The main points are the
Processing of the win:11,.r1 and related calculations,
Preparation of diagrarn,.s,
Selection of materials and
Redundancy-fr0.e ir11plen1,enlatum and administration of changes.
6.13_Computer supp01tcd configuration 337
---------------- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
SICAT MASTER
IProject administration
ITrack geometry
Wiring
Selection of
Layout diagram
components
Transverse profile ( ___

Po-le_l_is-ts_~J
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.
6.13.2 Structure and modules

The SICAT MASTER program consists of various modules (Figure 6.66) that are
linked to each other systematically. Important modules are
Acquisition, administration and provision of global data,
Recording of the track layout,
Contact line system circuit diagram,
Wiring (Figure G.67),
Contact linf' c!quipm<~nt height reduction (Figure 6.G8),
lVIaterial t,pes and quantities and
El<~meut selection and out.put lists.
6.13.3 Data managen1ent

Confad l'l:11,1 sysl!'l/1. d1:sz_11n rlo,/,u ;utd vrojffl-syH:cifir: ylol)(Jl rlalll are held in the SICAT
lVIASTEn01J prngr;u11 Th(' rntdig11rntiot1 co1111tw11c-(!s \\ it.l1 1lH' ddinitiou of the design-
SIOLA II Bes annun

stcr l,rallk l:lllfc
/ Anzahl kopiertcr Bespanmmgsobickte : ~

I Aru:ahl benotigter GleiqJfade : r.---
t
I
.t
i
, Spiege
:. r- Spiegcln lang zum Gleis

jr
;r
Spiegeln qucr zum Gleis
B-Mo8 spiegeln
j
---
"
.
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
Overhead contact Electrical overhead

line point contact line element
Overhead contact Overhead contact

Wiring point Section insulator
line termination line connector
Figure 6.69: Hierarchical structure of the overhead contact line elements.
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.
6.13.4 Hardware and software

The system runs on a PC platform. A standard high-performance computer for graph-
ical applications is sufficient. CAD programs such as AutoCAD are recommended for
graphic processing and for plotter outputs. The object-oriented programming language
C++ showed itself beneficial for the development of the system. The contact line sys-
tem is displayed as a complete system within the computer in an object-class hierarchy
(Figure 6.69). The function group structure described in clause 4.7 forms the basis. An
import/ export filter for DXF files provides the graphic system interface. This graphic
format is widely used and can be imported and exported to almost all CAD systems.
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.
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.
6.2 Grunder, H.; Kocher, M.; Waeckerlig, W.: Rechnergestiitzte Fahrleitungsprojektierung

beim Umbau des Bahnhofs Spiez (Computer based planning of overhead contact lines
for conversion of Spiez railway station). In: Elektrische Bahnen 91(1993)4, pp. 125 to
130.
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.
6.4 Sueberkrueb, M.: Technik der Bahnstromleitungen (Technology of overhead contact

lines). Verlag von Wilhelm Ernst & Sohn, Berlin, Munich, Dusseldorf, 1971.
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.
6.8 Deutsche Reichsbahn, Reichsbahnzentralamt Muenchen: Vortrage bei den Unterrichts-

kursen mit Erfahrungsaustausch iiber Konstruktion, Bau und Betrieb von Fahrleitungs-
anlagen (German State Railway, Central Administration Munich: Lessons on experience
exchange concering desgin, construction and operation of overhead contact lines). Con-
ference May, Munich, 1942.
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.
6.10 EN 50 122-1: Railway applications - Fixed installations. Part 1: Protective provisious

relating to electrical safety and earthing. December 1997.
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.
7.1.2 Permanent loads

The dead loads of structures, fittings and conductors act vertically and the loads re-
sulting from coriductor tensile forces act horizontally in case of level attachment points.
Dead loads are independent of the conductor temperature and result from the dimen-
sions of the installation. During the life cycle of an installation they vary only because
of the contact wire wear. The conductor tensile forces are more or less constant in
the case of automatically tensioned contact and catenary ,vires. In the case of fixed
terminated wires and conductors, they depend on the conductor temperature, which
varies as a function of the ambient temperature, current loading and ice loads, if any.
Structural design must consider the maximum tensile forces generated.
The vertical loads result from (see clause 5.1.3.2)
Vi= G'(/1 + li+1)/2 + H[(NNi - NNi 1)/li + (NN1 - NN1+1)/li+iJ (7.1)
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)
The ,alues bi stand for the horizontal stagger at the supports.
7.1.3 Variable loads

7.1.3.1 General
Variable loads due to climatic conditions are added to the permanent loads. All con-
tact lines are exposed to wind in the open. In many regions. including Central and
Northern Europe, in Russia, Northern China, Japan and North America, ice accretion
on conductors occurs in addition to wind action. Extreme climatic conditions result in
maximum loadings of contact lines.
7.1.3.2 Wind loads

Wind loads are determined from wind velocities which vary in time and location. In
particular, wind velocity increases with the height above ground according to:
V11 = V10 (h/10)' (7.3)
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
Table 7.1: Wind velocities in m/s for design of DB AG's contact

line installations compared to values of design standards.
Operation EN 50 341-3-4
ENV 1991-2-4
DB poles conduct.ors
Southern and 26 30 26 24
Central Germany
North-German 29 34 2!) 28
plains
Coastal area 32 - - 32
Elevations 37 43 37
above 100 m
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.
7.1.3.3 Ice loads

Ice loads with different characteristics occur on conductors and poles. With a few
very exposed installations excluded, only the ice accretion on conductors may lead to
operationally restraining conditions and additional loads, especially those ice accretions
from precipitation characterized by high density and strong adhesion. Rain freezes on
conductors at temperatures around 0C and, depending on the duration of the adverse
weather condition, cylindrically shaped ice is formed. The ice is clear or opaque, has an
approximc1,tely circular cross section and adheres to the conductor with high density.
Such an ice accretion can prohibit the pantograph from contacting the contact wire.
In the case of automatically tensioned installations, the sags increase considerably and
impair operation.
As with wind loads, ice loads also follow statistical rules that are disn~ssed in detail in
[7.2]. In establishing design, ice load references are often made to th<' requirements for
overhead transmission lines. Following the German standard [7.4] the design ice load
would be
C'.cc = (5 + O,ld) iu N/1n (7.7)

7_._2 Transverse support equipment and rs>!~____ .. 345
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.
7.1.3.4 Simultaneous action of wind and ice

Simultaneous action of wind on ice-covered conductors increases the mechanical loading
on conductors and supports and should be considered when ice formation is reinforced
by wind action, see [7.2]. In the case of contact lines, the action of wind and ice is taken
into account when necessary, by combining ice load with a wind load reduced to half
of the loading without ice (see clause 7.8.2.3).
7.1.4 Loadings due to erection and maintenance

During erection and maintenance of a contact line, additional loadings occur due to
linesmen, to temporary anchoring and fastening of tools and because of conductor
stringing operations. These additional loadings must also be considered when designing
an installation. Poles, cantilevers and cross-arms should be checked for a vertical load
of 1,5 kN, caused by the linesmen, acting at the most unfavourable position.
7.2 'Iransverse support equipment and poles

7.2.1 Transverse support equipment
7.2.1.1 Types of support equipment
Grouped under this heading are cantilevers of varying designs including cantilevers
across several tracks, fie:r:ible cross-spans and rigid portals. Section 4.2 illustrates con-
temporary designs of these components and describes their functions within the over-
head contact line. In general, they are used to support th(' contact line equiprnent, to
fix the lateral position of contact and catenary wire aud to transfer the loads acting on
the overhead contact line equipment to the poles reliably.
7.2.1.2 Swivel cantilevers

The most frequently used design for individual s11pports in au overhead contact line
installation arc swivel 1m1,tilevers made of t11hular S(~ctions. Tlwv are fixed to poles,
buildings or other strnct11n\s and pivot on a vertical axis. Cantilcv<'rs rigidlv fixed
Lo pol<'s an~ 110 longer used for llC\\' installations. Howe\<'!. tliev can still be found
in st'n ic<'. Figtm' + 28 dt\picts a cantilever design using a 111/11wn; w?:r1: sw'i'uel clarnp
346- - - -
- ------------
_______________________ 7 Cross-span structures, poles and foundations
Figure 7.2: Cantilever for

two trolley bus contact lines
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.
7.2.1.3 Cantilever across several tracks

If supports can only be installed on one side of a multi-track line, cantilevers across sev-
eral tracks are a viable alternative. Several designs of multi-trnck cantilevers are used in
service. The design shown in Figure 4.33 uses a cantilever arm made of two U-channels
connected face to face or a square tube. As shown in the Figure, the cantilever arm is
fixed to the pole by a hinge and carries drop verticals with swivel cantilevers attached.
The vertical loads are supported by rope-type gu~s arranged obliquely between the
cantilever arm and pole.
Cantilevers across several tracks constructed of plastic (GRP) tubular sections arranged
in parallel, are often adopted for mass transit installations. These cantilevers are used
to support the bridles of trolley contact lines (without a continuous catenary wire) or
trolley bus contact l7:ne8. (Figure 7.2).
Rope-type guys, arranged obliquely, are also us<'d in these cases to carry the vertical
loads. In contrast to main line railways the plastic c:mnponcnts are utilised to provide
insulation making separate insulators superfluous. Frequently, these installations are
supplied by DC 600 V or DC 750 V.
Cantilevers across several tracks must carry the H'l Lind cuid horizontal loading oft he
contact lm,e equipment. Their length should b(~ lilllit.ed to ,tpproximately 10 m because
of erection and maintern-u1u~ difficulties.
347
Figure 7.3: Lattice-type

crossbeam made of aluminium
(Photo: Mtiller-Gerlach).
7.2.1.4 Flexible transverse support equipment
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.
7.2.1.5 Portal structures
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
Figure 7.4: Tensioning section of an overhead contact line
been used for some mass transit installations (Figure 7.3).

Crossbeams are loaded by vertical forces and by moments from drop verticals for can-
tilevers in their vertical plane. Additional bending in the horizontal plane occurs if mid
points or tensioning equipment are arranged at a crossbeam.
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.
7.3.2 Loading assu1nptions

Various types of external loads act simultaueously on the supports of ovedicad contact
lines. Depending 011 th<! application of the poles, thcse loads havP to lw con1bined
to cover all possible loarhng com,lnrwtions during operation and miui,uis<~ tlw risk of
failure. Relevant st;--rndarcls such ,'ts EN 50119 and IEC GO 913 stipulate t.lH!S<! loading
as.'!urnph.011,s. For tlws<~ ccH1ditiot1s differing rcq11ircnwuts for reliability applv. They are
c011sidcred fm diffcn'11t permissible stresses or diff<'r<'nt partial factors. So111<' standards
distinguish hd,,<'<'II 11011nal ;111d <:-.:cq>tional ]o,1ds 'Iii<' lo,\ds on pol<c, ns1ilti11g from
350 _-- -~------ __ __ J Cross~spanstructures, poles and foundations
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.
7.3.3 Structural design and materials

A large selection of pole types are utilized for contact line supports. Lattice steel poles
acc. to Figure 7.5 are constructed with four leg members made from angle sections and
cross bracing. Their strength can easily be adapted to the required loading condition.
DB AG uses a pole family starting with dimensions 800 x 600 mm at the bottom
and angle sections L 80 x 8 up to dimensions 1600 x 2000 mm and angle sections
L 150 x 14. They are adopted for tension poles on line sections outside stations and
support head-spans.
Double channel poles (Figure 7.6) consist of two U-channels which are connected by
flat steel strips at spacings of 500 mm. They are tapered in the vertical direction.
Channels [100, [120, [140 and [160 are used frequently. The double channel poles are
characterized by differing bending moment capacity on either axis. Therefore, they
are used primarily for support sites without tensioning equipment along line sections
outside stations.
Many overhead line installations use steel poles nwde of H-beams, which are readily
available ex-stock. Their disadvantage is their relatively high weight compared with
their strength. In addition, the cleffoction, ,vhich often governs the rating, is higher for
this type of pole compared to double channel poles and requires heavier beams than
would be necessary in view of the loading itself Ivioreover, they offer a low torsional
strength, which limits their use for poles with twin cantilevers.
Tapered thin walled steel poles form an int(~resting alternative since their dimensions
can be adjusted to the loading requirements. Frequently, these poles are used for mass
transit installations in urban areas. They are proclucecl by rolling, drawing or welding
enabling the manufactme of poles with specific cross-sectional dimensions, strength
and torsional rigidity.
S'vu:n r:011,r:ref;e ywles are also used for contact line installations (Figure 7.7) [7 7]. They
are d1aractcriz<'d by ('.irc1tlar crrn-;s sccLio11s. ;1, hollow con\ and produced with a conical
-------------------- _ _ _ _3=-.,5:__;:cl
-- --
350
0
0
0
0)
-- 600
F'igure 7.5: Lattice steel pole F'igure 7.6: Double chan-

for overhead contact lines. nel pole.
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<':-;
----------------------'~-----'-'------------=-
Longitudinal
reinforcement
Helical
reinforcement
Figure 7. 7: Spun concrete pole of an over- Figure 7.8: Structure of a spun

head contact line. concrete pole.
may be considered as long-lasting -~omponents.

Some railway oerators, e.g. the OBB use concrete poles with a solid core, produced
on vibration tables. The reinforcement is arranged into rectangular casings. Concrete
is poured in and compacted by means of external vibrators. As a consequence of the
lower concrete strength and the solid cross section, these types of poles are considerably
heavier than spun concrete poles.
When produced to best practice, concrete poles achieve maintenance free long life. For
overhead contact line installations, they have proven benefits especially in connection
with direct-planted foundations [7.11). However, for tensioning poles relatively massive
cross sections are required. If stays cannot be used, they may look clumsT
7.4 Rating of cross-span supports

7.4.1 Introduction
Cross-span suppcwts, such as cantilevers, flexible head-spans and portals are stressed
by the loadings caused by the contact lines and other auxiliary lines being supported
by the structure. Thr. task of rating a. polC:! includes determining the internal forces
and moments and to rate the cornponents taking into account the relevant standards.
The following section will deal with the most frequently used designs of canti.levers and
_fl,exible head-span,,,. Other designs may lie rated by adopting the forces detailed here
and using standard ci vii tugi1w<'ri11g static methods.
7.4 Ratiugof cross-spau supports __
-----------'V1<
3 FcA,W FcA,H
.----v---v------l----------o,,' - -
4
~'---------- ~
Fcw,w
-
fcwH
Figure 7.9: Loading of a can-

5
tilever.
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)
Fci\ = Fc:J\,11 Fc;\,W and (7.9)
Few Fcw.11 Fc:w,w (7.10)
The force F 10 P adi11g 011 the top anchor 1s, if the rn111ur effe( r of t lw force Fe.\ is
negfocted
F;op - (Vi::w /,\ - Few h1d / h\ (7.11)
The forces iu the uuitile, <'r tube an' in sectiou 3 ,j I

(7.12)
I,
~--
7' 6 7
~ Fcw Figure 7.10: Loading of a registra-

Vcw Vcw tion arm.
and in section 4-5
(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)
The bending moment acting in the top tube at point 2 is determined by
(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)
and in the case of a pull-off support
(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
7.4.2.2 Rating based on Eurocodes

For ratings based on Eurocode (ENV 1993-1-1) [7.12] the design values of the actions
have to be determined at first according to
ni n2
Sc1 - Lrc,/i1<,j +,q,1Q1,,1 + Lrq,i\Jio,iQK,i (7.20)

j=1 i=2
There, the following partial factors apply

for permanent actions Go 111 ,: ,c 1,35 when the action is unfavourable,
,c -
1,00 when the action is favourable,
for variable actions Qom,: rQ 1,50
and the combination factors
for wind: \Ji 0 0,60
for snow/ice: \Ji 0 = 0,70.
Note that the summation in (7.20) may not be understood arithmetically. Rather, the
total of actions in the considered cross section or component have to be determined
considering location and direction of action. The design values may be moments as well.
The proof may be carried out using interaction relation in case of components loaded
in tension or compression.
(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
Np1,Rc1 A or/'YMo (7.22)
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
S = (2/ 3) (R3 r3) ( 7. 24)
where R is the external diameter and r the internal diameter.

In r-ase of compression and bending, the proof is carried out according to
Nsc1 + ky A1y,Sd + k'I, ]\fz,Scl < l O (~I ')-)

~I>
Xrnin A af/,M1 H:pl,y ar/,M1 H-'pl,z ai/,~dl - '
Here, Xrnin is determined from
(7.26)
and ky;;, from
(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
26 X 3,5 247,40 1,603 1,233 8,13 1,786

32 X 3,5 313,37 3,230 2,019 10,15 3,433
Steel 42 X 4 477,52 8,715 4,150 13,51 5,798
55 X 4 640,88 20,960 7,624 18,08 10,425
70 X 5 1020,50 54,210 15,490 23,05 21,167
26 X 3,5 247,40 1,603 1,233 8,13 1,786

42 X 4 477,52 8,715 4,150 13,51 5,798
Aluminium 55 X 6 923,63 28,136 10,231 17,45 14,778
70 X 6 1206,37 62,309 17,803 22,73 24,648
80 X 6 1394,87 96,106 24,027 26,25 32,928
If (7.27) yielded a higher value, kmax = 1,50 would apply. The undimensional slender-
ness >." applying to tubes is
"5 = >-/(rr JE/ar) (7.28)
and </> follows from
=0,o(l+a(~ 0,2)+"5 2 ) (7.29)
The imperfection coefficient a may be taken as 0,21 in case of tubes. The value , in
(7.27) is obtained from
!L = "5(2 /3p 4) + (vVp 1/Mlc 1 1) :S 0,9

since /3p 1,3 applies for tubes in cantilevers there is
!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)
In the case of c,rntiln(?rs \\itl1 a rnrnplica.ted, statically indeterminate design, it is

recommended that cldorn1;-II io11 IH) calculatPd h\' means of a comnwrcially available
computer program for t rnss st rncl.11r<'s that ca11 nm 011 a standard PC.
7.4_Hatiug_,c:ifcross-spau supports 357
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
7.4.3 Flexible cross-supporting structures

Flexible cross-supporting .strnctures, called head-spans, carry the vertical loads, due to
weight forces of contact lines and their supports, through the tensile force in the head
span wires. The head span ,vires are bend at the points of attachment of contact lines.
The task of head span rating is to design the head span wires and to determine the
loads acting on the poles.
7.4.3.2 Loading, internal forces and sag of head span wires

The forces clue to the contact line are obtained from the adjacC'nt longitudinal spans
by averaging the span lengths li on both sides of the 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] .
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
Rax = A1rnax/Yrnax (7.3.5)
The vertical components at the poles are obtained from

n
VAy + Vsy = LVi (7.36)
i=l
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
the vertical component of support forces at pole B is obtained by
(7.37)
From (7.36) and (7.37) the vertical forces at A can be derived
vc\y = t= Vi - (t v;.
1 1 i== 1
Xi+ Rax. 6.h) Ia (7.38)
Following Figure 7. 11 the equilibrium at the support k yields to
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
7.4.3.3 Height of installation, determination of pole lengths

The contact wire height CWH above top of rail is the reference for determining pole
lengths. The lower cross-span wire height (LSWH) is = 0,40 to 0,50 m above the contact
wire. The system height SH of the contact line being between 1,40 m and 2,00 m is
another parameter to be considered. The structural support height SSH of the support
in the head-span has to be added. It depends on the design of the upper cross-span
wire as live or earthed and varies between 0,80 m and 1,20 m. With the dimensions
shown in Figure 7.12 the required height of the line connecting the points of fixing the
cross-span wires at both poles measured at the point of the maximum cross-span wire
moment is
hm = C\i\TH +SH+ SSH+ LSWH +em+ (0,1 ... 0,15) a (7.41)
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):
//max= h 111 (C\VI-I +SH+ LSvVH +SSH+ ('rn)
This rn.luc is 11s<'d to ndc1tlate Lli<' ltori1(:11tnl r<'a<tio11 frnrn (7.10)

(7.44)
l
k!~
,,
it
"i/
~
:1
11
r'i :J
360 ________________________ 7 Crnss-span structures, poles and foundations
7.4.3.4 Loadings and internal forces of cross-span wires
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.
7.4.3.5 Rating of head-span wires, cross-span wires and supports

The head-span wires and cross-span wires haw to be rated assuming maximum forces
detc~rmined using the equation
(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
--- -- -- --- --- TR
Figure 7.13: Cross-span ar-

rangement of a trolley contact
line.
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.
7.4.4 Horizontal registration arrangements

Horizontal registration arrangements and cross-spans can be encountered in the cen-
tral urban areas of mass transit installations. They permit the support of trolley wire
systems from walls of buildings or poles relatively far from the tracks. They also ac-
commodate the arrangement of contact lines of crossing and branching tracks at large
squares. The poles can be erected at locations far from the tracks where they do not
interfere with the road traffic.
Figure 7.13 shows a cross-span for a twin-track line. The loads 1/1 and Vi in accordance
with (5.7) follow from the contact wires as well as the radial forces Fcvv,H 1 and Fcw,I-h
in accordance with (E>.27). Since the radial forces act in the direction of pole A the
tensioned wire O 1 has to be selected to carry the load Vi. The gradient of the wire
can be chosen between 1: 10 and l: 15. The following applies
Viao1 / hi\ (7.50)

The transverse wire i11 !wt.ween the supports then must carry the load
H,:2 - Fcw.11 1 + Ho, cos u, ~ Fcw,H 1 + ,,, ao1 / hi\. (7.51)
<I
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)
_..,,.__ _ _
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
Figure 7.14: Horizontal cate-

nary arrangement .
The gradient of the tensioned wire follows from
(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)
The tensile force between 1 and 3 is
H13 = H53 Vlf 3 + by3/b13 (7.57)
and between 3 and 3' the force
lfn 1 H, 3 ln/ Jtf:i + l>'f:i (7.58)

acts. The height of fixing at a pole finally is
(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].
7.5 Rating of poles

7.5.1 Introduction
The poles used for contact line installations can be classified as single pole, cantilever
design even when lattice steel poles are adopted. The loading of the poles is charac-
terised by the applied bending moments which must be restrained adequately. The
rating of poles includes the determination of lengths, internal forces or moments and
the selection or design of appropriate pole types.
7.5.2 Determination of pole length

Pole length determination must include allowance for support of overhead contact lines,
the arrangement of traction power lines and the top of foundation level in relation to
top of rail. For poles on open lines the height is determined by
distance e between head of rail (TR) and top of foundation (TOF),
contact wire height (CWH),
system height (SH),
distance between upper swivel bracket and suspension or termination of traction
power lines (TPLH),
required space for insulation of traction power line,
additional length (AL) top of pole and the traction power line or the fixing of
cantilever. AL is 0,10 to 0,15 in case of steel poles and 0,20 to 0,30 m in case of
concrete poles.
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.
7.5.3 Loadings and internal forces and mo1nents

As st.ated previously, forc<)S front \,1riow; so111ces act 011 contact. line supports.
Loads act.ing through the rn.11tilt\t'ts i11cl11d<
- loads frn1n contad lines, i1l(l11di11g d<nd and wind loads ,\ltd
36-1 _ 7 Cross-span structures, poles ,1:ncl foundations
- dead loads of the cantilevers themselves (see 7.4.2.1).

Loads acting at terminations include:
- tensile forces resulting from the terminated contact line and
- loads due to the dead weights of the tensioning equipment.
At midpoints loads include:
forces due to the midpoint anchors and
- forces clue to the termination of the midpoint.
Traction power line loads include:
wind loads,
- radial loads and
- loads from intermediate or dead end terminations.
At cross-span supports there are:
- loads from head-span and cross-span wires.
Loads from disconnect.ors supply lines and other equipment such as transformers and
lighting equipment have to be considered when applicable. Dead loads and wind on the
structural elements act in all cases.
In accordance with the terminology used in civil engineering, loads can be classified
as acting as permanent and variable actions. Dead weights and permanently acting
tensile forces can be grouped under the first category; wind and ice loads under the
second. According to the rules stipulated by European standards, the design loads of
the actions follow from the permanent actions Fs,j and from combinations of variable
actions Fv ,.i
k l
sd = L Fs,.i. rG + Fv,j. rQj ""'F
L V,J rvq
I J WoJ
(7.60)
j=l j=2
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
CJxd = L 'Yc;1, \ ~- +L ~(Qi Vi (7.61)

/;=] i=l
\\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 track result from

n1
Qzd = L bc,kFH,zk ~/Q,kF\V,zk) (7.62)

k=l
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
Qyd L (,c,iArsi rQJF\\ .yi) (7.63)

i.=l
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
11tc1 - L hc:.i F,1,, i ~iQ,iA\ \'i) . h, I + L '}Ci . \ I . .lJ, (7.64)

i=I i=l
and
Ill /1.i
!\!yd"" L hc,1,,F111k -,q.1.f\\',\/.) /1zk + L ,c1; I 1. ~k (7.65)

/, I /.:=l
366 7 Cross-span_ structures, poles and foundations
I
9-----~
h
! \
I\\
\
I \
I \
I \ 0
I
-c:
I ::,
-c:
jox14
I
sf,
Ox14/ /
lo~,
'
Sy ,Ii(' Sy Sz
1 2
Figure 7.16: Leg member Figure 7.17: Bracing forces

forces of a lattice pole. of a lattice steel pole
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
Mxd =L bc,k Fr-I,yk rQ,kFW,yk) Zk +L ho,iFH,zi rQ,i,FW,zi) Yi . (7.66)

k==l i==l
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.
7.5.4 Rating of cross sections

The rating of cross sections applies the standards of structural design of steel and steel-
reinforced concrete structures for the individual types of poles including the selection of
materials, e.g. the steel grades. Since the dead weights and wind loads affect the internal
forces and moments, the determination of cross sections by itself is an interactive
process. In the case of poles for contact lines, the loads clue to the overhead contact
lines supersede the others, so iteration steps are limited.
7 .5.4.2 Lattice steel poles

The static system of lattice steel poles is formed by three-dimensional trusses. The
individual members are esscutially loaded by axial ((\llsil<~ and compression forces and
formed by angle sections . In the utse of comt11011l\ adopted desi,us with rectcrngular
7.5 Rating of poles
----"'---'----------------------------------------- 367
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
Nd < Xmin Aetr arfrYr (7.70)
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
0,9 Anet (bi <1) f (7.72)
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
a= 0,49 (buckling line c)
,\ = >../(1r)E/ay) = l00/(1rJ210000/235) = 1,065

<P = 0,5 (1 + a(,\ - 0,2) + 5' 2 ) = 1,279
X = 1/ (1,279 + j(l,2792 - 1,0652 )) = 0,503

Nc1c1 = 0,503 1920 235/1,1 10- 3 = 206,4 kN
Nzc1 = 0,9 (1920 - 2 20 10) 355/1,25 388,5 kN
N8 c1 = 8 0,6 300 314/1,1 = 412 kN

For e1 = 40; e2 = 60; e3 = 40 mm follows <Ymin = 0,884;
Nbc1 = 4 2,5 0,884 20 10 235/1,1 10--3 = 377 k:N
The compression loading limits the strength capacity of the pole. The permissible bending
moment is given by multiplying the compression force by twice the pole width (see equation
(7.67)).
In practice, pre-designed pole fmnil'l-C.s are used where the poles are characterized by
their strength capacities in both directions. Figure 7.18 shows the permissible limiting
moments according for lattice stc:el poles with base sizes of 600 800 mm and 800
1000 mm with different angle sections and pole lengths. Thereby it applies
(7.76)
or
fVf1c1/(J\.ifgr,y/1'P) + Jl/z/(1\/; 1 ,z/1'1')::;; 1 (7.77)
The partial factor 1'P should to ll<' 1,1 in this ca'.,<'
7.5 Rating of poles 3G9
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
0 150 300 450 600 750 900 kNrn 1050

Moment perpendicular to small face
Figure 7.18: Permissible limit state moments for lattice steel poles.
7.5.4.3 Double channel poles

Double channel pole8 consist of two channels connected by stay plates, so that the
channel spacing decreases towards the top of the pole. The spacing of the stay plates
is approximately 500 mm (Figure 7.6). These poles possess greatest strength in the
direction of their transverse axis. \i\Thile perpendicular to this direction only the bending
strength of the individual channels is effective. Therefore, they are used where the loads
act predominantly in one direction, such as in the case of suspension poles on open lines.
The strength of such poles can be evaluated by treating them as Vierendeel-girders
which are dealt with in [7.17]. At DB, poles with profiles lllO0. Cl20, Ul40 and excep-
tionally UlG0 are used. Figure 7.19 shows the permissible ultimate strengths. It has to
be verified that
where rt' - 1, 1 according to the European stf~d st.ruct1m~ ;-wahsis.

Double c:hanud poles are connected to their foundations by 1\I:30 anchor bolts f01 UlO0
typt)S and l\L1G for Ul:20, UHO and U lGO types.
370 ------- ____ ----- 7 Cross-span structures, poles and foundations
165 - ----- ........_______,__
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.
7.5.4.4 H-beam poles

Poles made of fl-beams in comparison to lattice steel poles and double channel poles
require only a relatively low manufacturing input. They are especially suited for sites
with limited space, e.g. in between tracks. However, their strength to weight ratio is
low. They are weak in bending and suffer high deffoctzons at the same static loading
capacity as fabricated sections. The deflection should be limited in the height of the
contact wire in order to ensure the correct functioning of the overhead contact line.
H-beams possess in relation to their transverse axis y y a considerable higher strength
than related to their axis z z (Figure 7.20). To reinforce the weaker axis, two beams
can be arranged in parallel and directly welded togd,her or connected by stay plates.
Single H-beams possess a low torsional stiffness around their longitudinal axis. In case
of poles with twin cantilevers, as pole type 4 according td Figure 7.4, the torsion of the
poles has to be checked. It should not exceed 6 .
According to recent design standards it has to lw prm<'tl. that
(7. 79)
There ar is equal to the yield stress as well as
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.
J\1ply,Rd = 2 Syar/,P and (7.81)
(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
Table 7.4: Concrete for steel-reinforced concrete poles.

Designation Nominal strength /lwN S(!rics :-:t1(!11gl h /Jws Value for calculation /Jn
N/mrn 2
N/mm 2
N/uun 2
C35/45 45 50 27
C45/55 55 60 30
C55/65 65 70 33
C75/95 95 100 42
where the torsional modulus J1, is
,ft (2bt'3 +(h 2t)s:J)/3 (7.86)
The shear modulus G is 8 104 N /mm 2 in case of steel.
7.5.4.5 Steel reinforced concrete poles

The external loads of steel rein.forced concrete poles result from the clauses 7.5.2 and
7.5.3, which can be used to determine the required equivalent working load. It is the
horizontally acting total force at the top of the pole without wind load on the pole
itself according to
(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
Table 7.5: Partial factors related to the limit state of strength

Loading case 2 Loading case 3
Normal load Transportation and
erection loads
For strength analysis
Pres tressing
1 acting favourably l'f 0,80 1,00
2 acting unfavomably l'f 1,20 1,00
l)
3 Concrete l'c 1,50 1,30
I)
4 Spun concrete l'c 1,40 1,25
5 Concrete and pretension steel
l's 1,25 1,10
nd
For deflection analysis acc. to the 2 order theory
2)
6 Concrete and spun concrete l'c 1,20 -
7 Concrete and pretension steel l's 1,15

1) related to 0,7 /JwN
2) related to 0,85 times the maximum internal moments.
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
!7, = ~ j !11Ji:)/I(:r) :i:d:c (7.88)

0
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
f, = ::: [I - 2 *+ m'] (7.90)
and due to the uniformly distributed load for a beam with a total length l
J, = 24q~Iy [3 - 4 7+ m'] (7.91)
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
Fr,:w/1.f:w(/11,: - hcw/3) + Fpwhf-;w(h/2- hcw/3 + hfw/(12h))] 238/I
At the lwight of the ('atcuarv wire under pcrma!lent loads
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
At the height of the catenary wire under maximum loads
.fcA(lHW)
[(FcAH + Fc:Aw) 2 hf;A/3 + (Fcw11 + Fcvvw) h}~w(hcA hew /3)

(7.94)
+ (Fm-1 + FEw )hi:A (hE - hc:A/3) + Fpwhf:A [h/2 - hcA/3 + h~A/(12h)]
+ (ilom, Yk Vi-: '.IJE)h~A/2] 238/ I
In equation (7.92) to (7.94) the values Fcw 11 , FcAH and FEH can be obtained from (5.10)
or (5.11), Fcww, FcAw and FEw from eq. (5.17) as well as VoHL and VE according to
(5.6). FEH, FEw and VE are related to the feeder lines supported by the pole. In these
equations the modulus of elasticity for steel was used with 2,1 105 N/mm 2 ; for I
the unit is cm 4 as used mostly in standard tables. The forces have to be inserted in
kN, the lengths in m. The results have the unit mm. The example given in clause 7.8
demonstrates the use of these formulae .
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.
7.6.2 lJndisturbed soil

7 .6.2.1 Classification
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
Table 7.6: Particle sies of uon-cohcsivc and cohesive soils.

Name Symbol Particle sies in mm
Non-colw:-;iv<\ :-;oil:-; blocks y above 200
Ra.Ilgc of sicv<' stoucs X 63 to 200
particles gravel G 2 to 6:3
c:oa.rsc gravel gG 20 to 63
medium gravel mG 6,3 to 20
fine gravel fG 2,0 to 6,:J
sand s 0,06 t,o 2,0
coarne sand gS 0,6 to 2,0
medium sand mS 0,2 to 0,6
fine sand fS 0,06 to 0,2
Cohesive soil silt u 0 ,002 to 0,06
Range of fine coarse silt, gU 0,02 to 0,06
particles medium silt mU 0,006 to 0,02
fine silt fU 0,002 to 0 ,006
clay (finest) T below 0,002
field are mixtures of different particle sizes and will be classified depending on the main
proportion.
7.6.2.2 Non-cohesive, rolling soils
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).
7.6.2.3 Cohesive soils
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.
7.6.2.4 Organic soils
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
7.6.3 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.
7.6.4 Soil fill

Soil .fill is commonly encountered in artificially constructed railway embankments. For
these engineered embankments, the soil material is selected carefully to achieve a com-
pact and dense structure. The material gained from tunnel boring is often used in
embankments. Foundations to be installed in compacted railway embankments should
be designed to suit the soil density, which can be measured by probes.
7 .6.5 Soil investigation

The supports of an overhead contact line extend over a long section, where varying soil
conditions may be encountered. Soil investigations are aimed at obtaining the necessary
information to enable a decision to be made on the best-suited type of foundations and
their design. The soil investigation forms a basis for static analysis of foundations. For
this reason, the extent of soil investigations and the depth of individual studies should
be appropriate to the needs of the design.
The depth of soil investigation depends on the type of foundation and the applied
loadings. If good bearing soil is found up to the terrain surface, it might be sufficient in
most cases to carry out soil tests to 1 m below the expected sub-base of the foundation.
Since soil investigations are rarely carried out at each individual support site, the
foundation design is based on available documentation and on specific assumptions.
The adequacy of the assumptions must be verified during foundation installation. Soil
investigations may not be waived when it is obvious that very low-bearing soils, such
as mud, will be encountered. In such cases, the depth of good-bearing soil layers must
be investigated.
Inspection of line sections may serve to decide on the type of soil investigation. Pre-
liminary information on soil may be obtained from the installation of the permanent
way or for any other structures that the infrastructure manager may have.
Soil investigation methods must use appropriate methods to obtain soil samples to
determine the density of soil layers.
7.6.6 Methods of obtaining soil samples

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
Edge to cut the

drilling
Edge to cut the

soil
Figure 7.24: Helical auger.
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.
7.6.6.2 Investigation boring
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.
7.6.6.3 Investigation by probes
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
Table 7. 7: Data of driven probes according to DIN 4096, part 1.

Device Weight of hammer in kg Falling height in m
Light-duty probe (DPL) 10 0,50
Medium-duty probe (DPM) 30 0,20
(DPM-A) 30 0,50
Heavy-duty probe (DPH) 50 0,50
Table 7.8: Guiding data for the correlation be-

tween number of blows and stratification density.
Type of soil, Number of blows n 1o
Stratification Light probe Heavy probe
Sand,
medium density > 15 > 5
dense ::: 30 ::: 10
Sand-gravel mixture
medium density > 15 > 5
dense _I)
> 18
1) light-duty probe not suited
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.
7.6.7.2 Driven probes in accordance with DIN 4094

Dimensions of driven prDbes and instructions for use are given in DIN 4094. Under
specified conditions, a rod with a cone-type end is driven into the soil the number
of blows necessary for an penetration of 100 mm (n 10 ) being counted. This number
represents a reference for the density of stratifaction and consistency of layers explored.
Table 7.7 reveals some charactc~ristics of the various driven probes. For foundations of
contact lines, the lmN-dutv driven probe (DPL) is used in most cases.
The results of probing <frpcnd on various parameters and conditions (see DIN 4094,
part 2). Therefore, it is not possible to draw conclusions on the type of soil from the
indentation resistance of the probe. According to [7. 20] the number of blows and the
density of layers are con<'lat,<'cl as shown in Table 7.8.
7-(LSubsoil 381
Table 7.9: SPT probing in non-cohesive and cohesive soil.

Standard P<\Ilet.ration Test. in
Non-cohesive soil Cohc8ive soil
N11111lwr of blows n:w Stratification Number of blow8 n:io Consistm1c:e
0 to 4 very loose 0 t.o 2 very soft
4 to 10 loose 2 to 4 soft
10 to 30 medium dense 4 to 8 medium
30 to 50 dense 8 to 15 stiff
> 50 very dense 15 to 30 very stiff
> 30 hard
7.6.7.3 Standard Penetration Test
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.
7.6.8 Evaluation of soil investigation

Soil investigations may be evaluated according to DIN 4022 and recorded in bore hole
logs. Specifications for designation and description of soil types are given in DIN 4022
or BS CP2001. They will not be repeated here. For details see [7.2].
Information on assessment and classi.fication of rock and its weathering conditions
can be found in [7.22]. The range between loose and solid rock is divided into six
classes, which are distinguished by the degree of ,vcathering of the rock and the particle
compound; they are named as follows:
w 0 umvcatlwred rock,
w I minor ,veathering,
w:2 modcrn.tdy weathered,
w: 1 highly weathered,
w,1 complete!~, weathered,
//Ir, soil.
Rod: fm1,nduJ.wns, <'. g. ro('k anchors. can lw llS<'d ill weathering conditions of w 0 to w2.
Grn1uHl water ,\tld soils can attack co11cretc, if t,lte, ('011tain frc<~ acids, sulphides, sul-
plt,itcs, 1mtgncsit11t1 salts, a1t1111oniurn salts or gn',ts<' and oil. Grnund wafer danger to
1011ndr: ('clll lw recognized IJ,v ;\ <birk ('Olomillg, a 11111ddy smdl and hv emc~rgiug gels
l)lllih]<'.s. If it is suspcc(,<'d U1at com 1d<' is liciug drnuagc'd h,v grou11d watct, soil samples
acrnnli11g to DIN ,l(J:30. clause ;i l1,1,< to I><' tak<'Il ,ltHI iuv<'stig,iU~d i11 Llie !alioraton
T,li>i<' , IO s111111t1c1ti/.<'S illforn1;t! ion (>11 lw::unl,, of 1111111:11,r/ w11l1T lo 1onud1'
382 -------- - - - - - 7-Cross-span
- - ~ -structures,
- - - ~poles
~- and
-- foundations
----
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
7.6.9 Soil characteristics

Since the design 0f foundations for contact lines closely follows overhead power line
technology, the soil characteristics specified in the relevant standard EN 50 341-1 [7.23]
and EN 50 341-3-4 [7.4] are used as a basis. Table 7.11 presents those characteristics
which are also relevant for contact lines. For individual types of soil the unit weight,
the angle of internal friction and the permissible soil pressure are listed. The use of
these values requires compaction of soil after placing of fill material.
The permissible soil pressure depends on the unit weight. The permissible pressure
according to Table 7.11 applies to a depth of 1,5 m. The permissible at rises by the
additional loading according to the increase in depth multiplied by the factor K, (Ta-
ble 7.11).
perm at = perm a 1,5 + (t - 1,5)1'B K, (7.95)
In the case of ground water, the unit weight reduced by buoyancy according to Table
7.11, column 3 is considered.
7.6.10 Practical application

vVith respect to the most frequently adopted foundation types for contact line instal-
lations, namely concrete block and driven pile foundations, the soil investigations are
aimed predominantly at
bearing capacity in case of compression;
depth of good bearing soil strata and their density of stratification and
investigation of suitability of soil for pile driving to the depth of expected pile
length.
Accordingly the low-duty driven probe in accordance with DIN 4094 and the penetro-
meter with grooved probe (see clause 7.G.G.3) a.re adopted.
7.6 Subsoil 383
Table 7.11: Soil characteristic for design of foundations acc. to EN 50341-3-4.

1 2 3 4 5 6
Type of soil Unit weight force 1'E Angle of Permissible Coefficent
(Values for design) internal soil pressure I{
natmally with friction at a depth

humid bouyancy of 1,5 m
kN/m:3 kN/m 3 degree kN I m-)
Undisturbed sails
Nun-cohesive suits
1 sand, loose 17 9 30 200 1 ) 3.5
2 sand, semi loose 18 10 32,5 300 1) --1
3 sand, dense 19 11 35 400 21 5
4 gravel, bolder, uniform 17 9 35 400 2 ) 5
5 gravel-sand, uniform 18 10 35 400 2 ) 5
6 bolder, stones, macadam, 18 10 35 400 2 ) 6
graded
Cuhesi>ue sails
7 very soft 16 8 0 0 1
8 soft (easy to kneed), 18 9 15 40 2
purely cohesive
9 soft, with non-cohesive 19 10 17,5 40 2,5
additions
10 firm (difficult to kneed), 18 9 17,5 100 2,5
purely cohesive
11 firm, with non-cohesive 19 10 22,5 100 3
additions
12 stiff, purely cohesive 18 10 22,5 200 1 ) 3
13 stiff, with non-cohesive 19 11 25 200 11 3,5
additions
14 hard, purely cohesive 18 27,5 400 21 3,5
15 hard, with non-cohesi,e 19 30 400 2 ) 4
additions
Organic soils, and suds with
organic additions 5 to 16 0 to 7 15 1
Ruck
with considerable fissuring
or unfavourable stratification 20 1000
in sound, not-weathered
condition with minor fissuring
or favourable stratification 25 3000
Made up gr-o'll,nd and fill
uncorupacted embankment 12 to 16 6 to 10 10 to 25 30 to 100 2
compacted embankment. classification according to type of soil, density of
stratification and consistence
l) permissible soil press11t<' ano1ding to DB's internal standard 3 Ebs 02JJ1 02 2S0 kN/lll 2
2) permissilik soil prcss11te au1,1di1tg to DB's internal standard 3 Ebs 02 01 .02 -100 kN/rn 2
384 ___________________________ 7 _Cross-span structures, poles and foundations
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.
Table 7.12: Nur,nber of blows for the low-duty driven

probe for the example according to Figure 7.25.
Depth Number of blows n10
0 to 1,0 4 4 2 2 6 8 10 10 12 13
1,0 to 2,0 12 16 14 20 20 18 22 24 20 20
2,0 to 3,0 19 24 24 22 26 23 23 24 28 30
3,0 to 4,0 30 32 26 30 32 38 40 42 38 40
4,0 to 5,0 36 40 40 46 50 53 52 55 54 56
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.
7.7.2 Block foundations without steps

(,'1111.111'!!' /Jlod /11undn.lw11s mII<' <II 111(11(' c;t<p~; \\ill! tl1is fc>l!lld<1!iOll t.vpe.
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
/,
adt =b / (-2pf; + 3p/t 0 t 2 )dt = 4/27t6 b p (7.99)

'2/:Ho '2/:l lo
7.7 Foundations_ ______________________________________________ ------------------------~38~7
Location I, II Location Ill Location IV

--------.
Oz '
N N
.c:: Location I ? O,Sm .c::
~~---<Location II < 0.!j
0
0
Figure 7.28: Arrangement of block foundations.
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)
The distance of the centres of pressure is then
s (l/3 + 11/48) t 0 = 9/16 t 0 (7.102)
Moreover, it is assumed that the horiwntal loads are counteracted by friction in the
foundation faces in parallel to the loading direction. Therefore
Qz(hz + 2/3to) = F;) s - 9/16 4/27 p ti b = 1/12 JJ ti b

Since Qz h./, = Aly it is obtained
111y = pt6 /J/(12 + 8 t, 0//1z) (7.103)
For applications at DB hi 8,0 is assumed which applies to poles 011 open-route

liies outside stat.ions. According to Figure 7.28 four conditions can lw distinguished
concerning the location of a blork foundation:
in a plain and th<' foundation edge is more than 0,8 m from th<' edge of embank-
ment;
i11 a plain and t.h(' f<it111dat iot1 edg<'. is less than 0,8 Ill from th<' edg<' of e111haukment;
3:::::8-=--8___________________ ----------- _ 7 Cross-spai_1_J,_~~t~_l_1:_ires, poles_ and foundations
Table 7.13: Permissible moments for block foundations in kN -m:

M p - 10:3 b to K, (to)/ K 2 (to); -
Location I Location II Location III Location IV
towards away from towards away from
track track track track
pl) 0,125 0,1 0,1 0,1 0,1 0,1
(to+ :r2) 2
")
K1 (to) t5 ta t2
0 Uo + .r-1)2) 2 t5
K2 (to) 12,3 + t 0 12,3 + t 0 12,6 + t 0 12,75+fo l'.3,05 + lo 13,2 + t 0
Width Depth
b (m) to (rn)
1,00 1,60 37,0 29,5 40,5 28,-5 39,5 27,5
1,00 1,80 52,0 41,5 55,0 40,0 -53,5 38,5
1,00 2,00 70,0 56,0 72,5 54,0 70,0 52,5
1,20 2,30 125,0 100,0 125,0 97,0 121,5 94,0
1,20 2,50 158,5 127,0 156,0 123,0 151,5 119,5
1) pin N/(mm 2 -m)
- in the edge of embankment and

- in the embankment.
When determining the permissible loading, the effect of arrangement on the resistance
has to be taken into account. In this case the equation (7.103) is transformed using
CTperm = p to and t t 0 + X1 with the result
fi![y = CTpermt 2 b/(12 + 12xi/hz + 8t/h 2 ) (7.104)
In the first case t = t 0 and x 1 = 0, 2 apply and p - 0, 125 N/(mni-m) is assumed. In
the second case t = t 0 + x 2 applies if the loading acts towards the track, otherwise t = t 0
as well as (:z: 1 + :r 2 ) instead of x 1 . The value pis assumed to be 0,100 ~/(mm 2 m).
In the third case t = t 0 + 1: 2 /2 applies if the loading acts towards the track otherwise
t 0 = t 0 as well as (.1: 1 + :x: 2 ) instead of :i: 1 . Table 7.13 shows permissible moments for
block foundations used by DB.
7. 7.3 Block foundations with steps

Block foundations with steps, also called gravity or slab foundations, are selected if the
soil is not suitable for side-bearing foundations. High external loadings may require
stepped block foundations as well. Therefore, this foundation t,pe is often adopted for
head-span poles.
In this case, the loading is mainly transmitted to the soil b, the bas<! area of the
foundation. In most cases and the vertical faces add wry little to t lie load carrying
capacity, becausP c"\ lateral constraint is no longer effect.in' in the backfill.
In literature, nrnny dc,sig11 11wthods for morn,ent'll:m-loaded block fo-u,71,clo,f;wns with steps
can be found [7.24] to [7 :30]- In cont.-wt line drsig11 practic-P the approach in accordance
with [7.24] is often nsc~cL It is ass11nwd that the loading is pndominantl, transmitted
through the basP area (Figme 7.29). Th(~ lat<!ral constraint is rn11sid<'r(d b> the ,.veight
forces of a soil body start i11g at t!H fo11 udatioll base with an angle 1 t o,,,uds the vertical
7.7 Fouudatious 389
_ ____,_ 0 R,Z
ffiMy
l--2--
Figure 7.29: Load carrying perfor-
mance of a block foundation with step.
z
A
-Y
Figure 7.30: Permissible range of ec-

... by/3
- ... I centricities ey and ez of the total load
b
Q 1: in a rectangular foundation base.
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
Table 7.14: Factor ,.,,n to take care of the effect of bank

gradient on the strength of stepped block foundations. (For
used symbols see Figure 7.32.)
Distance Ratio of height of bank/ Slope of hank
B to depth of foundation G /to n
m from to 1,00 1,50 2,00
0,25, 0,50 1,10 1,07 1,04
0 0,50 0,75 1,20 1,15 1,09
1,0 2 1,0 1,30 1,22 1,13
0,25 0,50 1,08 1,06 1,04
0,20 0,50 0,75 1,17 1,12 1,07
0,75 2 1,0 1,25 1,18 1,11
0,25 0,50 1,06 1,05 1,03
0,40 0,50 0,75 1,13 1,09 1,05
0,75 2 1,0 1,19 1,14 1,08
0,25 0,50 1,05 1,03 1,02
0,60 0,50 0,75 1,09 1,07 1,04
0,75 2 1,0 1,14 1,10 1,06
0,25 0,50 1,03 1,02 1,01
0,80 0,50 0,75 1,05 1,04 1,03
0,75 2 1,0 1,08 1,06 1,04
0,25 0,50 1,01 1,01 1,00
1,00 0,50 0,75 1,02 1,01 1,01
0,75 2 1,0 1,03 1,02 1,01
1,10 0,25 2 1,0 1,00 1,00 1,00
Weight force of the concrete body
QxB = (4,60 4,20 1,25 + 2,65 2,25 - 1,55) 22,0 = 777 kN
Weight force of the soil body
As = 4,60 4,20 = 19,32 m2
A 0 = (4,60 + 2 2,7 tan 27,5)(4,20 + 2 - 2,7tan 27,5) = 51,9 m 2
QxE = [(2,7/3)(19,3 + 51,9 + J51,9 19,3) :34,1] 18,0 = 1053 kN

7.7 Foundations 391
Figure 7.32: Stepped concrete block

foundation installed in an embankment.
Total weight force 1830 kN

Permissible moments:
Eq. (7.105) yields: ez = bz/3 = 1,533 m; ey = by/3 = 1,40
m
Mzperm = 1,533 (1053 + 777) = 2806 kN m
Myperm = 1,400 (1953 + 777) = 2562 kN m
The soil pressure is obtained from (7.ll0)
a= 1830/((4,60 - 2- 1,533) -4,20) = 284 kN/m 2

and
a= 1830/(4,60 (4,20 - 2 1,40)) = 284 kN/m 2 ,respectively.
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
Mzperm = 2615 kN 111 and Myperm = 2248 kN m.
If stepped block foundations are installed close to or directly in embankments, their

loading capacity is reduced depending on the installation conditions and the gradient
and height of the embankment. The permissible moments determined by the approach
described above have to be reduced by dividing with the relevant factors K,n riccording
to Table 7.14. The symbols used follow from Figure 7.32.
7. 7.4 Driven pile foundations

Driven pile foundations represent an economic alternative to concrete foundati,ms cast
in-situ and are suited especially for locations with deep good side-bearing soil or ,vith a
high groundwater table, which otherwise would require a costly shuttering of the exca-
vation and drainage of ground water. A variety of steel piles selected according to the
pole type have gained increasing importance. They are also suitable in case of narrow
site locations. They requir<' vrry limited excavation and minimise soil distmbance and
stratification in critical embankments.
Steel piles adopting (sheet wall) profiles in accordance with Figure 7.33 can be advan-
tageous for lattice steel, doublC'-channel and bolt-mountPcl H-lwarn poles. :\ concrete
li<~ader on the piles accornnwdatts tl1< h,tSf\ attachment of the pok \\'itl1 standard an-
dtor holts. l'lte pile sections ,m s<'lect<'d in acccmlm1cc with tlw lo;idir1g T110 ir1dividual
392 _? Crn~~~pan structures, poles and foundations
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
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
Ap = tan 2 ( 45 + <p/2) (7.107)
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)
where xz is the thickness of the non-bearing soil strata.

For the embedding depth into the bearing soil t 1~ = 1, 2t 0 applies in accordance \Yith
[7.32], where t 0 is received from
(7 .11 l )
7.7 Foundations__ _ _ _ _ _ _ _ _ _ __ _____________________________:3~9~5
which is solved numerically. The total pile length is
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)
with volurn<' of fou11dation,

- unit weight of foundation, e.g. of concrete,
- friction area,
Ti - skin friction value.
Tlw friction value T, dqlrnds on tlw material used for foundation and from the type
of soil. Table 7. Hi lists d;-1 La for friction brtwcrn conn(\te ,wd soil.
--
Direction of line
FAH l
I Iim I C\J
0
0
l[)
0 Table 7.16: Friction values between

iii
soil and concrete.
~ - + - - - ~- Type of soil Friction value
2
T, in kN/m
sand, very dense 20

sand, dense 15
sand, medium dense 10
I.. . \
I- .. I sand, loose
clay, hard
5
12
Figure 7.38: Foundation for stay (guy) anchors. clay, semihard 6
The anchor foundation is sufficiently designed in view of uplift if
The factor VA is at least 1,5, if FAv is the working load.

The horizontal loading is counteracted by the passive earth pressure, which may be
assumed as increasing linearly with the depth
e = !'E t (Ap - Aa) (7.116)
where !'E is the unit weight of the soil and
Ap - tan 2 (45 + tp/2) (7.117)
Aa tan 2 (45 tp/2) (7.118)
In these equations tp is the angle of internal friction (see Table 7.11).

In total, the earth pressure of a body with the depth / 0 and the width h is then
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
Table 7.17: Data of overhead contact line type Re 330 (DB).

Cont.act M0ssengm Return Parallel
wire \\ire feeder feeder
CuMg AC-120 Bz II 120 Al240 Al240
Mass per unit lengt,h kg/m 1,07 1,06 0,67 0,67
Diameter mm 13,2 1-1.0 20,3 20,3
Tensile force kN 27 21 4,8 8,5
Wind loac! 1 l per unit length N/rn 13,3 1-1, 1 17,4 17,4
1) clamps and droppers considered accordingly
Example: An anchor force FA of 40 kN acts at an angle of 50. In this case FAv =

FA sin50 = 30,6 kN and FAv =FA cos50 = 25,7 kN. The soil is assumed to be medium
densely stratified sand characterized by 'YE = 16 kN /m 3 , <p = 30 and Tr = 10 kN /m 2 . The
anchor foundation is of the dimensions t 0 = 1,80 m, bz = 1,20 m, bv = 1,00 m.
Therefore, with V = 1,8 1,0 1,2 = 2,16 m 3 and AR= 1,3 - 2 (1,0 + 1,2) 5,72 m 2 , if the
upper 0,5 m is considered as non-bearing, it is assumed according to (7.114)
Fic1 = 22 1,8 + 10 5,72 = 104,7 kN

From (7.117) and (7.118) it is obtained
Ap - Aa = tan 2 (60) - tan 2 (30) = 2,67

as well as according to (7.119)
E 0,5 16 1,8 2 1,2 2,67 = 83, 0 kN

The safety margin against pulling out is
UA = 104,7 /30,6 = 3,42

and against overturning
// = (104,7 0,5 + 83,0 1,8/3) / (25,7 2,0 + 30,5 0,5) = 1,53

The anchor foundation complies with all requirements.
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.
Contact wire height 5,300 m

System height 1,80 m
Stagger 0,30 m
Track Radius 10 000 m
Span length 65 m
Wind velocity 37 m/s
Wind pressure: 37 /1,6 = 855 N/m 2
2
Weight force of contact wire per unit length 22,5 N/m

The pole carries a termination for the return feeder. Dimensions and forces are shown
in Figure 7.39.
In the example only the numerical data is given in case of intermediate steps of calcu-
lation. Units are used as noted above.
7. 8. 2 Design according to recent European standards

7.8.2.1 Loadings
\ertica.1 loads (see (5.6a))

rnntact line equipment: VoHL :22,5 65 1465 N
Cantiltver: l'c;AN 1500 N
Parallel feeder line: Vr.,, G,7 65 440 N
Return feeder: 1 (, - c-;) 220 N
,.cRC
), I . )/) :_
'
Equipment of pole head: 1000 N
7.8 Example 399
Horizontal loads (see (5.17))

Catenary wire: FcAw 14,1 65 920 N
Contact wire: Fcww 13,3 65 865 N
Parallel feeder: FFLW 17,4 65 1130 N
Return feeder: FRcw 17,4 65/2 565 N
Pole (HE-B260): Fw 1,7 855 0,26 8,5 3215 N
Horizontal components of conductor tensile forces (5.10), R = 10 000 m, b = 0,3 m
Catenary wire: FcAH 21000 65/10 000 140 N
+ 4 0, 30 21 000/65 390 N
530 N
Contatct wire: FcwH 27 000 65/10 000 175 N
+ 4 0,30 27 000/65 500 N
675 N
Parallel feeder: Fpur 8500 65/10 000 55 N
Return feeder: FkcH 4800 65/(10 000 2) 15 N
Termination of return feeder: FRcL 20 240 4800 N
In case of design according to European standard [7.12] for steel structures ENV 1993-1-
1, the partial factors and combination factors for actions have to be specified. They are:
Permanent actions = 1,35
(if increasing the stress)
'YG
'YG = 1,00 (if decreasing the stress)
Variable actions 'YQ = 1,50
Combination factor Wind W0 0,60
Ice Wo = 0,70
The dead weight of conductors, cantilevers and poles as well as the radial forces of
conductors are considered as permanent actions, while wind and ice are variable actions.
The combination factor has to be taken into account if ice loads are present.
The loadings calculated above have to be multiplied by partial factors which are carried
when calculating the internal forces and moments.
7.8.2.2 Design of pole

Shearing forces and bending moments at base of pole
Qyd 1,35 (530 + 675 + 55 + 15) +
1,50 (920 + 865 + 1130 + 565 + 3215) = 11 763 - 11,8 kN
Afzd 1, 35 (1465 3,7 + 1500 0,54 3,70 + 530 8,2 + 675 6,4 + 5[> 9,0
15 8,20) + 1,50 (920 8,2 + 865 6,4 + 1130 9,0 + 565 8,2
+ 3215 8,5/2)
86 220 Nm 86,2 kNrn
CJ7,c1 1,35 4800 - 6480 N = 6,5 kN
Afyd 1,35 4800 8,2 53140 N 5:3,2 kN
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
Plastic strength, axial force (see (7.22))
Npl,Rd = 235 11800/1,1 = 2520 kN.

Plastic strength, bending moment (see (7.23))
J\;{plz,Rd 235 1283 10 3 /1,1 = 274 kN m,

3
J\lfplz,Rd = 235 602 10 /1,1 = 129 kN m.
From (7.21) it follows
6,3/2520 + 86,2/274 + 53,2/129 = 0,73 < 1,00
The strength is higher than the internal forces and moments.

The suitability for use, namely the deflection, has to be verified without any partial
factors.
Verification of deflection
The deflection perpendicularly to track is critical. The deflection under wind action at
the height of contact wire is according to (7.92)
fcww = [o,920 6,4 2 (8,2 - 6,4/3) + 0,865 2 6,4 3 /3

+ 1,130 6,4 2 (9,0 - 6,4/3) + 0,565 6,4 2 (8,2 -
6,4/3)
238
+ 3,215 . 6,4 2 (8,5/2 - 6,4/3 + 6,4 2 / (12 - 8,5))]
14 9
1170 - 238/14 920 = 18,7 mm~ 19 mm< 25 mm
The deflection at the height of the catenary wire under action of permanent loads is
according to (7.93)
fcAH = [o,530 - 2 - 8,2 3 /3 + 0,675 - 6,4 2 (8,2 - 6,4/3)

+ 0,055 8,i\9,0 8,2/3) + 0,015 8,i3 - 2/3
+ (1,465 3,7 + 1,500 - 0,54 3,7)8,2 2 /2] 238/14 920
674 2:38/14 920 - 10,8 mm < 0,01 8200 = 82 mm .
7.8 Example 401
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)
.fcA(IHW) = [1,450 2 8,2

3
/3 + 1,540 6,4 2 (8,2 - 6,4/3)
+ 1,185 8,2 2 (9,0 - 8,2/3) + 0,580 2 8,2 3 /3
3,215 8,2 2 (8,5/2 - 8,2/3 + 8,2 2 /(12 8,5))
(1,465 3,7 + 1,500 0,54 3,7)8,2 2 /2] 238/14 920
2382 238/14 920 = 38,0 mm< 0,15 8200 = 123 mm
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
(530 1,35 + 1710 1,5)2,16)/2,16 9195 N.

Internal forces at diagonal strut (see 7.15))
Loading case 1: Fn = (865 1,5 + 675 1,35)/ J1
+ (3,7 /2,16) 2 = 1115 N
Loading case 2: Fn = (435 1,5 675 1,35)/ J1 + (3,7 /2,16) 2 = 790 N
Internal moment at the top tube at attachment of the diagonal strut (see 7.16)
and Figure 7.40)
Loading case 1 (decisive)
JYJ8 = 1115 3,7 0,6 3,1/(3,7 2 + 2,16 2 ) = 420 Nm
Equation (7.21) applies to the strength in case of loading by axial forces and
moments, if the shearing force is low. Npl,Rd can be obtained from (7.22) using
err = 260 N/mm 2
Npl,Rd = 477,5 260/1,1 = 113 kN.
The value l\llpl,Rd results from (7.23) and Table 7.3
J\;{pl,Rd = 5,798 260/1,1 = 1,37 kN m.
Then, it is obtained
7,2/113 + 0,42/1,37 0,37 < 1,0 .
Therefore, the strength of the top tube is verified.
Verification of the cantilever tube 70 x 6, AlMgSil, F31
Internal forces at the cantilever tube (see (7.13))
Loading case 1 (compression loading)
FA (1465 + 750)1,35J,--i_+_(_3-,7-/-2,-1-6)-2
(865 1,5 675 1,35) / J~1_+_(_2-,1-6/-3-,7-0-)2 = -7840N.
Loading case 2
F.\ = -(1465 1,35 + 750 1,35 + '140 0,7 1,5)/1 + (3,7 /2,16) 2
(435 I, 5 + 675 l,~15) / J1 + (2,16/3,70) 2 - -8200N.
Loading case 2 is decisive.
Verification according to (7.25) ,vithout bending moments.
sk - 4280 mm; 1 = 12,73 nun; 1\ 1280/22.7:3 - 188;
7.8_ Example_ - - - - - ------- .. ----
X = 188/ (1r J7o 000/260) 3,65 according to (7.28)

</J = 0,5 (1 + 0,21 (3,65 - 0,2) + 3,65 ) = 7,5 according to (7.29)
2
X = 1/ (7,5 + J(7,5 2 - 3,65 2 )] = 0,071 < 1

Without moments the following is obtained from (7.25)
8200/(0,071 1206,4 260/1,1) = 0,41 < 1,0
Therefore, the strength of the cantilever tube is verified.
- Verification of registration tube 55 x 6, AlMgSil, F31
Use as a pull-off support
Internal forces at the registration tube, loading case 1
Fst -(865 1,5 675 1,35) = -2210 N .
Internal moment (see (7.19))
M 86 = 2210 0,071 + 1,35 (700 + 100) 0,7 = 915 Nm ,
Bk = 3950 mm; i = 17,45 mm
>, = 3950/17,45 = 226
X = 226/(1r )70000/260) = 4,38 according to (7.28)
+ 0,21 (4,38 -
= 0,5 (1 0,2) + 4,38 2 ) = 10,6 according to (7.29).
X = 1/(10,6 + J(l0,6 2 - 4,38 2 )) = 0,049.
With ky = 1,50 eq. (7.25) yields
2210/(0,049 923,6 260/1,1) + 1,5 915 10 3 /(14 778 260/1,1)
= 0,21 + 0,39 = 0,60 < 1,0
Therefore, the strength of the cantilever tube is verified.
- Verification of the diagonal strut 26 x 3,5, AlMgSil, F31
Internal force in the diagonal strut: -1115 N.
Bk = 1662 mm; i = 8,13 mm; ,\ = 1662/8,13 = 205;
X = 205/(1r J7o ooo/260) = 3,97

= 0,5 (1 + 0,21 (3,97 - 0,2) + 3,972 ) = 8,76
X = 1/(8,76 + )(8,76 2.3,97 2 )) = 0,060
-
N8 c1/NRc1 = 1115/(0,060 247,4 260/1,1) 0,32 < 1,0

Therefore, the strength of the diagonal strut is verified.
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:
lVz = 2290 Hf1 rnm:i fY = 42 3G0 10:i rnrn 1

fil/v = 804 10:l 111tr? fz = 15 280 10:i rnuf1
Eff('.Ctive width o,:38 !IL

-10-1 7 Cross-span structures, poles and foundations
Site: Plain terrain, bearing soil: sand, 1,0 111 below surface. Surface of soil 0,5 m below
top of foundation
Loading
Qy = 8,0 kN J\17, = 59,3 kN m hz = 59,3/8,0 = 7,40 m

Qz = 4,8 kN ll1v 39,4 kN 111 hy = 39,4/4,8 = 8,20 m
Resulting moment: !11R = )59,3 2 + 39,4 2 = 71,2 kN m

Resulting horizontal force: QR = J8,0 2 + 4,8 2 = 9,5 kN
Effective height for action of force above bearing soil
hR = 71,2/9,5 + 0,5 1,0 = 9,00 m .
Unit weight of soil 1 = 10 kN /m 3 ; angle of internal friction rp = 30

Specific soil pressure according to Table 7.15: ,\P = 3,0; depth of maximum internal
moment (see (7.108))
t~ + 3 0,38 t~ = 6 9,5/(10 3,0) = 1,90

This yields tm = 0,95 m
Embedding length (see (7.112))
t~(to + 4 0, 38)/(to + 9, 00) - 4t~(tm + 3 0, 38) = 0

Therefore, t0 ~
2, 75 m
Embedding length tE = 1,2 2,75 = 3,30 m
Total length of pile (7.112) L = 3,30 + 1,0 + 0,5 - 0,2 ~ 4,60 m
Stress of pile, permissible 140 N/mm 2
lWz 59,3 + 8,0(0,5 + 1,0 + 0,95) = 78,9 kN m

A1y 39,4 + 4,8(0,5 + 1,0 + 0,95) = 51,2 kN m
2
er 78,9 10 6 /2290 103 + 51,2 - 10 6 /804 10 3 = 98 N/mn/ < 140 N/mm .
Displacement of top of pile (see (7.113))
fz = 8,0 10 3 /(210 000 4,2350 10 4 ) [(7,4 + 0,5 + 0,65 3,30? /3

- (7,4 + 0,5 + 0,65 3,30) 2 7,4/2 + 7,f3/6] . 10 9
2,90 mm
.fv 4,8 10 1/ (210 000 l ,5280 HY1 )

[(8,7 + 0,65 :J,30f3j;3 (8,7 + 0,65 3,:30) 2 8,2/2 + 8,il/6] 10 9
5,20 rtlltl
Tlw founclrttion con1pli(1s wich all the r<~q11ire11w11ts.

7.9 Rdet<\llC<\s
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.
7.7 Bauer, K.-H.; I<.ieBling, F.: Fiihrung einer Bahnstromleitung am Oberleitungsgestange

( Construction of overhead traction power lines on contact line poles). In: Elektrische
Bahnen 78(1980)10, pp. 257 to 260.
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
7.15 Sachs, K.: Die ortsfesten Anlagen elektrischer Bahnen (The fixed installations of electric
railways). Verlag Orell-Fi.issli, Zi.irich - Leipzig, 1938.
7.16 Siiberkriib, M.: Technik der Bahnstrom-Leitungen (Technology of overhead contact

lines). Verlag Wilhelm Ernst & Sohn, Berlin, 1971.
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.
7.22 Heitfeld, K.H.: Ingenieurgeologische Probleme im Grenzbereich zwischen Locker- und

Festgestein (Geological engineering problems within the transition between loose soil
and rock). Springer-Verlag, Berlin Heidelberg New York;, 1985.
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.
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.
8.2 Maintenance installations

As a rule, the maintenance of electric traction vehicles is carried out at indoor depots.
The overhead contact line is extended into the depot and designed so that it may
be disconnected on each maintenance track. The dimensions of openings in the depot
swivel gates to allow entry of the contact vvire take into account the necessary clear-
ances required between live and earthed components. Covers of synthetic material at
these openings are designed to prevent flashovers caused by birds entering the depot.
Separn.tors for rolling doors permit closing of rolling doors (Figure 8.1).
Depot trn.ck disconnectors are used to switch off and earth owrhead contact lines in
depots and maintenance facilities. They are equipped with an earth contact. In the
disconnected condition they can be barred and locked. The key, which can only be
removed in the disconnected and earthed condition, enables opening of the entrance to
the~ work platforms. In the case of installations with more than nm tracks, the overhead
cont.a.ct lines of all tracks can be switched off by a master switch arranged outside the
building. Figure 8.2 shows a typical example of such an arrangement used in DB's
Munich depot.
Using local control panels, the disconnect.ors supplying the individual maintenance
tracks, can be controlled and their position can be monitored. The earthing of the con-
tact line is carried out by means of a manualh operated earthin9 switch. Its s\\itching
17
Figure 8.1: ~epara.Lm ror rolliuf-!, doors

410 ____________________
.::.::_::::__ _
8 Contact)ine designs for special applications
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
Figure 8.4: Untensioned ar-

rangement of an overhead
contact line in front of a wash-
ing facility (ARA) Munich.
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.
8.4 Separation between electrification systems

8.4.1 Introduction
In chapter 1 the various historically evolved railway energy supply systems were de-
scribed. Their geographical application is shown in Figure 1. l. The far ranging nature
of international raihvay traffic means that electric trains must be able to operate be-
yond the limits of individual supply systems. The first transition sect ion in a mainline
railway was established in Modane in France in 1930 [8.2]. The paper [8.3] refers to
the type and frequency of traffic and the type of adjacent supply s:s,-stems to be con-
nected as crucial to the design of the electrical instaJlation. The installation described
below provides secure electrical separation of the overhead contact lines of the adjacent
energy supply systems and the feeding of the traction units operating in both systems.
8.4.2 Syste111 separation sections on open lines

System separatum S!'.r:tums 011 open lines are negotiated b:s,r rn,u,lhplr- syslem traction
units. At system separation sections between DC and _.\C syst(\ms, tlw p;-rntographs
are changed usually heeans<! DC systems require higher curreuts M tlw same power.
Accordingly, they nc < cl specifically designed pantographs with i11c-r< ;-1s<)d 111asses and
1 1 1
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>
Auxiliary contact line Insulating rod O I>
Main contact line Main contact line

DC 3 kV
AVE AVE
Figure 8.6: System separation section on the Madrid--Seville line.

-------::,---i==::=} --------
AC 25 kV DC 1,5 kV
.,__..,___,,...,.
J
Figure 8. 7: System separation sec-
R<1 n tion in the SNCF network.
The AC 25 kV /DC 3 kV separation section of the Madrid-Seville line shmvn in Figure

8.G is negotiated with a lowered pantograph [8.4]. Voltage transformers are arranged at
the neutral section of auxiliary contact lines to trigger the s,vitching off of the supplying
substation circuit breaker in case of inadvertently raised pantographs. If this device
failed, the running of the pantograph into the earth section would result in a short-
circuit and s,vitching off of both adjacent power supply systems through the contact
line protection. Section insulators made of synthetic material are used to insulate the
different contact wire sections. They are also used for the passage of pantographs in
emergency cases up to speeds of 280 km/h. Figure 8. 7 shows a system separation section
of the SNCF between AC 25 kV and DC 1,S kV. It is formed by protective sections ,vith
earthed parts designed as overhead contact lines equipped with a section insulator. It
is designed with a power electronic diode, insulated track sections and an impedance
bond for the separation of the return current s~stems.
Iu case of system separations between closely related power suppl~ systems with differ-
ing voltage levels, for example DC 1,5 kV to DC 3 k\ or 15 k\. AC lG,7 Hz to 25 kV
SO Hz, neither pantograph changes nor dropping a.re required. However, as in cases of
phase separation sections, the engine driver must svvitch off the main circuit break<!r on
tlte traction 1111it. If the switching operation is not carried out the 'unintentional cner-
_1;zz'1:11,1; of the co:rthed sectum will result in a short-circuit and s,,itching off of the feeding
s1tbstatio11 circuit breaker, triggered lw th<' contact line protection. Especially in the
cas<' or high-sp<'ed traffic it is advantag<:ous to pass the s,stem separation sC'ctions with
11mxi1u11n1 line S[)<'<:d appl_,i11g HUtiti-systern I radio11 units.
41--1 8. Contact line designs for special applications
~------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
Figure 8.8: Overview of a system change railway station in Russia.
8.4.3 Stations with two power supply systems

Multi-system traction units need a higher investment than single-system traction units.
In the case of extended electrified lines on both sides of the system separation border
and heavily trafficked systems, a large number of multi-system traction units would
be necessary to guarantee the unrestricted operation in both systems. In this case, the
use of stations equipped with both adjacent traction supply systems and single system
trains is more economic. These system separation stations enable the arrival of trains
hauled by traction units with one system and its departure hauled by traction units
of the adjacent system from the same track as well as the necessary shunting trips for
changing the traction unit. The adopted designs and circuit diagrams for stations pro-
vided with two types of traction power supply vary widely, since in most cases stations
with existing track layout were equipped. There are stations with longitudinal and
transverse separation of the contact line (Figure 8.31) without switching the contact
line, as well as stations where the contact lines of several numbers of tracks can be
supplied with both energy supply systems.
In case of contact lines for one supply system only, the single system traction units
negotiate the system separation sections coasting with dropped pantographs. Shunting
locomotives with independent drives are used to return them to their home system.
If a traction unit driver does not drop the pantograph before the system separation
section, running into the earthed section triggers a short-circuit and causes the opening
of the circuit breakers in the supplying substation.
The number of tracks to be equipped with switchable overhead contact lines depends on
the track layout and the operational usage. The section insulators arranged above track
insulating sections divide the overhead contact line into individual switching sections
that are fed by specific switching posts. In a simplified way, Figures 8.8 and 8.9 show
switching diagrams for stations equipped with two power supply systems.
When locking in the route for the trains, automatic switching of the power supply
system is carried out. Because of thr dependencies of the positions of the points, the
disconnectors and the signals, running from one switching section into an adjacent. one
is only possible if both are fed by the same power supply system [8.5].
The insulation level of the overhead contact line corresponds to the system with the
higher nominal voltage. A protection against stray current corrosion is continuously
8.5 Movable -bridges 415
--"''--------------------------------.::.=
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
~E4 ~S2 w% wcj~ 6

W ~ , ~s1 ~E3
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
1 ' ~ ',l tG~f-/

7 ,) '~
L I
- ..._ - -<!r. _-- - , - - - + 1-I -11- .. -H-
r- -
-
/
-
-
-
-
- -
-
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).
necessary for all poles at the station.

Stations provided for two types of traction power supply systems permit mixed opera-
tion ofsingle-system and multi-system traction units. For slow trains, one-system trac-
tion units with engine changes are used while rapid trains adopt multi-system traction
units. These don't require a time consuming engine change with shunting operations.
8.5 Movable bridges

8.5.1 Introduction
A1ovable bridges enable an unhindered crossing of railway lines and shipping lanes
without limiting the clearance height for shipping. When equipping these bridges with
contact lines, the constraints of both traffic systems must be met.
In the Netherlands, some movable parts of bridges were not equipped with contact
lines but are operated in a coasting condition with the pantographs dropped. Overhead
conductor rails similar to those described in clause 8. 7.3 on both sides of the bridges
gradually guide the pantographs to their upper position and push them clown to their
normal level aft.er passing the bridge, if the driver has failed to drop the pantograph.
During this procedure the pantograph reaches maximum development, but this only
exceeds the maximum cont.act wire height by a small amount.
Bcca11se of their design, t.ltc pantographs used at DB ;.-uc able to dl'vdop to 6,85 m
,1ho\"(~ Llw top of rail. If the bridg<'S arc sit.m1,U~d dose to stations or signal positions,
416 - - - - - 8 Contact line (18signsfm _spe<:.ial applications
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.
8.5.2 Contaf.:t line design

8.5.2.1 Folding bridges
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 __
Figure 8.10: Folding bridge

close to the City of Papen-
burg.
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
8.5.2.2 Swivelling bridges
Swivelhng bridges rotate by 90 around a vC'rtical pivot supported on a pillar arranged

in the middle of the bridge and open shipping lanes on both sides. Laterally latching
runners, arranged at the moving part of tl1r bridge, form owrlaps with the counterparts
of the overhead contact line arrang('d at 1he adjacent rigid parts of the bridges or on
the river banks.
The swivelling bridge across the riwr Hunt<~ dose to Elsfleth (Figur0 8.13) is an example
of an installation which was electrified at, the time of the Br0.nwn-H11de-Nordenham
line electrification in 1980 [8.8]. B<'l'ore starting the swiwlling opc~ration, the locks of
the tracks and the bridge are liftr,d h\ 0JG m, the free ends of the bridges being
lifted by 0,20 m only. Att,ached to 1hr' swivelling part of the bridge is a 200 mm 2
overhead contact line supported bv a t('ctangula.: hollmY galvanised str!el section. The
overhead contact line can a<'.Cornrno<bll<~ t<~mpPrat11n' inducr~cl length variations tlirough
movable supporting clamps. S11spr~11sion ins11b-1tors i11 a triangular arrangement provide
tli(' connPction to tlw supporting l)(',\111s
419
Figure 8.12: Bascule bridge with overhead conductor rails from Fmrer + Frey on New
Haven-Boston-line.
Figure 8.13: Swiv<~lling lnidg<' across Lite river

Htu1t.e clos< tu rl1<' Citv of Elslktli tt1rni11g iu a lifted
position
420 . _ 8 Contact linedesigns for special applications
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].
8.5.2.3 Lifting bridges

In the case of a 17,fb,nr; bridqe the mOY<1ble section of tli<' bridge glides wrtically along
pillars arranged at both ends. In the opened for the navigation position, the raised
section of the bridge limits the clearance of ships, tlw tctllest n:ssels operating on the
shipping larn~ and the maximum vvater level determine the requinxl lifting height. The
lifting height of bridges varies from a fow meters up to 63 m as in case of the bridge
crossing the river Maas in Belgium.
The lifting bridge across tb~ I,at,tw.vk waterway within the Hamburg seaport depicted
in Figure 8.15 was co111111issioued in 1~)",3 and is used for rail and road traffic in parallel
whil(! th< lift.eel section is IOG Ill long and raised hv aro11nd 4G nL In 108:3. this section
of tit<' bridg<' was <!q11ipp<'d will! ;1 ('./)1/rludor rad mwrl,1:11,rl r:011t11d llnl' s11pported by
8.5 Movable_bridges 421
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
Pipe line cable undercrossing
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.
8.5.3 Electrical connections and signalling

Electrical connections and signalling must co-ordinate the moving of the bridge with
railway operation and mergining of the contact line. Before opening the movable part of
the bridge, the voltage on the contact line is switched off and can only be re-energized
after closing and locking the movable parts. Before and after the bridges there are
isolation points or protective sections which are earthed after de-energizing the bridge
section. The arrangement depicted in Figure 8.17 allows for the necessary switching
operations and the continuation of supply to successive feeding sections via by-pass
lines. These are often cables installed in the river bed or in pipelines. \Vhen adopting
overhead power lines for this purpose the necessary clearance for navigation has to be
observed and may reach up to 65 m. When planning the installation. the security of
the traction return current via overhead power lines or cable must be considered. To
ensure security of the return current during operation of a traction unit on the bridge,
the movable parts of the Kattwyk bridge were equipped with contact blades for the
return current. These use cables to connect the running rails of the indi\idual parts of
the bridge.
\,Vhile in the open condition, a stop signal is displayed to trains approaching movable
bridges, so a separate signal for the switching condition of the contact line is not
necessary. A special case exists for bridges where pantographs traverse the overhead
contact line at low speeds and with dropped pantographs at high speeds. For these
situations adequate instructions are given in the service instructions for sections with
speed reductions .
Figure 8.18: Level crossing between a mainline railway and a light-rail tramway in Markklee-
berg close to Leipzig, Germany.
8. 6 Level crossings of lines fed by differing power

supply systems
8.6.1 Crossing between mainline railways and tramways
In Germany there are some level crossings between mainline railways and tramways.
Examples are the following crossings
railway Schalke-\i\Tanne with the tramway Bismarckstral3e in Gelsenkirchen;
railway Huckarde Sud branch to Deusen in Dortmund and Dortmund city lightrail
system;
railway Leipzig to Altenburg and local tramway in lVIarkkleeberg close to Leipzig.
Since only pantographs are used for the tn:urnvay vehicle, it was feasible to wire the
lines crossing squarely with overhead contact line crossing equipment (Figure 8.18).
The contact wire of the mainline railway contact line is arranged underneath the contact
wire for the trarnwav system and provides more favomable rnnning conditions for che
mainline. Using additional contact wires damped to the contact wires, the difference
in !wight bet,veen th(~ crossing contact win'S is reduced and the traniw,-t_v pantogra.ph
is g11ided to the level of the lower mciin lillc contact wire. To amid ,inv longitudinal
movcrncllt ol tlw contact lines lwcause of L<'tnperntmc clrnng<'s. tll(' crossing is designrd
-124 8 Contact_line designs for special applications
- -------------
Lightrail tram
Main line railway
-l'"l; 1-+-l~ 1--

'_L' Figure 8.19: Schematic connection diagram of the
AC 15 kV crossing between mainline railway and light-rail
tramway at Markkleeberg close to Leipzig in Ger-
TDC 600V many.
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.
8.6.2 Crossings between light-rail and trolley bus lines

The only known level crossing ;)et;wee11 an electrified mainline railway and a trolley bns
line is at Innsbruck [8.2]. So, the following S<'ctio11 will concentrate on the large number
of existing crnssings helween light-'lnil s_vst ems mul trolley hns lines. The crossing com-
ponents are designed taking into rn11sid<,rnt.io11 thC' pa.ntographs or current collectors
nsed. The majority of light-mil S\sl.<'.111s 11s<' prn1togrnphs !hat t.011cli tlw contact \Vire
425
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.
Figure 8.21: Gliding shoe of a pole trolley current

collector.
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].
8. 7 Contact line design above level crossings

8. 7.1 Arrangements for standard height transports
Overhead contact lines limit the ma:i:inmm clearance for road traffic at level crossings
with raiZwa.y lines. According to the German directive for road traffic [8.11] the height
of road vehicles is limited to 4,00 m. Exceeding this \alue is only permitted in the
case of oversize f;ransports which havr. to be advised and approved by the traffic police.
German mainline rnilwav s_vst,<'111 levd crossings exist only 011 lirn~s which arr. negotiated
at a maximum SJH'l'd of l(iO k111/h. The standards EN ;::i0l:22-1, DI\ \T)E 0115-3 and
8.7 Contact ~11e designabove level crossings
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.
8. 7 .2 Arrangements for oversize transports with permanently

increased contact wire heights
If t.here is no restriction on the contact wire height caus(xl bv other structures, the
permissible height for passing road whides can lw incn'ased b, lifting the contact line
height where necessary. For example, for regular on~rsize transports with increased
heights the 1na:C'i.rn:um. 7;osszble contact wire hcu;ht, at le,el road crossings is approxi-
rnately 6,00 m on the DB rail system. This results from the ma:rinmm. devdo7m1.ent of
the pu:ntogro.ph which is 6,[>0 BL According t.o urc leaflet 60? this is reduced bv con-
tact wir<' uplift when pantographs pass by and tit<' additional dfocts consiclcrC'd in the
cxa111pk~ above. Deviations from tit(' standard co11tact wit<' h<>igltt rc'.quir<' an inneased
<'ffmt for cn~ction and rnaiutcnann'. for exalllpl<' hv tall<'r pol('s. incr<',1:-i<~d <'fforts for
,1dj11st111<'11t. 1111d incn'as<~d W<'at of tlw rnnt:HI wil<' '[ li<1<fon. s11ch d<\'i:1t.io11:-; should
-!28 .. ____ Cont,~ct. line designs for special applications
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.
only be applied in approved cases.

A further increase in the height for passing oversize transports is possible by de-
energizing and earthing the contact lines within the line section of the road level
crossing. The clearance between the road vehicle and the contact wire may be reduced
to a fow centimetres whilst still considering the sway of the vehicles. The tolerable
rna.mnv,rn, vehicle height, is nearly 6,00 m under the most favourable conditions. The
de-energizing and earthing of the contact line requires specialized railway personnel
and corresponding blocking of or breaks in train traffic. This procedure is only applied
in the case of rare oversize transports reaching maximum heights.
8.7.3 Arrangement of gaps within the overhead contact line

Interruption of the conlact line above a level crossing is an alternative for enabling
over-size transport crossings without restrictions 011 height. Before the gap in the wiring
pantographs have to be dropped and then the train rnasted through the crossing. The
level crossing of IlN 9 dose to Le Havre in Frauce [8.12] is such an example (Figure
8.25) The overl1<\ad coutac:t liu<>s are tenuin,\ted rigidly at gantries 011 both sides of
the mad.
K 7 Contact li1w tl_<:sLgn above level crossi11,s 429
Figure 8.25: Contact line design

used at the ovcr-si1/,C vehicle crossing
of RN 9 close to Le Havre, France.
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.
8. 7.4 Temporary lifting of contact line by movable cantilevers

8.7.4.1 General
If a level crossing is often negotiated by oversize transports which require frequent

contact wire modification, it rna.y he more economic: to install special arfjustable height
des(gns. An important criterion for the application of such special designs to increase
the clearance at level crossings is a combination of high frequency and increased height
of oversize transports for which other alternatives were uneconomic. The effort ex-
pended on such designs will be compensated by avoiding dismantling of the line and
the accompanied line blocking for long periods. These special designs can be applied
at level crossings of electrified rn.ihva_v lines with international rout.PS for oversi1,e trans-
ports, access roads to ports and production plants.
At the crossing between national highway B 8 and the Oberhaus<'n-Ermnerich raihvay
line at Wesel, Germany, an ov1:rhead contact line l-U'ting installation was installed in
the 1960's and 70's. This enabled the regular transportation of bulk, 1w1chiuc parts
from a nearby plant to th(' \Vesel River Rhein port [8.13] in G<'nwrny . Fom movable
overhead contact line cantilevers on both sides of the double track line section were
arranged at the double charrnel poles adjacent to the level crossing. (Figun' 8.26).
Installed on guiding channel sections, the cantilevers and the c:o11tad line above the
crossing could be raised by 3,00 rn. The operation was carried otl t b~, !Ilea.us of a steel
wire rope mechanism driven by electric: motors and c:ontrnllecl frn111 a nearh, barrier
post. In the raised position, no electric: tra.cti<,n mts possible. The installiition was
removed after the discontirmation of ov(~rsize transports.
The B<'.rli11-St.ralsuud rnilway lirH'. crnsses au i11tcrnatioual r0tll(' for lwan-\\('ight and
ov<'rsize vehicle t.rn11sporL1t.io11 <1t Bi<scnl ha! st.at.ion. \Vll('fl d<ct rih i11g I lt<' li11<' in 1988
a11d i11 vi<'w of ii propos(d J()() tu111spo1 t crossings jH'l \<'ill \\ it 11 a lwighl ol 7,00 111
8 Contact line designs for specia.l applications
Figure 8.26: Vertically mov-

able cantilever at a crossing
in the vicinity of Wesel, Ger-
many.
~ f~
/tl
Figure 8.27: Cantik~V()ts pivoting in a vertical plane at a level crossing in Biesenthal, Ger-
many
431
Reinforcing feeder line

<;>---<;>--------,--------------------0---0---
-,;e 1 '
Reinforcing feeder line
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.
8.7.5 Ten1porary lifting or re1noving of the contact lines by

n1anual procedures
Ir tlw clearance for passin, over-size transports is a rare c, C'.11L onl, 011e of the following
1
al L<)rnati, <)S can lw adopt.<)d

-- /tn,zs1,n,11 the rn11.!ad WU!'. /Jy 111,1:11.n:o of 1:r1:r:/:1,on rfru1,11's IJY ,1pp10'\.i1m1,tcly 1.00 m:
-132 8 Contact. J~1~_designs for special applications
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.
8.8 Container terminals, loading and checking

tracks, railway lines in mines
8.8.1 Swiveling contact lines
Container terminals will often not be electrified so that loading operations by portal
cranes remain undisturbed. This results in a change of engines after finishing the loading
operations and cost-effective availability of extra diesel or hybrid engines. The swivelling
of overhead contact line design described below and applied on parts of or the total
length of the loading track, permits secure loading and unloading of container trains
and the exclusive use of electric traction.
Installations as described in [8.15] enable swivelling in vertical planes of all cantilevers
of an overhead contact line section around their pivots at the poles. Swivelling upwards
as per Figure 8.29 a) or downwards as per Figure 8.29 b) of the cantilevers form viable
alternatives. Because of the lateral displacement, the contact line is moved out of the
clearance gauge of the track allowing unhindered loading operations. The geometry
of the contact line changes during the movement. A separate operating mechanism is
required for each pole.
According to Figure 8.30 the horizontally svrivelling contact line consists of a trolley
wire overhead contact line with bridle wires at swivelling cantilevers [8.16]. The contact
line can be negotiated at 75 km/h. The tensioning equipment at one end of the overhead
contact line section permits a lateral movement. of the overhead contact line initiated
by an operating mPchanism at the other end This movement leads to a horizontal
turning of around 85, and moves the contact. line out of the loading gauge within a
period of 2 min. Two-span overlaps accornmo<Lttc connection to adjacent contact line
sections. Such an installation ca.11 l><! sd, np using standa.rdized components and was
t<\St<~cl successfully in t.lH~ l07O's hv the f011n<r East G<!rman Ra.ihva.y DR.
Au alt.<rnative to S\\'i\<!lliug tlw mNli<'ad con! ,,cl line in contai11Pr t.Prrninals is to use
1It< 111;1:-;:im11m working d<'\'(\oprn<11! or 1l1<' pi111logrn.plis of 6,GO m. In this case, the
433
I
I
I
0-. a) b)
' I '
"J'--,, \
\'' \
','' h
\
' '\ \
.,
' \1
Figure 8.29: Vertically

swivelling cantilevers for
container i,tations.
a) swivelling upwards,
b) swivelling downwards
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.
8.8.2 Circuit diagra1ns for loading and checking tracks

Before swivelling the contact line or carrying out loading operations within its reach,
the contact line above loadzng (J'f checkinq tracks must be de-energized aud carthecL
Frequently required switching and earthing operations, e. g. for overhead coutact line
over loading and customs management tracks, can be eased by switching devices and
operating equipment similar to those shown iu Figure 8.2. Figme 8.:31 <kpicts a11 ar-
rangement known to raihvay operators as a custorns or safety connectum. Th(' overhead
contact line is separated by section insulators and fed or earthed through individual
disconnectors track by track. As there are systern separr-dion sections in the stations,
switching devices exist twice for each track, one for each power i,upply syst<\lll discon-
nector. At each end of a track, a control column is arranged where authorized persons
can carry out switching opcrationi,. Using keys and push lrnttons, 1.hcY ca11 ask for
pcrmissiou to violate 1uini11u11n clearances and ex.duded r<'.-Cll('tgizing of I.Ii< overhead
contact line. vVlwn i11itiaU)d hv tl1i1, operation, Lhe local m<~a train O[H'tatiolls manager
tlwu de-energizes and cart.h<)s t h<i line frorn the local area control pan<'I wit ho11t consul-
tation with the master co11trnl uinLre. The d<)-<\n<'rgized conditions of tit<' contact line
ar<' then signalled to tlw <ontrnl colt111111. ( )11ly if all sup<'tTisillg part i<'8 ill charge of
d1<'.cki11, Lil<' co11Lact !ill!' i11sl,ilL1Lio11 a,n'.<) Lo I<)-<'IwrgiZ!' 1,, opcrnt.irn; of the lock crnd
8 Contact line designs for special applications
. --------------------------~---~--~---
I Rnnning rails for the crane I

Container portal crane
JI -------------------------------
If Travel track Trolley wire contact line
flexibly tensioned
JI Inter-storage area
--- ---------------------------------- Flexibly tensioned with
a) Twin span overlapping electric rope drive
~-'
! ----1
j_ 60 60 60 60
r:11 l=r,
5500
1 2 3 4 5 n-3 n-2 n-1 n

b)
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.
8.8.3 Swivelling stopes and laterally arranged overhead con-

tact lines
Trolley-type overhead contact; l-i:nPs, which are supported by poles mounted directly onto
movable tracks of railways iu mines are known as stope-type contact lznes (Figure 8.32).
A drmn arranged at the end of the track, called stope end blocking, compensates
the required change of l<~ngth in mine ra.ilway service. Before moving the track cle-
e1wrgiiing of the overlwad contact li11<~ is carried out by a circuit breaker and the
contact litw is tlwn ea.rth<'d El<~d.ric mine lornmotives are equipped with additional
r:urrenl r:nllec/:nn; (Figm<' 8 :H) a1T,\llg<~d lat.<~rnlly. They provide po,v<'r supply within
8.8 gc:ir1t.,~t11~:i terminals, loading_ ai1c(diecking t,rnck?, ~ail way linPs in rni11~_ -----------=4:-=3-=-5
15 kV 16, 7 Hz System separation section 3 kV
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 2 ,S,'r:l1wach, G.: Oberleitungen for hochgespannten Einphasenwechselstrom in Deutschland,

Osterreich und der Schweiz (Overhead contact lines for high-voltage single phase cur-
rrnt.s in Germany, Austria and Switzerland). Verlag Wet7,el-Druck KG, D-7730 Villingen-
Schwenningen, 1989.
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 . 1 Buw11. E.: Kisf:nrir, H.: Systemtrennstellen auf der Schuellfahrstrecke Madrid-Sevilla

(System sc~p,natioll sections on the high-sp<\ed !in<~ Madrid-Seville). Elektrische Bahnen
<J')( 'J, I)"
, ~ 1<) lL PP --~- t,0 2)
')')<J 1
,J.J ..
8. 9 R.eforenn~s
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. 7 Scl1a.for, H.-D.: Elektrifiiernug der Streckc SaJbergcn--Emden-Norddcich (Mole) (Elec-

trification of the Salhcrgc)n Emden Nonldcich (Mole) line in Germany). Elcktrische
Bahncn 78(1980)10, pp. 265 to 269.
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.
8.10 Schmieder, A.: Niveaugleiche Kremmngen elektrifizierter Eisenbahnstrecken mit Obus-

linien (Level crossings of electrified railway lines with trolley bus lines). Signal und
Schiene, 34(1990)4, pp. 154 to 157.
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.
8.14 Schmieder, A.: Fa.hrleitungshebeeinric:ht.ung for die Durchfahrt. von Grof.haumtranspor-

ten an niveauglcichen Bahniibergiingen (Contact line lifting equipment for the passage
of oversie tran:-:ports at level railway crossings). Die Stra/3e, 30(1990)6, pp. 20G to 210.
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].
9.2 Technical principles

9.2.1 Propagation of transversal impulses along the length of
a contact wire under tension
Orn nit.cria detc~nnining the interaction of pantograph and overhead contact wire, is
the way impulses are propagated as wavc\s along tlw lc11gth of the contact wire . A useful
1110dd of the pnH"<~sscs iuvolvc d is achieved liy t1cati11g the contact wire as a tensioned
1
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
H. -- Figure 9.1: Equilibrium of forces acting on a

0
x contact wire element
assumed to have a negligible stiffness with a longitudinal stress a and a density 1

(Figure 9.1). When a wire, which is subjected to a longitudinal force H 0 = aA is
deflected transversally, each wire element of length dx experiences a restoring force
according to the following equation:
Fy = H 0 sin (a+ da) H 0 sin a~ H 0 da (9.1)
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
_IJ = f (.1: Cp t) (9.5)
"herein
<p = Fh = JH /ml 0 (9.6)
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
Figure 9.2: Traction vehi-

cle with pantograph movmg
along a contact wire
9.2.2 Behaviour of the taut contact wire when subjected to a

constant force applied at a point rnoving along it
The objective is to describe the behaviour of the contact wire when a pantograph
pressing against it with a consta.nt force F~ travels along it at a speed v (Figure 9.2).
For this purpose, differential equation (9.4) can be supplemented to obtain:
32y . 2 32'.Y F~ .
;:) 2 -
ut
cP :=i ?
ux-
+ -6
r (;i: - :i:o) (9.7)
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
c5 (:x: - :r o) =L (\ si 11 ( 117T i: / I) (9.9)

n==1
in which
C 11 = 2/l sin(mr.i: 0 //) 2// sin(nJTvt/l) (9.10)
Bv inserting (9.9) arnl (9.10). (9.7) is tnmsformed to

(J'2y ' [J2'l) 2F.' ex:'
:=i :)
uf-
- , + -r,1uL si11(w11.c//) sin(n7T'ut/l)
ci u:r-
1
)
n== I
(9.11)
As ct solution approach for <qu;.ll ion (9.11), the equation

'Xi
u(r, l) L !111(!) - sin(m,.r//) (9.12)

11 I
be 11sed. Ir U) l'.2) is iw;<'tl<d i11tu (D.1 L), we obtain a

<,t11 S(\<01td-ordcr littear diffnential
<'<p1atio!l for th<' fu11cliow, 11 11 ( / )
i1,,(!) + r~, (mr/1)~ 11 11 ( / ) ('> 1/iJ~./) si1t(1rTtl'!//) (9.L3)

442 9 Interaction ofyantog_E,~P}_is and overl-1._eacl contact lines
X
P0 =canst
Figure 9.3: Dd.ermining the contact wire uplift
The general solutions for equations of this form are
(9.14)
From (9.13) and the above, we obtain
(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
Yn (0) = C2n (n1rcr/ l) + 2F~l / (1 (n1r)2 ( c~ - v2)) (1rnv/l) =0 (9.16)
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.
9.2.3 Contact wire uplift at high speeds

As an initial condition for dd.<'rrnini11g r:ontud 'tmre 11,71hff; at high ti a.in speeds. reference
[9.5] as::mmes that a.t th<' tirn<~ t = 0, cl <rnwentrnt<'d, constant !'ore<' r~~ is act.in, on
443
point :c - 0 of a stationary contact wire (Figure 9.3). By multiplying equation (9.4) by

the contact ,virc cross-section and adding the term q(.r, t), it is transformed to
(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
v,(t < 0) = 0 ; u(0) = 0,5 ; '/1,(t > 0) 1 (9.21)
Since q(:r:, t) = 0 for :r-/- 0, equation (9.19) will result in
a2v I at2 = cia2v I a:x:2 (9.22)
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
y'(O, t) -F~/(2H0 ) 'u(t) (9.24)
In the region :r > 0, only one wave y(:r:, t) = f 1 (:z: cpt) can occur, and for this reason
;lj(O, t) = -cry'(0, t) cpF~/(2 H 0 ) u(t) F~/(2 nicp)u(t) (9.25)
By integration, this results in
y(0, t) = F~cpt/(2 H 0 ) = ,{0 (-cp t) (9.26)
The solutions of this equation for :i: -/- O are
y(:1:, t) = 0
y ( :r, t) - F~ ( c:P I - :1:) / (2 H O) (9.27)
y(i:, t) J~(cpt + ;1:)/(2 H0 ) for -- Cpl :S :r < 0.

Tlwrdon, at any time/ > 0, tl1cre arc 111inor-sv111111<tric:al, straiglit-liue wave fronts of
grn.dic11ts FU(2110 ) awl +F;;/(2 H0 ) 011 tli(' 1 iglit-lwud and 011 tli<' left-hand side of
444 9 lul.<\ractiou of pant.og,r,ipl!s a!_1~!__~<>.!}1ead contact lines
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
q(:r, t) = F~(t;)o(:r) u(t) (9.29)
Instead of (9.26), the corresponding solution here is

t
y(O, t) = cp/(2 Ho) j F~(r)dr (9.30)
0
and instead of (9.27), we obtain
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
9.2.4 How a concentrated mass reflects transversal i1npulses

travelling along a contact wire
An impulse moving along a contact wire may be blocked, i. e. stopped, at a point
.1: 0 in that the motion at this point is pre,ented or compensated by a force acting at
this point. The motion at the point :i: 0 to be compensated can be termed y0 (t). It is
described by
(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:
Yt [t (x - xo)/c] Yo [t (.T - xo)/cr] + Yr [t - (x 1:0)/cr] (9.39)

For an incoming sine wave y 0 (t) = y0 e)wt, the specific solution of (9.38) is
y(t) = Yo(l 19j w)/(1 + 19 2 w2 ) eiwt (9.40)
with
19 = IVI / (2 m~wcp) (9.41)
The additional motion Yr (t) is thus calculated as
Yr(t) = y(t) - Yo(t) = -:9019w(.i + t9w)/(l + 1J2cJJ 2) ejwt = :Oreiwl (9.42)
and from this equation, the reaction force
F;(t) = 2m~wcp.l/r(t) = -y 0 2j m~wcpt9w 2 (j + 19cJJ)/ ( 1 + 19 2 w2 ) eiwt
f;ofdw 2 (1 - j 19w)/ (1 + l'.J 2 w2 ) eiwt (9.43)

can be calculated. The n,,Jfrct;-ion coe.ffit'ienf; is
r = :9r/'Do - -'l9uJ(.j + ,~w)/(1 + '!92w 2 ) (9.4'1)
From (9.43) it can be clc!dnce~d that tlH) amplitude of the :eaction force F/(t) will
be ,00 1'vl w 2 at low frequencic~s. At higher frequencies, this amplitude will l,e~ !Jo M w jl) =
2 ,00 ,n~;wcpw, and therefrn<~ proportional to cu. In this situation, the rdi<!ctiou coefficient
will be -1, i.e. for very short \\,we kugths the conceut.rat<~d mass has the~ sa.11w effect
as a fixation of the conta<'1 win a.t that point
9.2 ~echnical principles 447
a) t r =0.4, Y = 1,5
_ _ _ _ _ _---1'.c...::<=2::::::::::J=:::::::=:~;:;;:.__!:!_D_ _ _ _ _~ .
t7
~ catenary wire
------ dropper ty
contact wire
dropper
Figure 9.5: Reflection of a wave front

by a dropper. (G BA: primary wave,
NA: transmitted wave, EF and EA: sec-
ondary waves, NZ: dropper)
a) Condition shortly before the wave
F _j_ - - A
T meets the dropper
E
~,_ ____,_ X b) Condition shortly after the full wave
Running direction has passed the dropper
9.2.5 How a dropper reflects transversal impulses travelling

along a contact wire
In a catenary overhead contact line installation, the contact wire and the messenger wire
are connected to each other by dropper wires which will reflect transversal impulses.
The contact wire is subject to a tensile force Hew and the messenger wire is subject
to a tensile force HCA.
The masses per unit length are m'cw and m'cA respectively. The mass of the dropper
is Jill. The wa.ve in the contact wire, y 0 (t x/ccw ), reaches this dropper, which is at
position :r - 0, from the left-hand side (Figure 9.5) and will tend to impart a motion
y0 (t) to the dropper. The droppers react to this wave by <.:arrying out a motion y(t),
the catenary wire ,vhich is considered to be stationary, exerts a reaction force F+
-2mcACCAY and the contact wire exerts the reaction force F~;w = -2m'cwccw(f;-:i;o)-
In addition, an inertia reaction force - l\lf:ij will occur. The equation of motion of the
dropper is therefore [9.5]
I
2 (rncA ccA + rncwccw
I )
Y + ; Y = ?~ mcwccwYo
]\f '. I
(9.45)
where ccA - J
HcA/rn'ci\ and ccw - J
Hew /m'cw are the wave propagation speeds
along the messenger wire and the contact wire respectively.
This (~quation is the same type as (9.38). For an incorniug sine wave y 0 (t;) - Do eiwt,
the specific solution is obtained
y(t) - 2 m~;wCcw / [2 (m.~;wccw + m~:A ccA) + Alj w] Do eiwt (9. 16)
0
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:
- (y,/uo) r = rn~:/\(:cA/('ln~:/\cc:A + 111~:wccw)

JHcAmc:A / ( JHc:J\rn'c:A + JHcwm~;w) . (9.48)
if the sign which expresses the phase reversal is eliminated.

Usually, a dropper is made of thin, highly-flexible wire that is subjected to a load
equal to half the weight of the adjacent contact wire segments. If the dropper is lifted
by a wave moving along a contact wire, this tensile force is reduced by m~A CcAY -
m~wccw (:i; - i;0 ). The dropper will become slack when the resulting tensile force is
negative. If the distance between droppers is l. the initial tensile force on the dropper
is 1n~wg l and the dropper will become slack when
(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
9.2.6 Doppler factor

Reflec/;ions of tran.':lvcrsal wave:-; by stationary passive masses or other non-homogeneous
sections of the contact line equipHwnt do not lead to au increase in the amplitudes.
However, amplitndc increases c:;-1.11 O(Tllr at a pantograph moYing tovvarcls the transver-
sal waves which have been reflected by a dropper or a ste,uh arm [9.8, IJ.9]. The
pantograph moves along the contact, wire at a speed v. Let us assurnr\ that tlw contact
force acting between the coll(\C'tor and the contact wire is increas<\d by .6,.F(i due to
son1e disturbance, e.g. due to an impulse ou the wire. The effect of this contact force
increase is superimposed linearly on the other contact win\ and pantograph motion
components. According to equation (9.28), the speed of the resulting motion is
!io - !::,F~/2 rn~w ccw (9.Sl)
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
Yb = !io/ (ccw - v) (9.52)
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)
and forces the collector to move vertically at a speed of
!i1 = y: (Ccvv + v) = :/Jo r (Cc\V + v) / (ccw - v) (9.54)
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
o - (ccw u) / (ccw + 1) (9 ::iG)
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
fron1 which it can he dedtH'<'d
!::,F'I (r/n) ~1~; (9.G8)
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
For mechanical waves, 'the reftection factor of this discontinuity is r. A pantograph of

mass lvfs is assumed to be moving towards the discontinuity at a speed v, keeping in
contact with the contact wire, but not exerting any force upon it. A force F~ suddenly
occurs after point x 0 has been passed. From x 0 onwards, it will uplift the contact
wire. The upward motion of the contact wire precedes the pantograph at the wave
propagation speed ccw and is reflected by the discontinuity. The reflected wave front
travels towards the pantograph and is reflected by this, whereby additional energy
is imparted to the wire due to the pantograph's motion. This procedure is repeated
over and over until the pantograph reaches point :rr In Figure 9.6, it can be seen
that each consecutive force increase will be greater than the initial one if r / a > l. The
amplitudes of the system will increase until point Xr is reached. If, r / a < 1, the contact
force variations will decay. The ratio r / o: is called the ampl~fication coefficient
,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:
v ' = Ccw (1 r) / (1 + r) (9.60)
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:
r 1 / ( 1 + /(Hc:wm,~:w) / (HcAn1,'cA)) (9.61)
Example: If the characteristic values of a DD standard catenary system Re 250 [9.10]

are inserted in equation (9.60), the result obtained with Hew = HcA = 15 kN: rn'cw =
1,08 kg/m; me::\ 0,59 kg/n1; ccw 422 km/h and r = 0,425 is Vn (Re 250) = 170 km/h.
This value is far lower than tlte <ksign speed. For v 250 km/h, we obtain er = 0,26 and an
amplification coefficient ()l LG:3.
9.2 Technical pri1_1_ci~les 1
9.2.7 Natural frequencies of an overhead contact line

An overhead contact line is a mechanical system which can oscillate with a large number
of degrees of freedom and has nurnerous natural frequencies. Figures 9.15 and 9. lG show
the spectra of an overhead contact line. According to [9.S], an overhead contact line
suspended between equally spaced poles will exhibit sym,1netrical and anti-s:vmmetrical
oscillation modes. In the former, two point, spaced symnwtrically rdative to a reference
point will oscillate in phase. In the latter case, they will oscillat(\ at opposite phases.
In the symmetrical mode, there will be an oscillation peak (ant in ode) at the axis of
symmetry (i.e. the reference point) and in the anti-symmetrical rnode, there will be
an oscillation node. In an overhead contact line comprising an even number of pole
intervals, the axis of symmetry is at the support point.
With anti-syrnrnetrical oscillations, the wavelength of the basic natural frequency is
equal to twice the mast spacing. If we assume the oscillation to be a stationary wave,
the frequency can be calculated as
I
v l Hcw,cA rncw,cA
(9.G2)
Hz m N kg/m
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.
9.2.8 Dynamic characteristics of typical overhead contact line

designs
Table 9.1 shows the dynamic characteristics of the DB standard overhead contact line
designs Re 160, Re 250 and Re 330. The wave propagatwn speeds are between 382 km/h
and 572 km/h. They are the main component determining the Doppler factor, which is
0,41 for Re 160 at lG0 km/h and 0,2G for Re 250 at 250 km/h. Overhead contact lines
havi11g the same dynamic characteristics as tlw Re 1GO design ca11 also lie op('rated
at higher speeds, which is the case for the He 200 standard design. The' r<'flcction
cocffici<~t1Ls of all three designs are almost <)quaL It is uot possibl(' to choos(\ the caL<mary
wire specifications sole!_, with th(' olijc~ct,ive of 111iui111i1ing tll<' rdl(~ction rnd!ici<'llt., since
Liw r:u11c11J,-1:ar'l)/ln1J rn,1;ru1J,y arn! dast.ir:1,/,y an~ of <'<put! irnporLattL
-152 9 fotnra.c(;ioll of [lillltographs and 0\f(:r!~~~~~~mtact lines
Table 9.1: Dyna.mi<: d1a.rad,<\ristics of DB stall(hnl ov<:rlH:ad contact

line installations [9.G, !).9, 9.10]
Cont act, line desig11 lJHits Rel60 He250 Re 330
Contact wirn Cu AC-100 C11A1--', AC-120 Cui\lg AC-120
te11silc for cc kN 10 15 27
Catena.ry wire Bz; 50 13z; 70 Bz 120
tensile fore<: kN 10 E, 21
vV,ffe prnpagatio11 speed km/h 382 427 572
Non-u11ifo1mity % 20 10 8
Reflection coefficient 1 0,413 0,425 0,465
Doppler factor 1 0,41 0,26 0,27
(160 km/h) (250 km/h) (3,30 km/h)
Amplification factor 1 1,01 1,63 1,72 I
I
Natural frequencies Hz 0,74/0,76 0,96/1,02 1.06/1,15
0,75 ~ - - - - - - - - - ~ - ~ - - - ~ ~ - - - ~ 7,5
Re 16 -, /'----Re 250 / '----Re 330
I / R 250 V / /
l
/ (1 88)"'1 /
I
050
Figure 9. 7: Doppler fac-

100 200 300 400 500 km/h 600 tor a and amplification fac-
Running speed v-- tor ,v
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
9.3 Simulation of interaction of overhead contact

lines and pantographs
9.3.1 Purpose and objectives
Use of empirical methods in the dev<~loprnent of new on~rl1ead rnutact li1w designs,
which were common in the early period of electrical traction systems, is uo longer
feasible for systems intended to supply high-speed vehicles. The practical experience
required for further empirical devdopmr.nts is not available for the effects occurring at
such speeds. At the same time, the interaction of contact line\ systems and pantographs
becomes more pronounced with increasing speeds, so that a useful design strategy
can only be achieved using various models of the overall system comprising the two
components, overhead contact line and pantograph assembly. Computer sim:ulation
'models are an obvious choice for modelling the interaction of these components. Such
mathematical models can be used to illustrate the effects of parameter variations and
to evaluate the interaction of different subsystems.
The objective of dynamic simulations is to determine the time-related behaviour of
the moving contact force e:rerted by the collector strips on the contact wire and of
the associated lifting of the contact wire. In this process, it must be possible to analyse
the interaction of multiple contact points simultaneously, e.g. when studying the use of
individually sprung collector strips or multiple pantographs. To enable validation of the
models used, it must also be possible to calculate other characteristics that are easier
to measure than the contact force, e.g. the motion of the contact line system [9 .12].
To adequately take into consideration all relevant characteristics, a model must be able
to simulate the following characteristics of the overhead contact line equipment:
all types of contact wires, catenary wires, stitch wires and droppers, including
their material characteristics and installation conditions,
different overhead contact line equipment, e.g. stitched catenaries, with a'UJ'l1iary
catenary wires 01 with uneven dropper spacing ,
the dynamic characteristics of all supports, i.e. of the steady arms, cantilen:r
supports and masts,
discontinuities such as section insulators, overlapping sections, reduction of con-
tact line height and contact line installation above points and
complete tensioning lengths.
The pantograph and collector model must take into consideration the following ess<'ntial
parameters:
different types of pantoqrnph m,rx:ha:nisrns and their respective cl1aract<'ristics. e.g.
single-arm pantograpl1s. twi11-arrn pantographs, and
different types of contact d('lll('llts, c. g. pau heads, individual rnllcct<>r s( rips.
The parameters of suhs,vst<~1t1s should be casv to change 1wrn1it ti Ilg the optimization
of parameters. Fmthennor<'. the qu,ditv of tlw rnodds of th<' pantograph and of the
<W<~rhead contact line must IH' <'q11cd or 11<'.a.1 l_v equal to prn('llt rnislcndiug c,tknlations
of results .
The pantograph and the co11Ltd li11,, <'<p1ip111('11(. ,m' ( \\() i11d,1><11d<'11t s, s(c'111s, ,tpcdi!('
-154 9}nteractiou ofpantographs and overhead contact lines
m 1 = 10,5 kg
Ff
<
?
m 2 = 8,53 kg
I
m 3 = 10,57 kg
t
%/ % 1///% /
Figure 9.8: Three-mass-model Figure 9.9: Six-mass-model of pantographs with

of a pantograph type SBS81. individually sprung collector strips (Symbols as in
m = partial masses; c = modu- Figure 9.8)
lus of elasticity of the springs; d
= damping; FR = friction force
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.
9.3.2 Model of the pantograph system

The pantograph point of contact with the overhead contact line forms the coupling
point between the two systems. A suitable simulation of the beha\iour and interaction
at this point is required. The contact force and the vertical motion of the contact point
must be calculated. If a plane model of the system is used, the force is considered to
always act on the same point of the collector strip. The spatial effect of lateral contact
wire shift can be taken into consideration by assuming a linear lateral shift of the point
at which the force is applied to the collector strip.
A simple model involves repn!sentation of the pantograph by s-ubstztute musses which
are coupled to one another through springs and danqwrs . The oscillation beha\iom of
such systems is descrilwd hv a s_vst<~m of second-order differenti,'ll equations.
The number of equations is detcnnined h:v tlw number of sul>stit11te masses. i.e. by the
number of degrees of fn:edom of t ll(' sYsL<'lll. i\lodPls with three substitute ltlasses are
usually used. They perntit tit<' us<' of rn,1ss<'s tu n'[Jt"(~S<'rrt tli<~ l()\n~r lnune. th<~ upper
455
Y= (i:)
'!'
Figure 9.10: Analytical pantograph model
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
200 - --------- -1Q:'l,J/m

N/(ms 2 )
100 -
70 -
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.
9.3.3 Contact line system models

9.3.3.1 Basic considerations
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.
9.3.3.2 Modelling with the aid of the finite-element method [9.16]

In case of the .finite elernent method the overhead contact line equipment is subdivided
into differential elements which are linked by coupling mechanisms easily described in
mathematical terms. This leads to a system of differential equations which permits
modelling of the overhead contact line installation to be created with any desired level
of accuracy.
However, since the elements selected must be small enough to permit the study of
the dynamic processes, systems of more than 2000 differential equations would need
to be solved for a complete tensioning length. The moving excitation point means
that the system description matrices are time-dependent and must be re-formulated
for each point of contact. The solution of these problems requires complex calculation
procedures.
Models of this kind are successfully used for calculating stationary processes, e.g. for
calculations of elasticity [9.17]. They have also been used for dynami<.: calculations, e.g.
as reported in references [9.18] and [9.19]. However, to reduce the calculating tirne in
these cases, the wire between the droppers was not further broken down into individual
elements but substituted by rod or string elerrn~nts. This achieves good model detail
but can lead to errors, particularly when modelling effects of parameters in the higher
frequency ranges.
9.3.3.3 Analytical solution in the frequency area [9.14]

Analytical solution in the frequency area is based on a contact line system of infinite
length, which is supported by jointed supports at finite spacings. The individual sec-
tions are allowed to oscillate independently. The associated Lagrange's erruaiwn8 ctre
solved by means of a Ritz approximation method. The accuracy of the solution obtained
is determined by the order of the approximation approach. An order of 90 was used
in calculation examples for three longitudinal spans in [9.14]. Computer calculations
for a complete tensioning section would take a long time. Fourier solutions of higher
orders are used to model the rnupling between the wire and the pantograph Lo calculate
the contact forces. This further increases calculation complexity and cornp11t.er loads.
The model has been used for opti111izing pantograph parameters. Any modification of
contact line system panu11ct<~rs is very cornplicated.
9.3.3.4 Method using frequency-dependent finite elements

The method using fre1ru,enr:y 1fr111"11dcnt finite dc'//1,en/;s is basl'd on a 111odel as d<'Scrilwd
i11 section 9.3.:3.2. lt was iul rod1wf'd willi the objectiw of r<'duc-ing 111<' order of the
rn;d,ric<'s tl(!<'d<'d i11 !lie <11t,dYsic; oft It<' liigh<'1-frcqt1<'IW\ prn<<'SS<'S. wliil< rdai11ing tit<'
458 9 Interaction of pantographs and overhead contact lines
tension pole elements: suspension pole
~ springs
masses
conductors
Figure 9.12: Equivalent model scheme

describing the oscillation of a catenary
contact line installation
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.
9.3.3.5 Modelling on the basis of d'Alambert's wave equations [9.5]

The contact force deflects the contact wire and this deflection is propagated along the
contact wire at the wave propagation velocity. It is reflected by discontinuities such
as droppers and is also transmitted to other wires by these components (also refer to
clause 9.2.5). At the point of contact, the pantograph will respond to impulses in a
specific way. This model is based on d 'Alambert 's wave equation and available as a
computer model and can be used as a catenary system model [9.3]. The motions of the
elements of the catenary system are obtained by superposition of the individual waves.
The realistic representation of the dropper wires as string elements. which can only
exert tensile forces, is a major advantage here. However, the significance of dropper
wires going slack and the consequent affect on the contact force is assessed differently
by various authors in their respective publications. The calculation effort for this model
is high for complex contact line systems and increases even further if \,nving dropper
spacings have to be taken into considnation.
9.3.4 Overhead contact line installation 111odels using

frequency-dependent finite elements
9.3.4.1 Mathematical description
As an example of a metlwd ul simulating the interaction of pamngrelplis and ov<!rlwacl
co11tact line installations. tli<' 1netliod of fu:rruenq;-dependenl jimle dr:111.cnls will lie
~.~ ~.~
H -,~ t_r;_ _ _m__ _ _ v,t_~-H Figure 9.13: Differential ele-

ment of conductors with degrees
0
r-;=-- X I 0
of freedom z1 and z 2 at the
boundaries
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)
Using the solution
z(x, w) = A sin /3.T + B cos f3:.r

J
with /3 = w / ccw = w / H0 /'m' and the boundary conditions z = z 1 for x 0, and
z = z2 for :r = l, from which it can be deduced that
B - z1 and A = z2 / sin (3l - z 1 cos f3l/ sin f3l
the general solution is obtained
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
'z f. = r:r + 11(

z '/, (9.67)
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
\Vhen the substitute masses are introduced, this is transformed to
Then, the elements of the mass matrix can be determined from

l
mik m' j .9i.9k d:r: (9.68)

0
Analogous to this, the 8pring elasticity coefficients are described by

l
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
cik = Ho j g~g~dx (9.69)

0
Expressed as a matrix equation, the equilibrium of forces at the nodes is
F = (-w 2 M c) Z = C(w)Z (9.70)
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)
which leads to the expression
(9.74)
In this, the excitation vector will be
1
- ~
L.., Foi-lV-i (9. 75)
m,n i
with the modal mass
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
..::..::.:=-----------------------
Figure 9.14: Overhead contact line equipment
~-----6_:_~_;_7____=)-~ of standard type Re 2S0, all dimensions in me-

tres
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
9.3.4.2 Natural frequency calculation example
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
9.3.4.3 Contact force calculation
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..
--=::'...~------------------
Formulation of the matrices and vectors,

determination of initial values for the
pantograph and the contact line installation
Determination of the the contact wire

stationary position as initial values for the
0)
differential equations f:? 90
2
0C1)
c0
To be repeated for each lime/distance step 0 0 -l--+-+-;-+-t-+-+-+--+-~-..-.t-+-+-+-+-+-+---+-+--'-l
Determination of the excitation rosition, Pantograph travel x -----

determination of initial values of the
dynamic forces for all the pantographs
For each of the natural frequencies

Calculation of the excitation vectors
for all the pantographs
Solving the diffferential equations

for the natural frequencies
Pantograph travel x - - -
Calculation of the displacements
for the natural frequencies Figure 9.18: Pattern of the contact
force F and the contact wire uplift
(upward displacement) y for a panto-
Superimposing all the contact wire
movements for all contact points graph design SBS 81 moving along a
overhead contact line type Re 250 at
200 km/h
For all pantographs
ITT 11II11'.6'11 I I I U 11111 RI I I 11 :E0:ITI
Solving the differtial equations
for the pantographs
Calculation of the
r:o
LL
pantograph displacements 0)
f:? 90 -+-tcHHJ.,..,,_,lt-'t-
_f>
0
C1)
Comparing the pantograph and contact c0

wire displacements for all contact points 0 0+-+--+-t-+-+-+--IH--+----,---+--+-+--+-+--+--J-.....+-+-"--+-+--+--Jl-+-+--+---1
Pantograph travel x - -
Iterative correction of the

dynamic force approximation
Storing results for each time step A

,,,-----,,..,---.., ~---------______,---
Graphic plot
;\:: 0
0..
::i
-50
End Pantograph travel x -
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
---------=
Pantograph travel x _.,_
.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 - -
~ 0-+----------------1 Figure 9.20: Contact force curve of two pan-

ci
::::i -50 +-+--+--+-+-+--+--+-r-+--->---+-<-+-+----,....,.-+-+-+--+-+-+--+-+->--+-,-+-+-+--<
tographs moving along an overhead contact line
Pantograph travel x - - of design Re 250, F 1 leading, F2 trailing
9.3.4.4 Examples for contact force calculations

Figure 9.18 shows the contact force graph and the contact wire displacement from its
static position due to a pantograph model SBS 81 moving along a section of an overhead
contact line of design Re 250 at a speed of 200 km/h. The band width of the contact
forces is greater than the values obtained by measurements. But when assessing these
results, it must be remembered that any measurement system will record dynamic
effects in a dampened and therefore smoothed form.
Figure 9.19 shows the effect of a discontinuity in the overhead contact line equipment,
in this case a section insulator which has been simulated by an equivalent mass, all
other conditions being the same as for Figure 9.18. The decrease of the contact vvire
displacement and the disturbance of the contact force curve in the vicinity of the section
insulator can be seen clearly.
Figure 9.20 shows the results of a sirnulation of two pantographs travelling along a
Re 250 contact line system at 200 km/h. It can be seen that the trailing pantograph
moves far less smoothly. This pantograph may even experience a loss of contact force at
th<~ last dropper of a span. The calculation examples prove that the model of the inter-
action of the sub-systems; overhead contact line installation and pantograph presented
above, provides an adequate description while requiring an acceptable level of calcula-
tion effort, only. The approach cau he used to investigate how variations of pa.rameters
or the individual :-mh-s\stcms affect the contact behaviour.
466 . 9 Interaction of pantographs and overhead contact lines
9.4 Measurements and tests

9.4.1 Introduction
In parallel to the theoretical study of interaction between pantographs and overhead
contact lines, measurement techniques have been developed for assessing the quality of
current transmission. For this purpose three aspects can be defined:
assessment of the contact line alone,
- assessment of the pantograph alone and
- assessment of interaction of these two components.
The compliance with safety related limits assumed, a high power transmission quality
is achieved when the energy is transmitted:
continuously without voltage or wrrent drops or losses. This means that a me-
chanical contact must exist at all times. If the mechanical contact is lost, arcing
occurs initially. An electrical arc is environmentally disturbing, causes interfer-
ence and increased wear but ensures that the current flow is upheld and is thus
of fundamental importance for energy transmission between moving contacts. If
the air gap becomes to long and the current is interrupted, the \ehicle drive is
switched off and traction power is lost. The number and duration of arcs is a
criterion for assessing the quality of energy transmission.
without leading to unacceptable environmental disturbances. Arcing is associated
with the emission of high frequency electromagnetic wa\es which can interfere
with amplitude-modulated radio transmissions at frequencies up to 30 MHz. At
the same time, audible noise is generated, but this is generally blanketed by the
general train noise.
without causing wear of the components involved, i.e. contact wire and panto-
graph, to an extent which is economically inacceptable. Such wear can be due to
arcing and/or too large contact forces.
Arcing occurs when the contact force approaches zero and is lost completely. In con-
trast, the contact force must not be too great as this would also lead to the contact
wire system being lifted too high and cause unacceptable wear. This means that the
contact force is the definitive physical quantity by which interaction of the pantograph
and overhead contact line can be assessed. In principal, the physical quantity used to
judge the quality should meet some other general criteria:
As far as possible, the respective characteristic quantity should pro\ide a contin-
uous, gradual scale of assessment which allows not just a ;'Yes/No' decision, but
also the evaluation of quality variation.
It should be possible to measure the respective quantity and to carry out forecast
calculations on simulation models in order to be able to compare measurements
and calculated results.
Measurements of the respective quantity should be reproducible and not affected
by any random factors. lVIeasurcments repeated under comparable conditions
should lead to comparable results.
It must be possible to measure the assessment q11autity or q11autities 011 an active,
live pantograph.
9AMeasmements andtests ______________ 467
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.
9.4.2 Contact force measurements

9.4.2.1 Basic principles
The contact force occurring between contact wire and collector strip cannot be recorded
directly because of the moving contact spot. Due to the simplier possibilities of moni-
toring and because of developments carried out in the past very often the sum of the
collector strip reaction forces, the so-called internal forces, is taken as an approximation
quantity instead of the contact forces themselves.
For contact force measurements sensors are installed directly at the connection of the
collector strip socket and the collector strips themselves. The mass inertial forces acting
at the collector strips and the running-speed-dependant aerodynamic forces of the
collector strips are not recorded by the force sensors.
To determine the contact force, a dynamic correction quantity has to be added to the
internal force which is evaluated from the collector strip acceleration and takes care
of the inertial forces of the collector strips ( dynmnic correction). Additionally, aero-
dynamic correction quantities depending on the running speed have to be considered,
which are evaluated according to the procedure described in clause 9.4.2.3.
To enable comparisons between results obtained with different pantographs or by mea-
suring systems with differing arrangements of the force sensors and to judge them based
on the same criteria dynamic and aerodynamic corrections cannot be waived.
Conditions and requirements for measuring systems for contact forces are stipulated
by EN 50 318 [9.27].
9.4.2.2 Measuring technology

The recording sy"tem described in [9.25] is based on proposals made in [9.28]. Figure
9.21 shows a schematic presentation of the contact for-ce mea.mrement system, which
has been used successfully by Deutsche Bahn AG for several years.
The sensors arranged at the collector strips are the most important components of the
system (see Figure 9.22). Pantograph heads equipp<\d with two collector strips need
four sensors for monitoring the internal forces. Special cables connect the sensors ,vith
the amplifiers which are arranged in a casing mounted 011 the pantograph base. There,
the measurement signals are converted into a form that permits them to be transmitted
from the high-vol tag<'. potential equipment to earth potential equipment b:v means of
an optical link a.nd galvanic d<co11pliug. \,\!itl1in the trnctio11 1111it, tlw optical signals
9.4 Measurements and tests 469
Pantograph ( Sensors )
L _ t_
Roof of
traction Power supply of sensors
unit Signal adjustment
High Optical transmitter

voltage
- --!--
Earth
- - - Insulators - - - -
potential Optical receiver

Line driver
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
Figure 9.22: Force sensors

of the contact force measuring
system
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
force sensor force sensor
-----------------: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
electrical and electromagnetic fields at traction currents up to 1000 A. should not

have any negative effect;
the vertical force components must be measured without being effected by other
forces acting horizontally on the collector strips.
Figure 9.23 shows the forces and moments acting on a collector strip. The strains in a
bending bar-type sensor are determined by the moments acting on the sensors. Since
the bending moment curve passes through zero at two points near the sensors and
the locations of the zero positions depend on the stiffness of the support fixing, and
the point of application of the contact force. This results in complicated relationships
between the applied force and the measured values.
Figure 9.23 illustrates that the relationships between the shear forces and the applied
forces are less complex. The sum of the shear forces is equal to the applied forces and
is independent of the contact force position and the boundary condition at the end
fixing. To ensure reliable measurements, force sensors able to measure the shear forces
independently of the moments are necessary.
The shear forces cause shear stresses in the lateral sides of beam elements with maxima
under an angle of 45 to the vertical axis. By means of special strain gauges, the
deformatiou (elongation or compression caused by the shear forces) can be recorded
from which a measuring value proportional to tlw ar-ting shear force ean be deduced.
Strain gauge sensors are passive sensors and require a separate supply \oltage and
amplifiers. For example, a force variation of 10 N results in a variaLion of the diagonal
bridge voltage of the strain gauge~ of oul,v GO ,,Y.
The sensors are at high-voltag!' pot<(nt.i,1! (:3 kV to 2G kV). In the vicinit\ of the con-
9.4 Measurements and tests 471
Figure 9.24: Arrangement of

the signal processing unit with
bushing insulator (right) and
voltage transmitter
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.
9.4.2.3 Measured quantities

Internal forces
Primary measuring quantities are the react'ion forces at the supports of the collector
strips. If the forces acting on collector strip I are designated F 1 and F2 (Figure 9.25)
and those acting on collector strip moment II are designated F3 and F 4 the analogue
addition of the forces acting on the collector strips leads to the internal forces exerted
by the contact wire.
as well as for a total force on both coll<~c-tor strips
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
FI< = Fs + F'msz = Fs + is ms (9.78)
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
(.) (.)
fooo 1800 m 2000 fooo 1800 m 2000

a) Distance- b) Distance ------
Figure 9.27: Record of forces during a test run. a) internal force between pantograph head
and collector strip, b) contact force, dynamically corrected
140,0 km/h 140,5 km/h

051,000 km 1,0 km 052,000 km
m
6, 00 0 MP
~ I I l
,80 I I T I I I I I
" vertical pantowaph movement
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
\,I..,__ F2 ...,_ 11,..l J ~ II-<,_ ~ --- ,.

"'"
__ ..,,, F3 .,,,1 ,_ I
~ ~ ,, 'r-
'-- F4 '""
. .~ .,
" Figure 9.28: Record of a con-
tact force test run.
~
~;\~'~?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_ ___________ _
the four individual forces Fi, F2, 1'3, F,1.

the dynamic lateral contact wire position relative to the collector strips, as cal-
culated from the measured individual forces,
overhead line contact line supports identified by vertical lines in the oscillogram.
The evaluation of the results focuses on the graphs of the dynamic forces and particu-
larly on the total force 1~ and FK, respectively. A precondition for superior pantograph
running performance is a uniform distribution of the cont.act forces on both collector
strips. This can be seen on the graph of the forces F.s, and Fsrr.
The system for testing contact force performance is also able to measure the following
features:
the vertical position of the pantograph top tube as an approximation gained from
the recorded support tube angle,
the horizontal for-ces acting on each collector strip in track axis direction (forces
due to wind and friction),
the vertical acceleration of each collector strip (for dynamic correction),
the vertical acceleration of the foot of the pantograph as a quantity for assessing
the effect caused by irregularities in the track superstructure.
The vertical movements of the pantograph along the contact line equipment have a
close correlation to the forces. A uniform pattern for the uplift characterizes smooth
running of a pantograph with small dynamic force variations. \i\Tith the quantities
described above, a comprehensive representation of the contact performance and the
reasons for irregularities and disturbances can be given.
9.4.2.4 Correction of the aerodynamic collector strip uplift
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
running direction (knuckle in running direction/knuckle opposite to tunning direction)

as well as on the arrangement of the pantographs on the train. The aerodynamic force
component has to be considered when carrying out test runs with pantographs raised
at the contact wire.
9.4.2.5 Evaluation and assessment of the measurement results

The dynamic contact force variations are superimposed on the static and aerodynamic
forces and will vary to either side of the mean force of the latter (Figure 2.14). The
overhead contact line with the running pantograph represent a moving system capable
of oscillation. The force variations due to the interaction of overhead contact line and
pantograph depend on the train speed, and on the design and relevant features of the
t,rn systems involvecL As a result, the contact force variation measurements can be
used to assess the quality of differing overhead contact line and pantograph designs.
The follmving statistical criteria of the forces can be used in the assessment:
the arithmetic m,ean and the route mean square value,
the .sta:ndarcl deuw,hon,
thr deviation from the mean value,
the e.clr'emc values (maximum and minimum contact force values).
The analogous graphical force recordings obtained along the contact line installation
do not nro\icle am of these values except for the extreme vctlues. However, the required
quantities C'clll lw obtaim'.cl b,v statistical methods. The evaluation of the cumulative
frequency \alues of lli('.a:'i11re1twnt S(\ri<!S has shown that forces can be assumed to follow
a gcmssum dzstnbatwn as au acc:<\ptahle approximation. vVith this assumption, the re-
lationships tot he rnost import ant cl1;-nact<'.Iistics or a rn11dolll distributed sample: mean
477
value x, standard deviation s and the distribution or

the contact forces a.re determined.
Tlw standard deviation cau be introduced as a direct criterion for judging the contact
performance. From the ideal goal that the contact force should be constant, it follows
that the lower the standard deviation the better the contact performance will be. The
standard deviation aud tlw mean contact force can be used to establish limits for dy-
namic ranges whereby the following characteristics of the frequency distribution apply:
G8,3 % of all co11tact force values are between x s and x s,
95,5 % of all contact force values arc between x 2s and x 2 s,
99,7 % of all contact force values are between x - 3s and x + 3 s.
The values x + 3 s and x - 3 s arc the virtual limits of the rn:nge of dynamic cmdru:t
forces. Therefore, the values obtained from the tmrn of mean values and standard devi-
ation determine the total loading of the system components and their wear. The still
acceptable minimum of the sum is caused by the rise of the electrical contact resistance
and the beginning of arcing. In the case of low standard deviation, the contact force
mean value can be reduced by structural 1neasures at the pantograph, resulting in a
further reduction of contact line vvear without any contact interr'/1,ptions.
The standard deviations obtained under the same boundary conditions can be used to
compare the contact performance of va.rious overhead contact line and pantograph de-
signs and then to optimize the rnnning performance by adjusting design characteristics
accordingly.
Figure 9.30 shows the statistical evaluation of a test run with the focus on the internal
forces. In Figure 9.31 the dynarn.1.c range of the internal forces, which is x 3 s, is
depicted as a function of the running speed for different DB overhead contact line
types. From this Figure the contribution of the overhead contact line design to the
contact performance can be seen. \i\fith contact line H.e 250, at 250 km/h contact forces
and standard deviations have been achieved which equal those of contact line type
Re 200 at 200 km/h. This is the limit speed at which the latter contact li11e type
is used.
Further improvements of pantograph design can contribute to reduce the standard
deviation of the forces as well as the aerodvnamic component of the uplift force ancL
therefore also the mean contact force and the total rang<' of dynamic forces. This
improves the contact performance of the pantograph accordingly. Here it is essential
that the value x 3 s should not tend towards zero wlwn the running vdocit, rises.
where x is the mean value of the cont,-u-t force and s the standard deviation.
Apart from the mean and minimum valiw criteria for tlw contact fotC<\s the~ 1rnni11111t11
force s becomes the parameter hY which t.lt<) local wear cau lw assc\ssccl. Since the
extreme values of the dynamic forces on-m rnainly at spots with in<\gtda.rities such ,,s
u1ieve11 pattern of uplift,
faults dming contact wir<\ i11stallilliotts.
defocts in the <out.act. wire' and
singular masses (point loads)
Th<'rcfor<', th('y 111ainl_, indicate tit<' posit ion of tit<' contact. wire and l Ii<' d<, ia( ions frolll
Llw sp<'rified position rM.lwr tkw t lie ( lt<ordical bC'ltaviour or th< ov<tlt<',1<] cont ,1ct linC'
d<'sigtt. Singular <':\.lr<'JIH' vahws or t Ii<< <ltt1i1cl l'mns mm LIii cottsid<'rnhh rn1tsidc th<
Deutsche Bahn AG Dynamic contact force Annex

Versuchszentrum 3 Munchen NEITECH RE160 u . RE160 mod
ZTV 314 Section: 4 Order No . : 050599
Record No: 1874 Date: 5 . 07.1996

Line: STEINACH . OBERDACHSTETTEN
Pantograph: 555 87 Collector strip: serial

Collector strip: trapecoidal Height of carbon strip: 20mm
Lok BR: 120 004
Arrangement of pantographs: _ <__ .>
Air buffle: serial
Measurement alternative: serial
R e s u I t s:
Fml= 70 N (Collector strip 1) Static force Fstat .. 120 N

Fm2= 65 N (Collector strip 2) Max force Fmax. 191 N
Fl/F2= 1,05 ( ,95) Min force Fmin ... 82 N
Mean value Fm 133 N
Standard duration s : 17,1 N
Running speed: 132 km/h
Line 5321 Stationing: start at kro ... : 75.100
Cesription of line Curve
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.
9.4.3 Measurement of the overhead contact line position and

the thickness of the contact wire
The correct positwn of the overhead contact line as designed relative to the track is very
important in view of running performance and operational security. An optical contact
wire position measuring system is used for checking the wire position before acceptance
of newly installed overhead contact lines. The system is also used for checking existing
installations and operates without any contact (Figure 9.32).
This measuring procedure records the contact wire position with a resolution of 1 mm
related to the track position by means of four high-resolution diode line cameras (6000
or 8192 pixel) and a specifically designed evaluation computer. The measuring intervals
are less than 3,2 ms. The system uses active lighting of the contact wire and can be
adopted under virtually all lighting conditions. The use of four carneras achieves a high
degree of redundancy.
The cameras are arranged on a base frame with high torsional stiffness. The fra.me may
be installed on everv kind of vehicle. In addition, sensors for measming and correction
of the vehzde sway an~ arranged in between the car bodv and the axle bearing. The
data recorded with this system is evaluated online and logged digitally as well as output
graphicalh on a <ornp11ter screen or a printer. Figure 9.:3:3 sltm\s a t:vpical printout of
the results.
In addition Lo Lil<' patt.nn of tlw <ontact wire position. ill \erti( al and t.ransw~rse direc-
tion, various se('o11dmv inforniat.ioll call lw displav<'d. for <'.'G\l11pl<' tlu~ line kilometres,
480 _ _ _ _ __ 9 Interact.ion of pantographs and overhead contact lines
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
Figure 9.32: Measuring principle for recording

the contact wire position
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
1 _ .JI lI + _1 ! L0 _1_+ J Li_l. L el! I+ I

t I I Cl I
I
I
I lolol
I I
ltl.fl@i+I
I I I I I
el
Cl)
--1 I -- I- -j - I - I I i- - I - I - F'igure 9.34: Curnparison of optically 111<iasur<icl
5 05 _J l J _ L J. I_ _I I I L .
I I I I I I I I I I <mi Lad li1w thick Hess with tttcasurcrncnts car-
__ _I .L __I_ J L. .L L.. I I .1 L
I I I I I I I I I I I ri<'d 011t. Ii> hand.
o~~~~~_J __ l l __ ! __L ! _, __..
+ 111c;1s11n1tt<'td;s by ltand
3 5 7 9 11 13
Number of span - - - n1cas11t<'1tH'1tts with optical system
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.
9.4.4 Assessment of dynamic characteristics of pantographs

An oscillation test stand can be used to analyse and assess the dynamic characteristics
of pantographs. For this purpose, the pantographs are connected to a mechanical shaker
via the collector strips and subjected to vibrations. Relevant parameters such as forces,
accelerations and displacement are monitored by the measuring technology and then
evaluated.
Measurement of frequency response

To determine the pantograph's vibration performance in all degrees of freedom and
without any undue reactions, a coupling as loose as possible between the vibration ex-
citer and the collector strips of the pantograph is necessary during a frequency response
analysis. From the exciter periodical or stochastic excitations of sufficient amplitude
and dynamics frequency range of excitation approximately 0,1 to 70 Hz is transmitted
to the pantograph.
A frequency response analyser is used to determine the follo\ving characteristics, de-
pending on the equipment of pantograph and force excitation system with measuring
devices:
the dynamic apparent mass graphs (an example is shown in Figure 9.11)
the mechanical impedance,
the transfer function of disturbances,
the transfer function of contact force recording systems.
These quantities can be obtained as a relation of two measured quantities related to the
frequency and presented by amplitude and phase response functions. From the pattern
of the functions, information on the dynamic performance and the operating quality
of a pantograph can be deduced.
To assess the dynamic characteristics of pantographs, the presentation of the dynamic
apparent mass representing the relationship between the input force (contact force)
and the sum of the resulting collector strip oscillations has proven to be informative.
A pantograph, whose pattern of apparent mass shows only a few weakly outstanding
natural vibration modes as well as a low level of apparent mass in total, will also be
characterized by a favourable running performance.
Similar conclusions can be deduced from the so-called disturbance transfer function
of a pantograph. The disturha11c<! trrtnsfer fuuction is represented by the ratio of the
9.4 Measurements and tests -----------------------------'4~8~3
contact force to the amplitude of excitation of a contact line model (mass-spring-

damper system) which is coupled to the pantograph. Figure 9.10 shows an example.
By means of frequency response analysis, dynamic running characteristics of pan-
tographs can be studied on the test stand without costly running tests on lines and
measures to improve the pantograph dynamics can be decided upon.
Measurements and analysis of frequency responses yield additional important data for
the establishment and validation of simulation models which describe the dynamic be-
haviour of pantographs in a mathematical format. These allow numerical studies of the
interaction between the pantographs and contact lines in connection with simulation
models for the overhead contact line equipment (see clause 9.3).
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.
Modelling of line running

During frequency response analysis, periodical or purely stochastic excitation signals
are transmitted to the pantograph. An assessment of the motion pattern and mechan-
ical stresses occurring during real operation is possible to a limited extent only.
By simulating line running in a test stand, it is possible to produce realistic motion
patterns for a pantograph interacting with a contact line of particular characteristics.
Effects to be considered include changes in the contact wire height, its lateral position
( contact wire stagger) and highly dynamic motion effects imposed on the pantograph by
interference excitation using simplified contact line models. The evaluation of relevant
parameters such as internal force and contact force permits a very precise assessment
of the running performances of pantographs with various overhead contact line designs.
Figure 9.35 shows schematically, the structure of a test stand established at Deutsche
Balm AG for carrying out sirnulated test runs on lines.
A gantry (axis A3) is used to simulate gradual changes of the contact wire position
occurring for example, at contact wire lowerings or rises. A moveable sledge arranged
horizontally on the gautr)' (axis A2) is used for simulating the contact wire stagger.
An actuator arranged at the horizontal sledge and acting in the vertical direction,
(axis Al) applies high-frequency excitation signals to the pantograph through a mass-
spring-damper system arranged in between and used for the simplified modelling of the
contact line, The signals for excitation along the different axes are deduced from data
recorded on test runs carried out on real lines or from computer simulations taking
into account the concac-t line ruodeL
-184 -----~------- 9 Interaction of pantographs and overhead contact lines
Figure 9.35: Schematic

presentation of the struc-
ture of a test stand to carry
out simulated test runs on
lines
9.4.5 Measurement of contact wire uplift and dynamic contact

line elasticity
9.4.5.1 Stationary measurement of contact wire uplift
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:
Fco11tacl - Fstatic + l~1ernclynarnic + Fdy11arnic (9. 79)

where .f,tatic is the contact force exerted by the pneumatic drive of the pantograph
at speed zero, F,tcioclynarnic denotes the increase in contact force due to aerodynamic
effects and Fc1ynarnic: represents the componellt of the contact force due to the intentction
between pantograph and overhead contact line.
For a particular train running speed, any marked increase or decrease registered rn
uplift indicates disturbances or defects at the pantograph. These can be caused by:
a too high or too lm,v ae:rodynmnic fon:e F,terndynamic clue to:
incorrectly adjusted or damaged wind baflies;
- obliquely worn contact strips caused for example b)' an inclined pantograph
head;
a too high or too low static rout.ad, forn' .f~t.atic due to:
iHco1rcct.ly adjusted static contact force;
a larg<' d1aug<~ iu th<' rnntact st.rip rnass, CcWS<~d by a collector strip, for
exa111ple worn out IH'vond acccpt.ahk limits;
1
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
--+-~-- Figure 9.38: Comparison of the results of mo-

"-= I I I I
- 4 --- :----:
I I
ct
--:+-
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.
9.4.5.2 Mobile measurement of the contact wire uplift

To measure the contact wire uplift while mobile from a vehicle, a measuring device for
.::ontact free recording of contact wire position according to section 9.4.3 is necessary.
A.t first, the initial position of the contact wire is recorded on a run with a train
liauled by a diesel engine without a raised pantograph on the train. Then, during an
:i,dditional test run with an electric traction unit and a pantograph raised, the contact
wire position is measured again. The optical measuring system is installed directly at
the pantograph .
By subtraction of the registered contact wire heights over the two measuring runs, the
~ontact wire uplift can be determined. For this purpose, equipment is necessary for
:i, very precise measurement of the kilometre position and the running distance. Only
,vith a precise correlation of the two runs a subtraction of the registered contact wire
1eights can give an accurate value.
fhe results of the mobile contact wire uplift measurements were compared to the data
)btained from a stationary measuring installation, as shown in Figure 9.38.
J.4.5.3 Measurement of the dynamic elasticity of the overhead contact line

\,feasurement of the overhead contact line elasticity is possible by a supplement to
,he measuring installation described in section 9.4.5.2. In addition to the contact free
neasurement of the contact wire position, according to section 9.4.3 an installation for
neasuring the contact force as per section 94.2 is necessary. The measuring process is
,imilar to that described in section 9.4.5.2. In addition to the contact wire uplift, the
ontact force is recorded, synchronized with the running distance. By dividing the uplift
wd the contact force, the dynamic contact line elasticity is obtained (Figure 9.33).
~~ __Effect, of the design parameters 487
9.5 Effect of the design parameters

9.5.1 Introduction
A large number of design parameters affects the dynamic behaviour of an overhead
contact line supplying energy to trains, especially to those trains travelling at high
speeds. Theoretical studies of the interaction of overhead contact lines and pantographs
(clause 9.2) have led to the definition of a series of criteria. which can also be used to
assess the effects of the individual parameters. Apart from this. measurement methods
for examining the interaction of the two part-systems are known and enable empirical
studies of the effect of the individual parameters on the moving contact quality [9.8,
9.30] (see clause 9.4). The conclusions drawn from these studies are used as a basis
for structural and mechanical design work for electric raihrny traction energy transfer
systems using contact lines.
9.5.2 Criteria for overhead contact line installation designs

9.5.2.1 Elasticity and uplift
The uplift of an overhead contact line must be kept to a minimum in order to achieve
good contact quality. In addition, the mechanical design of the supports limits the
possible vertical motion at these points. At low and medium speeds, i.e. at speeds of
up to approximately 50 % of the wave propagation speed. the uplift is proportional
to the elasticity of the overhead contact line equipment and the contact force exerted
by the pantograph. To maintain the running contact quality at increasing speeds, the
contact force must be increased as well, which means that the elasticity has to be kept
as low as possible to limit the resulting uplift.
The elasticity of an overhead contact line can be calculated \Yith sufficient accuracy
using a mathematical model based on the finite-element method (FEM).
Figure 9.39 shows the calculated elasticity graph of DB's merhead contact line design
Re 250. Reference [9.17] contains a description of a suitable calculation method. As a
comparison, the values shown for various standard DB overhead contact lines in Figure
9.40 were obtained by an extensive series of measurements.
The elasticity at the rniddle of a span can be calculated using the equation
e l / [k (Hew+ HeA)] in mm/.\/, (9.80)
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
Figure 9.40: Elastic-

ity of standard over-
head contact line de-
Re 200 signs Re 100, Re 160,
Re 200 and Re 250 used
Re 250 by the Deutsche Balm
_j -
Re 100
0,4L_---======-------_j_---------=~======-__J AG (measured values)
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
------ ------------- - - - - - - - - - - - - - - =
Table 9.2: Specifications for overhead con-

tact line elasticity and elasticity uniformity
Train speed Elasticity Degree of elasticity
uniformity
km/h mm/N %
up to 100 1,20 50
up to 160 1,20 30
up to 200 1,10 20
up to 280 0,60 10
above 280 0,40 8
u a u a u a u a u a
100
mm
1,0
0.
::::i
o~~~-~.,__~~-~~~~~~-~~---""~-"'-"-'---'----L-~~
Contact line design Re 200 Re200 Re 200 Re 250 Re 250

Mean contact force 100 N 110 N 115 N 110 N 120 N
Speed 200 km/h 220 km/h 230 km/h 250 km/h 280 km/h
IZZZ2J theoretical static values c:::=::J Measured values

u push-off support a pull-off support
Figure 9.42: Comparison of theoretical static uplift values and mea-

sured dynamic uplift values
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
'U, = 100 (emax emin) / (fmax + emin) in%, (9.81)
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
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.
9.5.2.2 Dynamic criteria
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.
9.5.3 Overhead contact line design parameters

9.5.3.1 Cross-sectional areas and tensile stress
The cross-sectional areas of the contact wire and the catenary wire can have a crucial
effect on the behaviour of an overhead contact line when a pantograph travels along it
at high speeds. According to equation (9.80), the requirement that overhead contact
lines for high-speed trains must exhibit a low and uniforrn elasticity, leads to a demand
for high tensile forces on the contact ,vire and the catenary wire. This could be achieved
by using large cross-sectional areas and corresponding stresses. The need to be able
to handle and install contact wires limits the maximum clirnensions of the contact
wire. As a result, contact wire cross-sections are limited to a maximum l)f 150 111111 2 ,
whereby even this cross section incurs a great risk of localized clefocts (bends etc.)
being created during the installation work, subsequently leading to rapid wear at the
respective locations.
9.5 Effect.of the design parameters 493
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.
Table 9.4: Tolerances of contact wire hight, stag-

ger and gradient of DB overhead contact line de-
signs Re 200 and Re 250 (excerpt from specifica-
tion 3 Ebs 02.05.19)
units Re200 Re250
Contact wire height mm 100 30
Support to support mm not defined 20
Dropper to dropper mm 20 10
Contact wire stagger mm 30 30
Gradient 1 1:1000 1:3000
.i
tion coefficient. To obtain a low amplification coefficient, a reduction of the catenary
,vire stress is desirable. With the objective of achieving a low elasticity, the DB stan-
dard overhead contact line Re 250 was originally designed to operate with a catenary
wire tensile force of 19 kN, which corresponds to a stress of roughly 290 N/mm 2 . Re-
ducing the stress to approximately 210 N /mm 2 lowered the reflection coefficient from
approximately 0,46 to 0,42. For a train speed of 280 km/h, the amplification coefficient
was reduced from 2,2 to 2,0 i.e. by 10 %.
For this reason, the tensile force on the catenary wire was reduced to 14 kN in some
O\erhead contact line sections. The dynamic contact forces did not differ significantly
from those observed in the sections with a tensile force of 19 k:-J. As a result, other
new overhead contact line stretches of the DB are being built with both the contact
\Yire and the catenary each tensioned to 15 kN.
Table 9.4 also includes the specifications of the standa:rd overhead contact hne design
Re 330 [9.7]. This design was chosen with the objective of achie,ing favourable perfor-
mance characteristics at speeds above 300 km/h.
9.5.3.2 Span lengths and system height

The span length affects the system elasticity ns <~xpresscd in equation (9.80), the elas-
ticity at the mid-point of the span being propmtiotud to 111<' spa.ll l<'ngtlL Reducing
9.5 Effect of the design parameters 495
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
t3 F'igure 9.46: Dynamic

<1l 50
c0 contact forces as a function
0 of the span length; system
0
0 300 600 m 900 height 1,80 m, overhead
Distance travelled - - - contact line Re 250.
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.
installed on sections in the open.

The increased system height appears to lead to improved dynamic characteristics.
This can also be seen in the difference between the standard deviation values on the
I
contact force diagrams for a train speed of 280 km/h, specifically a reduction from I
23 to 19 N. Overhead contact lines for high-speed railways should be designed with

adequate system heights that permit a minimum dropper length of 0,8 m or, better
still, of 1,20 m.
9.5.3.3 Pre-sag and stitch wires
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
a) pull-off support b) push-off support
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.
9.5.3.4 Effect of adjustment accuracy
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.
9.5.4 Pantograph design parameters

The design and the characteristics of pantographs also have a considerable effect on
the running quality. Running ctll unsuitable pantograph along a contact line which is
suitable for high speeds per se, will not produce the desired result. Conversely, the
use of a pantograph suitable for high speeds cannot increase the acceptable ma.xirnum
speed of a normal overhead contact line to any great extent. Experiments carried out by
the DB [9.33] have repeatedly demonstrated this for a standard overhead contact line
design Re 200. Even when sophisticated pantograph designs are used, the possibilities
of this contact line installation are exhausted at a speed of 200 km/h. For satisfactory
energy transmission to high-speed trains, a combination of suitable overhead contact
line and corresponding high-speed pantographs is essential.
9.5.4.2 Features of pantograph designs

The DB standard overhead contact line Re 250 was originally tested using a standard
pantograph of type SBS 65 [9.38]. On this single-arm pantograph, both collector strips
are mounted on a frame-type pan head which is spring-mounted on the upper frame
by rubber elements. Its contact force is 70 N under static conditions and increases
substantially with speed due to both the aerodynamic effects and contact strip vvear,
as shown in Figure 9.51. Measured average contact forces were as high as 190 N 011
stretches in the open and 230 :-: in tunnels. Figure 9.51 also shows the wide d_vnarnic
range. At 250 km/h, the contact force peaks exceeded 300 N and the stancliud d('vi-
ations were in the region of 26 .\I Trials have proven that a pantograph of t\pe SDS
65 is not suitable for speeds a hove 200 km/h. Not just because of its uufm ourahl<'
aerodynamic characteristics bu1 also because of the high dynamic: forces ocrnrriug as
the pantograph moves along the overhead contact line, these being caused b, the high
unsprung masses of the frame-t\pe pan head and the hard rubber torsion springs 011
which the pan head is mounted
To maintain the previously cxperie11c('d long service life of the contact rn111po11ents,
contact wire and pantographs, while enabling higher train speeds, it lwnune 11<'< ('Ssar_v
to develop new pantograph desurnc; The design specifications for these new pa 11tographs
were derived from the experie.nc<' gained in the rnurse of the overhead ,ontacl li1t<' trials .
The rnean contact force was no! Io exceed 120 N at a running speed of JOO krn/h.
Figure 9.52 shows the diagraitts or the standard dc~via.tions for Yarious rnrnhiw1t ions of
standard overhead contact Jin<' s\sl,<~ms and pantographs and th<' targ<'I sp<'cific,1.Lious
for high-speed train tnd[ic d<'1 i\!'d fro111 Llws<~ valtt<'s Th<' s/.0111/anl 1/r:l!1ul 11111 11/ t II('
50_0_ _ __ )J llll,('.lilCLI\Jll l>I pi!lll,Uf!,1<1pll:i cl.Ill! uve111eaU CUllLa.CI, Ullec,
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
x-3s DSA 350 S ICEN
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
Figure 9.53: Pantograph

DSA 350 S with indepen-
dently sprung collector
strips.
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
0 300 600 m 900 128 N; .s (standard

Distance travelled deviation) = 18,2 N
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
t'. 100--H~-t-----'- E:' 100

._Q Q
t5 50 --1--------+------+------+-t----------t--------t--~-----+------+----------l t5 50+----------+------+------+----------l-+----+-------+-------+------1
co co
1s 0 --t----------+--------+------+------+----------,t----------+----+----------+-------1 1s O --t-----------+-------+-------+--+--------+-t-----------+-------+-_,
l) 0 300
Distance travelled
600
--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
overhead contact line Re 250, train speed 275 km/h.

a) .l\5 tat 80 N b) Fst,at 80 N
Fmax 215 N Fmax 162 N
Fmin 17 N Fmin 70 N
Fm (mean value of Ft,ot) 124 N Fm (mean value of Ftot) 122 N
s (standard deviation) 23,3 N s (standard deviation) 15,0 N
9.5.4.3 Trains running with multiple pantographs
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
spacing 34 m 156 m238 m
mm
t
,;:: 100
Q_
::J
Figure 9.57: Effect of pantograph spacing on

50 - + - - - - - - - - + - - - - - - - - + - - ~
200 250 km/h 300 the contact wire uplift measured at a support,
Train speed - - - overhead contact line design Re 250.
energy to multiple traction units only via a single pantograph.

The uplift of overhead contact lines at the supports due to passing trains is a parameter
which affects the operational security of the system. The operating limits of standard
DB overhead contact lines are in the range of 100 to 120 mm. Normally, his value
should never be exceeded, since greater uplift values lead to unfavourable dynamic
stresses on the overhead conta.ct line system. When trains with two pantographs run
on the lines, the value at the trailing pantograph reaches this limit at a speed far below
that which would be possible wit.Ii a single pantograph. Even if the two pantographs
are at the maximum possible distance apart. Figure 9.57 shows hmv the pantograph
spacing affects contact wire uplift, at a support.
Whether and to what extent ruult.iple-pantograph open-1 1.ion is possibk also d<~pends
on the overhead contact line desi,11. Trial nrns along an Re 330 ovei head co11t.ac-t line
have shown that it is possible to use t.wo pantographs at speeds of up to 200 km/h,
<\ven if they are spac< d only:{-! m apart.. \iVith a. spacing of 11101c tlia11 2,llJ 111, it. is even
1
possihl<\ Lo ad1icv('. spc<ds or ;~!""JO k11t/l1.

---~ 9 Interaction of pantographs and overhead contact lines
Figure 9.58: Test apparatus for measuring con-

3 _ tact wire wear. 1 contact wire; 2 mounting disc;
3 collector pressure adjustment device
9.5.4.4 Collector strip and contact wire materials
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
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~~~~~--~~~~-~~~~___,
50 100 150 250 300 75 150 250

Speed in km/h Contact force in N
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
135 140 145 150 155 160 165 170

Line kilometres - - - - - -
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.
9.6.2 Overhead contact line require1nents

The overhead coutacl. line equipment must be capable of reliably transmitting the
electric cmT<'nt to the traction vehicles. The electrical design methods arc discussed
in chapter 11. Tliese are used to determine the conductor cross-sections, especially for
DC traction systems. The mechanical design dimensions rnu::;t he e::;pecially tuned to
suit the nmuing speeds. The geometric and static criteria relating to the interact'i.on
of the contact, lznc wdh po:nt,o,r;raphs arc of particular importance for overhead contact
lines intended for running speeds of up to IGO km/h. At higher ::;peeds, the additional
dyno:rn:ic criteria become increasingly important and these are partitularly dependent
on the tensile stress in the contact wire.
Table 9.5 shows the static parameters. Overhead contact lines for speeds equal to and
above 250 km/h should be installed with a uniform contact wire height. Relevant data
are also specified iu EN 50 119 (9.50].
It is possible to design an overhead contact line for a given speed range on the basis of
the dynamic criteria. The wave propagation speed should be chosen in such a way that
the Doppler factor never drops below 0,2. This means that the wave propagation speed
should be between 1,4 and 1,5 times the planned train speed. EN 50119 limits the
operational speed to 70 % of the wave propagation velocity. The refiection coefficient
should be designed to keep the amplification coefficient below 2,0. Values around 0,4
meet this requirement.
When designing cantilevers the space for maximum uplift of the steady arm shall be
a minimum of twice the calculated or simulated uplift value. If restrictions or design
limita.tions to uplift are provided then a space not krwer than 1,5 times the uplift will
be sufficient.
9.6.3 Pantograph requireinents

Experience c1s wdl as theoretical considerations have shown that it is not possible to
design pantographs solelv with the intention of optimizing the interaction with a spe-
cific overhead cont.act line design. Even standardized o,erhead contact line designs do
not have u11iforn1 d,vmunic characteristics, because the span lengths, mass<\s and ten-
sile forc-es ,, ill var\" 11n<kr H';-d line aud operating conditions. However, pantograph::;
m11st have C<'rtai11 basic- characteristics to rnak<' th('!ll suitable for a specific- range of
applications. Tric1l mus have d<\1t1onstratc\d that ,yd]-desigrwd pantographs will always
achi<'ve rtllllting p<'rforn1a11c<\s of comparable qualit, uud<)r a varid,y or dilfon\ut over-
lwacl con Lael lines. The fol Im, ing general f'l:<J'll'lf"<'11wnts jo, y;o:n/,o(Jrnphs appl_,:
'I'll<' lll<'.0:1/. 1:ont:ad foffc should Le equal for both travel din~ctioits a1Ld only in-
<n~as< slight.iv with sp<'<'<L Tlw !ll('a!l cotitad. fore(' should at tit<' s;-\lll() time be
l1igli <'11(\tlgli Lo pl<'\('llt ;11C'i11g b11t also as I<)\\ ,is possibl<' Lo k<'q> tit<' <Oitlnct ,vin'
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]).
9.6.4 Requirements concerning the interaction of overhead

contact lines and pantographs
The interaction of a pantograph vvith an overhead contact line can be assessed by
observing the contact forces and the contact wire uplift. The uplift values should be as
low as possible. Although neither [9.50] nor [9.48] specify limits for the uplift it should
never exceed:
100 mm for sing!(! pantogra.phs and leading pantographs of dua.l-pantograph
trains, and
120 mm for trailing pantogr,tphs of dual-pantograph trains.
According to [9.48] the int<'racticrn of overhead contact lines and pantographs may be
assessed by the mean coutact force in c-onuection with its standard deviation or with
the percentage of an:in1;, the standard deviation being limited to 0,3 F~n and the
percentage of arcing to 0, I ! % for _-\C systems and 0,20 % for DC systerns related to
the 111H11ing period.
512 !) Int.eractiort_ of pantographs and overhead contact lines
\\.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.
9.11 Buksch, TL Eige1rnchwingungen eines Fahrleitungs-Kettenwerks (Natural vibration

modes of the overhead contact line equipment). In: Wissenschaftliche Berichte AEG-
Telefunken 53(1980)4/5, pp. 186 to 199.
9.12 Broclkmb, A.; Semrau, M.: Simulationsmodell des Systems Stromabnehmer-Oberlei-

tungskettenwerk (Model for the simulation of the interaction between overhead contact
line and pantograph). In: Elektrische Bahnen 91(1993)4, pp. 105 to 113.
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.
9.22 Heigl, H.: Messeinrichtungen zur Registrierung von Kontaktunterbrechungen zwischen

Fahrdraht und Stromabnehmer (Measuring equipment to record the contact losses be-
tween contact wire and pantograph). In: Elektrische Bahnen 63(1965)7, pp. 171 to 174.
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.
9.27 EN 50 318: Railway applications Current collection systems - Validation of simulation

of the dynamic interaction between pantographs and overhead contact lines. Issue 1999.
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.
9.43 Kasperowski, 0.: Kontaktwerkstoffe for Stromabnehmer elektrischer Fahrzeuge (Con-

tact materials for pantographs of electric railway vehicles). In: Elektrische Bahnen
34(1963)8, pp. 170 to 182.
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
9.51 EN 50 206-1: Railway applications - Rolling stock - Pantographs: Characteristics and

tests Part 1: Pantographs for main line vehicles. 1998.
10 Currents and voltages in
traction power supply networks
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.
10. 2 Electrical characteristics of contact lines

10.2.1 Basic relations
Electrical characteristics such as the impedance, current distribidion and track-to-earth
leakance determine the energy transmission behaviour of a contact line. The electric
dimensions of the contact line and the corresponding protection required for the electric
installations and operating equipment are designed in conjunction with electric power
to be transmitted via this network. Once the transmission characteristics and the power
to be transmitted are known, it is also possible to evaluate the electromagnetical and
electrical disturbance being emitted by an electric railway line, which can be assumed
to act as a very long conductor installed near ground level.
Figure 10.1 shows the fundamental relationships.
Supply of , Transmission of electric energy from the , Utilization of electric

electric energy: substation via the contact line to the : energy to propel the
at the I train (traction vehicle) : consumption of S trc
substation : I
I
I I
R jwL I
13
- - - 1,,c
Uss tiU, tiP
2 4
Source-voltage: Resistance of contact line installation : The electric traction

Lss and the I lo traction energy transmission I power consumption
current 11,c : - impedance in case of alternating current supplies,:s =U . f.' 0
: resistance in case of direct current supplies ; trc Ire '''

1 with the following effects 1depends on the
Figure 10.1: Electrical
: - potential drop AU along tile contc1ct line, :status of tl1e train. functions or a cont.act
; - power loss 6.P in tile contact line :at tile respective lime
line.
518
=-:_::::__ _ _ _ _ _ _ _ _ _ _ __ 10 Currents and .voltages in traction power supply networks
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)
The impedance has a real component R and a reactive component X.

The reactive component of impedance X is expressed as:
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
Z12 = R+jwL for Za4 0 (10.4)
If expressed in the most commonly used form, Z = Z 12 , it is obtained
Z =R + j w L = R + j X = Z L'.arc tan(X/ R) Z L'.<pz (10.5)
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.
10.2.2.2 Resistance per unit length

The resistance per unit length of conductors, wires, cables and rails are given by the
electrical properties of the materials that these components are made of
A variety of statements on the individual characteristics are to be found in the relernnt
publications, and for this reason, those material properties which have been specified in
standards, in professional publications on contact line materials and in research reports
on new contact line materials have been listed in Tables 2.11 to 2 .13.
At first, the resistance per unit length of the individual components of the contact lines
are determined. These components are wires, conductors, rails and earth.
Wires and conductors

The resistance per unit length of wires and conductors is calculated using the speqfic
resistance relationship
R' = R/ l {! l / (A l) - 1/ ( K A) (10.6)
The specific electric resistance or resistivity {! of the conductor material is a function

of the temperature. Up to a temperature of 200C, this relationship is
{! = e('19) = {!20 (1 + aR ('19 20 C )) (10.7)
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:
/1, fl, /Lo ( 10.8)
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]
Copper, which is diamagnetic has a relative permeability of 0,9999904.

Aluminium, with r = 1,000021, is classified as being paramagnetic.
Ferromagnetic materials such as steel, cast iron and wrought iron have relative perme-
abilities in the range of 5 to 500. The value of Jlr for air, earth and most non-ferrous
metals can be assumed with an adequate degree of accuracy to be unity. The value of
the other factor, the coefficient of seU-inductance or magnetic space constant 0 , is
(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.
Earth return path

According to reference [10.6], the resi.stancc per unit length of the earth return path
R~ is only a function of the frequ<'llC'\. if the rdativ<' permeability of the soil is assumed
to be unity, in which case\ the follmYing physical formula applies:
R',~ - (rr /4)/1,o /L, f ---- (rr (1) /to f

f Po fl,
(10.10)
0/km
10.2 Electrical characteristics of contact lines ________ ---- - - - - - - -
Table 10.1: Characteristic properties of commonly-used

running rail types.
Rail type m' H Fw A u 'teq U 7'eq/\
2
kg/m mm mm rnm mm nun mm
S49 49,43 149 125 6297 600 95,5 44,77
R50 50,50 152 132 6450 620 98,7 45,31
S54 54,54 154 125 6948 630 100,0 47,03
UIC54 54,40 159 140 6934 630 100,0 46,98
S60 60,30 172 150 7650 680 108,0 49,35
UIC60 60,34 172 150 7686 680 108,0 49,46
R65 65,10 180 150 8288 700 111,4 51,36
H = Height of rail
Fw = Foot width
A = Cross section
req u = Circumference-equivalent radius: req u = U /2 7r
req A = Cross section-area-equivalent radius: Teq A = ~
m' Mass per unit length
U = Perimeter
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-
Hz A s49 1 ) s49 2 ) UIC 54 1l UIC 60 1l R65 2 l

0 all values 35,1 32,0 28,9 25,2
16,7 Hz 100 100 98 85 73 85
200 129 95 80 107
300 190 136 120 95 129
50 Hz 100 180 160
200 240 200
300 290 2-50
1) Measured values according to [10.4]
2) Calculated values according to [10.5]
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.
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
10.2.2.3 Inductance per unit length
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___ -- _ __
se(f-inductance of a conductor, comprising

- inner self-inductance and
- external inductance,
mutual inductance of parallel conductors,
se(f-inductance of a conductor-earth circuit and
mutual induct,ance of two conductor-earth circuits.
The working inductance is then calculated as the difference between the self-inductance
and the mutual inductance of two conductor-earth circuits [10. 7].
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)
Mutual inductance of two conductors

The 'lnutual 'inductance JJ<T u:mt len_qth of two conductors locati'd at a ttlliforn1 distance
a apart is
L;k = (;1.j'2Jr) ln(/?/u.)
I 524 }O Current~and voltages in traction power supply networks
~------
Table 10.3: Equivalent; radii, inner self-inductances per unit

length and inner reactances at a frequency of 16,7 Hz.
Conductor 'l'eq/r L\ X{
ml-I/km mD/km
Conta1.t wires 0,7788 0,0500 5,24
Conductors (droppers, catenary wires,
reinforcing feeder wires, earth wires)
7 strands 10 ... 50 mm 2 0,726 0,0640 6,70 !
19 strands 70 ... 120 mm 2 0,758 0,0554 5,80
37 strands 150 ... 185 mm 2 0,768 0,0528 5,53
61 strands 240 ... 500 mm 2 0,772 0,0518 5,42
91 strands 630 mm 2 0,774 0,0512 5,36
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
= (/21r) (ln(R/r) - ln(R/a) + ln(r/req)) = (tL/21r) ln(a/req) (10.16)
Self-inductance of a conductor-earth circuit

According to Carson [10.6] the self-inductance of a conductor-earth circuit can be
expressed as
Here again, the inner self-inductance is calculated using (10.14).

The module of the external inductance of the conductor - earth circuit is calculated as:
L~E = (tL/2rr) - ln(0,738/(r J, J/ {?E )) (,/2rr) ln(S/r) (10.18)
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
6 - 1,85/ Jw o/ {?re,= 0,738/ JI o K,E (10.19)
In (10.19) the term K,E is the specific rail or earth conductivity.

The penetration depth of currents into earth can also be estimated quite easily using
the following numerical formulae
for 16,7 Hz: c5;:::; 160 ~ (} {?E
for GO Hz: 1);:::; ~)(). ~ 111 n-m

!QJ Elec:t~t~:aj characteristic:s_of ccmtact l in<!s~
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
L~,E - (11,/21r) (ln(b/r) + ln(r/rcq)) = (p/21r) - ln(r5/rcq) (10.21)
Mutual inductance of two conductor-earth cirsuits

The rnutual inductance or coupling inductance per un~t length of two circuits is deter-
mined analogously to the self-inductance per unit length. This results in the following
expression for the external mutual inductance per unit length of two conductor-earth
circuits whose conductors are spaced a distance a apart:
(10.22)
Overall inductance of two conductor-earth circuits

The overall inductance of two conductor - earth circuits is equal to the difference
between L~ E und L~< E If equation (10.17) is taken into consideration, this is
L~E L; + L~ 8 - L~<E = (/21r) (ln(r/req) + ln(r5/r) - ln(r5/a))
(11,/21r) ln(a/req) (10.23)
10.2.2.4 Impedance per unit length

The se~f'-irnpedance per unit length of a conductor - earth circuit is calculated by com-
bining equations (10.2), (10.5), (10.6), (10.10) and (10.21), which results in
Z{, E = R' + R;;; + jw (/21r) (ln( r5 /r) + ln(r/rcq))

= R' + R~ + j f p, ln(<5/rcq) (10.24)
Analogously, with (10.22) the niutual irnpedance per u:n'it length of a conductor-earth
circuit will be
z;, E = R;.; +.if fl. ln(r5/a) (10.25)
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
Table 10.4: Resistances per unit length of

conductors at 20C, values in mf2/km.
Conductor A R'
rnrn 2
New CW cw 20 % /
worn
Cu AC-80 80 215 269
Cu AC-100 100 179 223
Cu AC-120 120 146 186
Cu AC-150 150 119 149
CA of BzII 50 560
CA of BzII 70 431
CA of BzII 95 297
CA of BzII 120 237
CA of BzII 150 187
RC of Al 240 118
RC of Al 625 45,2
CA of steel 50 4440
CW = contact wire
CA = catenary wire
RC = reinforcing conductor
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.
10.2.2.5 Measuring the impedances of contact lines
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.
Example: On a 50 Hz single-phase AC railway line, measurements were taken on a 3,58 km

section and the following values obtained: /
U = 23,8 V; I= 19 A and P 190 W .
Therefore, it results for the measured line impedance
- cos <p 0,4202; i.e. cp = 65,2 ,
Z = 1,2526 n and, by applying l = 3,58 km
Z' = 0,35 n/km
- Z' = 0,35 L65,2 = (0,147 + j 0,318) n/km
The impedances per unit length can be determined more accurately if it is possible to
measure the aforementioned quantities I, U and Pat the substation and simultaneously
measure the voltage Utrc at the traction vehicle's collector and the effective power Ptrc
consumed by the traction vehicle. This means that the potential drop b.U = U - Utrc
and the power loss b.P = P - Ptrc along the overhead contact line equipment can
be determined by measurement. Analogously to the way in which equation (10.32) is
derived, and with reference to Figure 10.6
b.U = U - Utrc ~ i).(J and, as a result z =!).(]I I

The resistance R, which is looked for, is calculated using
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
Z' - i).(J I (I . l) (10.29)
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].
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.
10.2.2.6 Calculated and measured impedances per unit length - compar-

isons
The values shown in the following tables are circuit impedance values and impedances
per unit length which have beencalculated and obtained by measurement. For DC rail-
ways, it can be seen that the calculated values and the measured values agree quite well.
However, as Tables 10.10, 10.11 and 10.12 show, the wide variety of factors affecting
the impedances per unit length of single-phase AC railways can lead to considerable
differences between the calculated values and the measured values.
Resistance per unit length, DC traction systems

The following tables show the resistances per unit length of overhead contact line equip-
ment and current return circuits. The calculations were carried out using the values of
the physical properties given in Tables 2.11 and 2.12.
Table 10.4 shows the resistances per unit length of contact wires, catenary wires and
stranded conductors commonly used in overhead contact line construction. Table 10.5
shows the resistances per unit length of rails of type S49, which are used by the Berlin
metropolitan railway (S-Bahn). Table 10.6 shows equivalent values of other types of
rails.
Table 10.7 contains a list of the resistances per unit length of commonly-used conductor
rail types. The resistances per unit length of overhead contact line equipment at 20C
ancl at other operating temp<~ratures are listed in Tables 10.8 and 10.9. Equation (10.7)
,.vas used to calculate the resistances per unit length for ternperatures other than 20C.
LQJ_Electrical characteristics of contact line::, ____________________________________.:=_5~31
/ 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. 7: Resistances per unit length of conductor rail

types, according to [10.12], values given in mn/km.
'!9rail Degree of wear in %
oc 0 10 15 20
2
Soft iron conductor rail 5100 rnrn , 22,5 mn/km at 20C,
55 joints/km, 2,5 m rail equivalent per joint.
-30 17,9 19,9 21,1 22,4
20 25,6 28,4 30,1 32,0
30 27,1 30,1 31,9 33,8
2
Aluminium composite concluctor rail 5100 mrn ,
6,77 mn/km at 20c, 14 joints/km,

2,5 m rail equivalent per joint.
-30 5,84
20 6,87 uo data available
30 7,07
')
Aluminium-steel composite couductor rail 2100 rrm1-, ex-
truclecl hollow section, IG,,[4 mO/km at 20C, 14 joints/km,
2,5 m rail equivaleut per joint
-30 14,47
20 17,02 110 data availab]('
30 17,0:3
-532 10 Currents and voltages in traction power supply networks
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 10.9: Resistance per unit length R' of over-

head contact lines and conductor rails at conduc-
tor temperatures of 30C and 40C, values given
in mD/km [7.10].
Contact line equipment R'
Overhead contact lines at 'IJL = 40C
Cu AC-100 213,6
Cu AC-100 + 50 Bz II 157,5
Cu AC-120 178,0
Cu AC-120 + 70 Bz II 108,0
2 x Cu AC-120 + 70 Bz II 67,2
2 x Cu AC-120 + 150 Bz II 52,5
2 x Cu AC-120 + 2 x 150 Bz II 67,5
Conductor rails at 1h = 30C
soft iron 5100 mm 2 29,9
soft iron 7625 mm 2 19,3
aluminium-steel composite 5100 mm 2 7,9
aluminium-steel composite 2100 mm 2 14,5
Line impedances of single-phase AC railways

Table 10.10 shows the calculated values of the resistance, reactance and impedance
per unit length of three standard overhead contact line designs used by the DB, as
well as the current distributions in various configurations. Table 10.11 shows data on
the impedances per unit length of 50 Hz single-phase AC railway lines and Table
10.12 for comparison, m,easurecl impedance values of single-phase AC railway lines.
The differences between the impedances per unit length of upgraded lines and those
of newly-built lines of the Gennan railways are quite obvious. For the impedances of
overhead contact lines of type Re 200 in conjunction with type UIC 60 running rails,
the following impedances per unit k!ngth are recommended as guidance values:
- 1 AC 15 kV lG,7 Hz lilll'S, low Clllt'Pllt (It.re rv 0)
1(h2_~IQ~~tr:ical characteristics of contact, li.u~~s ___ _ .533
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 .
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.
10.2.3 Track-to-earth leakance per unit length

The reciprocal value of the resistance between the rails or the track and earth is the
conductance YTE The length related value is called leakance per unit length Y,h of
this characteristic has a significant effect on the return current conduction and on the
track-to-earth voltage, as will be explained in detail in clause 12.4.3.
Rails and tracks are thus characterized by a longitudinal resistance and a conductance
to the reference earth potential, both of these properties depending on the length of
the track system. The leakance per unit length is expressed in S/km.
The resistance between the rails of a track is a function of the ballast resistance, which
depends on the construction of the superstructure. In order to ensure reliable function-
ing of the safety installations which operate with track relays, this rail to rail resistance
should not be permitted to drop below permissible values.
The track-to-earth conductance depends on the following factors:
- the superstructure structure,
the sub-structure structure,
th(~ degree of pollution of the superstructure,
t,he WE\ather conditions and
the specific resistance of the earth.
10.2 Electrical characteristics of cont.act ..fu_1es
~ - - - - - - - - - - - - - - - -_
-35
___.::!;:)~
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..
10.2.4 Capacitances per unit length

The propagation of harmonic oscillations in a contact line installation network is af-
fected by the capacitances rwr unzt length. Every conductor in a contact linr installa-
tion also constitutes a capacitance relative to earth and is thus able to store a certain
amount of electrical energy. Tb is characteristic depends on the shape and the dimen-
sion of the conductor and 011 tlw dielectri('. medium in the range of the dcdrical field
under consideration.
10.2Electrical characteristics of contact lines --------------------------- -----------'c5~3:_,_7
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:
Overhead contact line equipment to earth
(
.,,
'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.
~:_____---------------------~
The equivalent radius is calculated using the equation

.T] (1-ry)
Ter = 7 . aik (10.31)
in which
r = radius of the conductor in which the strongest current is flowing,
T/ = proportion the total current flowing through this conductor, and
aik = distance between the conductors.
Using the assumptions r = 0,006 m for a contact wire Cu AC-100, aik 1,2 m, a
track spacing of 4 m and a mean height of 6,5 m above ground, the capacitance per
unit length of the two parallel catenaries of a double-track line with respect to earth
is calculated at 17,1 nF /km. Measurements of the capacitance per unit length of a
double-track line have shown the value to be around 31 nF /km [10.24].
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.
10.3 Voltage regulation in contact line networks

10.3.1 basic requirements
When electric power is transrnittc)d from the substations to the traction vehicles moving
along the contact lines, voltage dn1ps will ocTm along the rnntact lines.
~Q._~ Yoltage regulation in contact line netWCl!:_~--------- ___ _________ 539 ___:::___:::__::__
a) R'I jX'/= jwL'/

~
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.
10.3.2 Basic principles

Figure 10.6 shows a simplified 1rrm:ualcnt circuit diagram of a contact line iustallation
dettH!llt and the con c'spo1tdi1tg potential difference vector diagrams.
lu this illustration. tlt<' /01urilwl111.!ll voltage drop due to the traction rn1re1tt l 1n flowing
540 10 Currents_and_ voltages in traction power supply networks
through the resistance and reactance can be deduced as
6U1 = l(R' lt,c COS <p + X' It.re sin <p)

for the lateral voltage drop per '/1,nit length
6Uq = l(X' ltrc COS<p - R' ft.re sin<p)

and thus for the overall voltage drop
fl[! = (Uu - Utrc) - lft.rc(R' + jX')

For all practical applications, the lateral voltage drop caused by the traction current
ltrc is negligible, so that it is possible to use the longitudinal voltage drop 6U1 instead
of the overall voltage drop 6U.
In an AC traction energy supply network, the voltage drop between the substation
and a traction vehicle located l km away and which is drawing a current ltrc can be
described with sufficient accuracy by the equations
6[1 = Re{ 6U} = ltrc l lZ'I =ft.rel Z' (10.33)

where 6U ~ 6U1 = ltrc l (R' cos <p + X' sin <p).
In DC traction energy supply networks, the corresponding equation is
6U = Itrc l R' (10.34)

A comparison of the diagrams in Figures 10.6 b) and 10.6 c) shows that if a train is
braked electrically with energy regeneration, the voltage Utrc at the collector must be
increased in order to feed the energy back into the contact line installation network. The
braking energy can be used to supply other traction vehicles in the same feed section
and/ or be fed back into the electric power supply network which feeds the railway
traction network. The voltage of the traction vehicle collector which is returning energy
to the network is determined by the respective energy recovery conditions.
The above equations only differ with respect to the resistances. As has already been
explained in clause 10.2, the sum of the resistances per unit length of the contact line
and the return current conductors, R', is relevant in DC traction systems, whereas in
single-phase AC traction systems the module of the line impedance JJer unit length Z'
determines the voltage drop.
The voltage drops and the currents flowing in the contact line installations are asso-
ciated with corresponding erwrgy dissipation, i.e. power losses. The power losses are
caused by the effective resistances of the contact line network. E\ery effective resistance
R through \vhich a current I flows will dissipate power
6P = 12 R (10.35)
in the form of heat energy. Corresponding to this, the power loss due to the resistance
per unit length along a DC traction conta('t liue or the effective resistance per unit
length of an AC traction ('Ont.act line is
6P' - 12 . HI { (10.:36)
10.3 Voltageiegulation in contact. line networks 541
10.3.3 Voltage drop calculations

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.
10.3.3.2 Single-end feed

One train in the feed section
In Figure 10.7, the voltage drop from the substation up to a position 1: can be read
off as
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
6U - -1l .; 6U..1 d:r = 1

2 111. .<. Z' l (10.37)
0
Several trains in the feed section

If the equivalent designations from Figure 10.7 are used, the voltage drop between the
substation and the third train can be calculated as
or, if this is ge11era[i7,ed to descrilw n trains in a feed section

'/l 11
6Un Z' L I;l 1 - Z' L Iuci :r; ( 10.38)

i=I
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)
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 ) ~
t I. X ! Figure 10. 7: Voltage drops

:::i A~ ::5 in a section with single-end
<l <l
0. 0.
feed.
0 0
D D a) one train in the section
Q) Q)
0) 0) b) two trains in the section
El ~
o - - - - - - - _!OHL o c) uniformly distributed load
> ~-------------------~~>
Distance X (iine load)
The current flowing IoHL in the contact line section at a distance .T from the feed point
is then
as can be seen in Figure 10.7 c).

This expression enables the equation for the voltage drop between the substation and
the point x to be defined for a uniform line load distribution:
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
For the special case of n trains drawing equal currents Ir.re,
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
f::i.U (1/3) n ltrc Z' l ( 10.42)
and the maximum value
l::i.Umai: - (1/2) n ftrc Z' l (10.43)
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
l::i.U = (1/3) ltrc Z' l (n 1, 5 O: - 1) (10.44)
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].
10.3.3.3 Double-end feed

One train in the feed section
The feed conditions can be seen in Figure 10.8. Lis the distance between the two feeding
substations. In double-end feeds, the length of a feed section is defined as l - L /2,
and assuming that UA - U13 = U and that R' and Z' are constant between the two
substations, the voltage divider rule leads to the equation
(IA/ ltrc) = Z' (L :r)/(Z' L)

Taking substation A as a reference point, the above considerations li::ad to an expression
for the voltage drop between the substation and a point x
f::i.U:r. - ltrc Zre I ( :r - :r 2/ L) (10.45)
and for the maximum \Vhich will occur at the point :z: = L/2:
l::i.U111 a:i: (1/4) ltn Z' L

With the assumption made above, i.e. L = 2 l, it is obtained
10 Currents and voltages intraction power supply networks
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)
~ c) uniformly distributed load

g "'--------------=-"-----------'--X (line load)
The mean values are deduced in a similar manner as
6U = (1/6) Ii.re Z' L (1/3) Itrc Z' l ( 10A6)
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]:
6[/1: = ftrc Z' (;r - :3 :i:'2 /(2 L))
6Umax = (1/6) fuc Z' L (1/3) Ii.re Z' I
~U - (1/8) Itrc Z' L (I /i) 11" Z' I (Hl.-17)

545
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
dou ble-encled n iudividual loads :r(l - :i:; (2t)) l/3 l/2

n, uniform load l n/6 l n/4
1 see eqn. (10.48) l (n + 2o: - 1) /6 l(n+2o-1)/4
2
-
double-ended n individual loads :c - 3:1: / ( 4t) l/4 l/3
with ClOSS- n, uniform load l n/12 l n/8
coupling
1 l(n+3o:-1)/12 [. (n + 3u - 1)/8
Note: All formulae and expressions must be multiplied by l 1rc,R' for DC railway in-
stallations and by hrcZ' for AC railway installations
Several trains in the feed section

Under the assumptions and conditions described above, the instantaneous value of the
voltage drop between substation A and the train number k is given by
k Tl
XA,k) L ftrc,i :i:A,i + XA,k L ftrc,i (L XA,i)) (10.48)

i=l i=k+l
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)
Assuming all traction currents to be equal and applying (10.40):

n n
6U = Z' L /12 L 11.,c,i - Z' l /6 L ftrc,1
i=I i=I
.0:.c,,wr = (1/8) n It,c Z' L (1/4) n 11.1 c Z' l
If the factor n and the 11umbcr of trains n currently in the foed section are k11mn1, then
th<' lll(';-111 ,alue will be
ft.,c Z' L /12(n + 2n, - 1) = It.re Z' l /6(11 + 2n - 1) ( 10.50)
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 - - - - - - - - ;
Figure 10.9: Voltage drop graphs

1 of cases with equal total loads, dif-
o._
e
D
o,5 1-------J-------r--==-------t--------1 ferent types of feed, without cross-
Q)
coupling, with one cross-coupling
~
0
> and with three cross-couplings, rela-
11? tive to the voltage drop 6.Uxe occur-
ii
& 0,251-----h'--;--+-r--=-----''1"----~=-----'-s-+---',~-----l ring with single-end feed and with
one train in the feed section.
Af/ z,l<-oo Meaning of the indices:
e = single-end feed
z = double-end feed
0 0,5 1,5 2 k = number of cross-couplings
(SSA) Relative distance - - - - (SSB) between the substations
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.
10.3.4 Other calculation algorithms

For high-speed and heavy-traffic lines, it is advisable to calculate determined values
of the voltage conditions in the contact line network because the characteristic train
traffic patterns cannot be assumed to be random processes. In [10.29] an algorithm for
calculation of voltage drops is developed for this purpose. The respective train traffic
simulation, with the associated railway network calculations, are described in detail in
reference [10.28]. Data and descriptions of voltage conditions deduced by this method
for high-speed traffic are given in [10.30].
Figure 10.10 shows examples of high-speed train collector voltages calculated [10.29]
on the basis of the method described in [10.30]. The upper part of the illustrations
shows the arrangements of the feeds of the two systems, 1 AC 15 kV 16,7 Hz and 1
AC 25 kV 50 Hz. One import.ant difference !wt.ween the energy supply arrangements
is that single-end feeds are used in the 50 Hz svstem as opposed to double-end feeds
10.3 Voltage regulation in contact line ne~works --- 547
----------
a)
110 kV
2 X15 MVA
15 kV
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
Structure of the traction power supply for / 50 Hz

c)
h adway
16,5 ++---++-----+--+----+--+----+---t---h--.rl--l
kV
d)
kV
27,5 -l+-------'--+---'---1---''---+------'------+-'---+-------'--+--'-----+----1--\--l---l
50 100 150 km 200

Distance - - -
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.
10.4.2 Traction currents of traction units

The traction current of trac:tzve v,nits, i.e. the current required to driYe a train, depends
on line profile, the running speeds and other train dynamics parameters and is usually
expressed as a function of time: Itrc(t). Figure 10.11 shows typical examples of traction
current/time graphs. Table 10.15 shows guide values of maximum expecred operating
currents. These values have been based on experience and measurements
10.4.3 Currents in a contact line section

10.4.3.1 basic considerations
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 ,.
,. /
'' pied, measurement run

c ' [10.32]
~
''
:5 /
/ ' c) Long-distance traffic,
(.)
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.
10.4.3.2 General-purpose railway lines
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 :
I;HL = P'/(Un cos<p) (10.51)
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
l.1: = P' (l - 1:) / (U cos <p)

11 (10.52)
At the feed point itself, the current flowing into the contact is
fr=O = P' l / (U11 COS <p) (10.5:3)
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
can be assumed to be 0,83 and for 1 AC 25 kV 50 Hz railways it can be assumed to

be 0, 76 if exact values are not available.
In the UIC leaflet No. 795-0 of December 1996, a value of 3 MVA/km is mentioned as
the power per unit length to be installed for double-track high-speed traffic lines. This
value is extremely high. The value 5,5 MVA/km mentioned in the same publication
as being the power requirement of a line with a train headways of 2 minutes and
speeds of up to 200 km/h only applies to exceptional cases. These installation power
specifications take into account reserve capacity which is not detailed in any way in
the document. For this reason, calculations of expected currents should preferably be
based on the traction power per unit length values given in Table 10.16.
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
ISHL = 600 kW /km/(15 kV 0,83) = 48,2 A/km
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
Ix=O = USHLf2) l 24,1 A/km 25 km= 603 A
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.
10.4.3.3 High-speed and heavy-traffic railway lines

As explained in detail in clause 11.1.1.3, the load currents of hiqh-speerl and heavy-
traffic railway lines are intennittent in characteL The effective loads nm he calculated
using the algorithms descrilwd in those c-la11s('S.
552 10 Curwnts and voltages in traction power supply networks
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?
Iom, 3000 kW /(km 1,5 kV) = 2000 A/km ,
Ix=O = (IOHL/2) l/2 = 1000 A/km 2 km= 2000 A
10.5 Contact line circuits

10.5.1 Basic requirements on contact line circuits
In order to ensure reliable operation of electric railway lines, the contact line installation
must be subdivided into electric 8ection8 which can be switched on or off or isolated in
such a way that it can still be operated in the case of faults in or planned disconnection
of particular sections.
When drawing up configurations, designing and constructing contact line installations,
the following aspects must be taken into consideration with regard to the contact line
circuit:
The circuit must enable optimum efficiency of the contact line installation with
the least possible voltage and power losses in regular operation.
The contact line installation circuit must enable distinct, small localized sections
of the contact line installation to be isolated in case of necessary maintenance
or repair work or in case of short-circuits. Electric rail traffic must be continued
in the unaffected sections. This circuit design principle, in conjunction with the
respective protection concept, is also called the 8electivity conJiguration.
The contact line installation circuit must be clearly understandable and easy
to monitor in order to prevent. erroneous connections and work accidents. For
this reason, the circuits used in public railway networks should be designed in
accordance with standardized practices ancl aspects.
The additional contact line network operating equipment necessitated by the
respect.in'. circuit design, such as circuit-breakers, section disconnectors, section
1:nsula/01.s and insulated overlaps should he restricted to the necessary minimum.
10.5 Contact line circuits
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.
10.5.2 Basic types of circuits

Substations supply electric power to the electric traction vehicles within a specific
section of the network. This part of a contact line installation is also termed a substation
s1tpply section. A contact line section which receives its power from a section feed
branch or section terminal of a substation via a particular feed line is called a contact
line feeding section. Especially in the case of main railway lines, the overhead contact
line feed sections between two substations are subdivided into switching sections and
these, in turn, are further divided into switching groups. This principle is explained in
detail in 10.5.3.
Figure 10.13 shows the basic cirwits of contact line installations for electric: railways.
For the sake of clarity, no switchgear has been drawn in. The most important basic
circuits are
Single-end feed (unidirectional feed), Figure 10.13a):
Power is supplied to each feed section via a separate circuit-breaker. From the
protection aspect, this type of circuit is easy to control. It is sometimes used
for local-area railways and frequently in 1 AC 25 kV 50 Hz systems with cross-
couplings.
Double-end feed (unidirectional feed), Figure 10.13 b):
At the ends of the feed sections of the respective substations, the contact lines
are coupled together via circuit breakers or clisc:onnectors located in a switchgear
housing. As has been shown in clause 10.3, double-end feeds reduce the voltage
drops and power losses considerably.
Double-end feed with cross-coupling( s}, Figures 10 . 1:3 c) and 10.13 cl).
Cross-coupling the contact line installations of the two tracks further reduces
the voltage drops and power losses. In case of a fault, all four circuit-breakers
are tripped, meaning that both tracks of tlw sections lwtwern the substations
will initially be isolated. After this, the disconncctors in tl1c\ cross-couplings are
op<~rwd. If only one of the switchi11g groups has a permanent short-circuit or
other fault, power is returned to tlw nnaffect.<~d sections approximat.<'ly one to
t,vo 111in11tes aft,<~r the required testing and switching prncesses have h<'<)ll c,uried
out, tlms pn111itting trains to rcs111nc rnuning on t.lrnt sedion
\
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
,~:f~ - ~- - ~~-:--:~ -r~:-~~-;-~--:~if

e) cross-connection circuit
f) diagonal feed
g) double-end feed with rein-
forcing conductors and one
h ~:jl-r[i--:ii-Tr-T- Trr-1-dt~ 1 cross-coupling

h) double-end feed with rein-
forcing conductors on one
~:t:::::~ ::::~:j~ track only and with cross-

couplings
i) double-end feed with re-
inforcing conductors along
3::ET: I r--~::-?J I =4::f= part-sections of both tracks

j) distributed feeds
Cross-connection of both double-end feed contact line installations,

Figure 10.13 e):
This circuit is characterized by the fact that both tracks are supplied with power
from the substation via a common circuit-breaker.
This circuit had to be introduced in contact line installations of railway lines
with extremely high power demands in order to prevent too large potential dif-
ferences building up at section insulators. Where potential differences of more
than 800 V occurred at section insulators of 15 kV railway networks, arcing and
overhead contact line disturbances frequently occurred when traction vehicles
travelled across the section insulators. Cross-bonding the overhead contact lines
in ~he vicinity of railway stations reduces the potential differences at the section
insulators. Fault sel<~ctivity in cas<~ of disturbances is achieved by disconnecting
the faulty basic sections. The time taken to do this hardly affects train trc1,ffic on
those sections which are not faul Ly.
10.5 Contact line circuits - - -------- _- ______________________5~5=5
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
Diagonal feed circuit, Figure 10.13f):

Diagonal feeds with cross-coupling have the same characteristics as cross-connec-
tion circuits. This circuit is used for Berlin underground lines, for example. It
can be modified by additional cross-couplings, these normally being located in
stations or at other stopping points.
Circuits with reinforcing feeder conductors, Figures 10. 13 g, h, i):
The reinforcing feeder conductors are permanently electrically connected to the
contact lin_e at specific intervals and may be installed parallel to both or only
one of the contact lines of a double-track line. In practice. the variant shown in
Figure 10.13i, which only has reinforcing wires in the vicinity of the substations,
is also used.
Distributed feeds, Figure 10.13.i):
This circuit is frequently found in tram traction power supplies in the East Ger-
man provinces and has proven its usefulness in these applications. The circuit is
characterized by feed cables installed parallel to and connected to the owrhead
contact line via cable distribution junctions as shown in the diagram.
10.5.3 Contact line installation circuits used by the Gerrnan

railways, DB
The contact line installation circuit used by the DB is described in this section as a
typical example of a.n AC traction overhead contact hne cfrcuit. A tvpical substat'ion
supply section will include all overhead contact lines, feed conductors and bridging feed-
ers, all being connected bv not more than two circuit breakers. Electric power is feel to
a supply section from a distribution facility which may be either a .swdching substation
or a switching post. A switching post. as explained in L3.3.1, is a l:i kY switching sub-
station comprising more than one circ-uit-hreaker. The corresponding merhead contact
line branch can supply pcrwer to line bro:nches, statwn bru:nc/1es or substztute feeder
branches, as can be se<~ll in Figmc HL14.
The boundaries of the substation supply sections are at tlw sectiouing overlaps or at
the coupling points, as shown in Figure 10.15.
In a longitudinal direction, the substation supply sections an s11hdiYid<~d into S'U,b-
sections which can lw isola.t<'d dectricalh A distiuct.iou is rnad( h<1t wcPn the su,b-
ser:lions of OJJC"II. .st-rdclu:s of rnilwaY liu<' ,111d sub-sectums of slalun1s. The liom1cl;1r,v
5-56 _____ 10 Curreuts_aud voltages in traction power supply networks
a) SP SS B
SSA
b) I
SSA boundary of substation supply section SSB
I
I
I
I
I
I
Figure 10.15: Overhead

c)
SSA CP SS B contact line circuits used
by the DR
a) Directional feed, lon-
gitudinal coupling via
switching posts
b) Cross-connection with
pole-mounted discon-
nectors
d) c) Cross-connection via
coupling post
d) Cross-connection via
coupling post and
neutral section (not
used in new line
constructions)
SS substation
-0- pole-mounted disconnector open -0- circuit-breaker OFF SP switching post
- - - pole-mounted disconnector closed -II- circuit-breaker ON CP coupling post
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)_
Tens (in combination with the unit-digits described above):

1 to 9 Supplementary, serial numbers if required.
For section disconnectors of arriving or departing lines odd-numbered tens-
digits arc used in conjunction with odd-numbered units and even-numbered
tens-digits are used in conjunction with even-numbered units for the through-
going main line.
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.
Code letters used to identify switches and circuit-breakers:

A Protective neutral section disconnect.or, South or West side, Qn double-track
lines the track with odd-numbered section switches,
B Protective neutral section disconnector only on double-track lines South or
West side, the track with even-numbered section disconnect.ors,
C Protective neutral section disconnect.or, North or East side, on double-track
lines the track with odd-numbered section disconnect.ors,
D Protective neutral section disconnect.or - only open lines - North or East side, the
track with section disconnectors,
E Earthing disconnector (only for special cases, e. g. flood gate doors),
F Disconnect.or for connecting basic sections to bypass feeder lines,
G Disconnector for connecting main-line overhead contact lines to bypass feeder
lines,
L Connector disconnect.or for loading facilities
Q Connector disconnector for third-party facilities,
R Feeder disconnect.or of substitute feed branches with supplementary feed
busbar on the outside,
S Feeder disconnect.or of station feed branches and protective feed branches,
T Disconnect.or for longitudinal subdivision of feeders, bypass feeders and
connecting lines,
U Feeder disconnect.or of line section feed branches,
V Feeder disconnect.or connecting ovC'rheacl contact lines to connecting lines,
W Connector disconnect.or for switch-point heaters
Z Connector disconnector for train heating facilities.
Figures 10.16 and HU 7 show ;-1, simplified basic section circuit diagram of a station on
a11 electric railwav li1w nnd of' 01wrnti11g facilities of ll(~\\" line construction projects.
10.5 Contact line circuits 559
Gz
0
0 7
0
0 motor-operated pole-mounted disconnectot
L::,. manually operated pole-mounted disconnector

Figure 10.16: Simplified basic section circuit diagram of a station.
8 508
a) overtaking station
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.
10.2 ORE DT 53 (A 122): Bestimmung der elektrischen Gleisparameter in Abhangigkeit von

der Frequenz und den vormagnetisierenden Stromen (Determination of electric track
parameters depending on the frequency and the pre-magnetizing currents). Utrecht,
November 1976.
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. 7 Koettnitz, H.; Pundt, I-I.: Berechnung elektrischer Energieversorgungsnetze, Mathema-

tische Grundlagen und Netzparameter (Calculation of electrical power supply networks,
mathematical principles and network parameters). Verlag Grundstoffindustrie, Leipzig,
1968.
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.
10.10 Kontcha, A.: Mehrpolverfahren fiir Berechnungen in Mehrlcitersystemen bei Einpha-

senwechselstrombalrncn (Multi-polar method for calculations in multi-conductor con-
tact line systems for railways with single phase: AC). Iu: Elektrische Bahnen 94(19%)4,
pp. 97 to 109.
10.11 Measuring record taken at 10. May 1993 by the company Fischer & Ehms KG.
10.12 DR-M 23-03,()01: Bal111<)11crgievcrsorgung 750 V Gleichst.rom, Resistarrnen und Konduk-

tanzen (Power energy supply with DC 750 V, resistances and conductances) Berlin,
1990.
10.13 Spravoc:nik po ek)ktrosnabzcniju zelezuych dorog. (Hand book for electrificaiton of

electric railways), Verlag Transport, Moskau 1980.
10.14 Kie13Ji11g, F; Schneider, E.: Verweuduug von Bahnstromriickleitern an dcr Schnell-

fahrstreckc Madrid-Sevilla (Use of return conductors at the high-speed line Madrid-
Seville). In: Elektrische Bahneu 92(1994)4, pp. 112 to 116.
10.15 Put;z, R.: Uber Streckenwiderstande und Gleisstrorne bei Einphasenwechselst;rombah-

nen (On line resistances and track currents for single phase AC lines). In: Elektrische
Bahnen 20(1944) pp. 74 to 92.
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.
10.19 Information provided by SBB Swiss Federal Railway
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.
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.
10.26 Milz, K.: Elektrifizierungssysteme for den Hochgeschwindigkeitsverkehr (Electrification

systems for the high-speed railway traffic). In: Elektrische Bahnen, 89(1991)11, pp. 323
to 325.
10.27 Schmidt, P.: Berechnung der Spannungsabfalle zweigleisigerelektrischer Bahnen bei

beliebiger Anzahl von Querkuppelstellen (Calculation of the voltage drops on double-
track electric railways with any number of cross-coupling). In: WZ der HfV Dresden,
22(1975)2, pp. 401 to 427.
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
11.1 Current-carrying capacity of electric traction

contact lines
11.1.1 Electric traction power load
11.1.1.1 Power requirements
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.
11.1.1.2 Railways for general traffic
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
January April June Oktober ,January_
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
1,0 Figure 11.2: Day's load coefficient cd and

0 2 4 6 8 10 12 14 16 MW 20 hour's load coefficient C:1t as functions of
Annual mean load Pi--------- the annwtl mean load I'j, as given in [11.l].
where Pc1 max is the maximum daily average load occurring in the entire year and Pi is
the annual mean load. Experience has shown that the day's load coefficient is virtually
only dependent on the annual mean value. Figure 11.2 shows the relationship between
cc1 and Pi.
The graph b) of Figure 11.1 shows the typical variation in the load values of a main
line substation in the course of a day. It is characterised by clear peaks of rush-hour
traffic in the mornings and evenings and by low-load periods at midday and at night.
By statistical evaluation of a large number of implemented installations, it is also
possible to determine an hour's load coefficient c 11 . hour's load coefficient is defined as
(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)
Equation (11.4) can be transformed in to the standardised form of the distribution

function F ( Ac1c1), being the Gaussian 8tandard error function
1 >-c1c1
J2ii j exp(->? /2) cl,\ (11.7)

-oo
This standardised form of a distribution is described in tabular form in all relevant

publications on statistics. If P(p ::; Pc1c1) or F(,\1c1) is the probability of a random load
remaining below the given limit value Pc1c1, as discussed above, the converse
(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
P(p < Pc1c1) = (T - t)/T (11.9)
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
I = I' I (u . cos ,p) . (11.10)

11.1 Current-carrying capacity of electric traction contact lines 567
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
h max = Cd C1i Pj (U COS <p) (11.11)
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
a) Headway 6/7 min Headway 14/15 min

2,0 2,0
kA Branch 1 l<A I I Time window of variable width t_:
1,5 1,5 I I Branch 1
I I
1,0
1
c
1,0
I I
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)
2,0 2,0 I' I I ii

kA kA
1,5
- - ::::-
1,5 i \11
ii
~~
I
11~
1
c
1,0
Branch 1
---
Branch 2 c
1,0 --
I !iii I'-
j-iII r- - -', Branch 1
jli ~
~ 0,5 e:' 0,5
=i :j 1:1
u 1111
u !ii Brrf11[111
0,0 10 100 1000 s 10000 0,0 10 100 1000 s 10000

Time window width I Time winoow width t
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.
11.1.1.3 High-speed and heavy-duty railway lines

I--hgh-speed and heavy-duty railway lines, e.g. underground and metropolitan railway
lines ,vith short headways between trains, have totally different traction power load
characteristics to those of general railway traffic. These types of railway are chara.c-
terised by an impulse-like load on contact line installations, feeds and substations.
Studies have shmn1 that the specific energy demand of high-speed railway lines can be
as high as 1 to 1,:3 MvV /km and that of heavy-duty railway lines even as high as 1,7
i.o 2,fl :\[W /km, both cases iU<) valid for double-track lines [11.4].
Figm<' l LG shmvs the load currents of supply sub-sections of a substation 011 a high-
speed railwm, line The high-speed trains draw tr;-ictio11 cmT<'nts of l 1:30 A at collector
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
traction contact line
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
where O :S t :S (T t*) and tD :S t* :S T.

The part b) of Figure 11.6 shows the time-weighted equivalent continuous load curves
for 6/7 min headway (on left side) and for 14/15 min headway (right side). These were
calculated using the above algorithms.
The standardised equivalent continuous load curve for general traffic railway lines and
the time-weighted equivalent continuous load curve of high-speed or heavy-duty railway
lines, form the basis for rating the thermal load capacity of contact line installations.
11.1.1.4 Short-circuit loads

Short circuits in traction contact line installations are caused by damage to or faults in
the insulating components installed between conductive components having different
electric potentials. The main reasons for faults are aging material and physical damage
to insulating components as well as overvoltages and pollution deposits leading to
insulation breakdown or arcing. Dead short circuits are most frequently the result
of operator errors, e.g. not removing earthing and short-circuiting equipment before
switching on the power supply, or electric traction vehicles entering earthed contact
line sections.
Short circuits lead to high mechanical and thermal stresses in the affected electric
installations. Energy supply cuts and dangerous situations may result. To select the
components, especially circuit-breakers and set up protective equipment correctly, it is
necessary to know the magnitude of the expected short-circuit carrents. Short circuits in
railway installations can also induce dangerous voltages in cables and metal structures
parallel to the railway line.
In a traction contact line network, any earth connection will constitute a short circuit,
as seen in Figure 11. 7. The short-circuit current in single-phase AC railway traction
systems can be calculated using the formulae in Table 11.2. In the 16,7 Hz traction
pmver supply network of the Gennan railways (DB), the following maximum short-
circuit currents have been observed:
,l
up to c!S kA in centrally fed sections, and I,
up to 20 kA in 11rn1-ce11trally fod sections.
,1
,_1,_
!Ii
!,;"
ri,
1i:j:
I (J,'
572 11 Current-carrying capacity and _prot(~ctive provisions
Table 11.2: Clw.racteristic va.liws of short.-circuit currents according to standards EN 60 865-

1-11.94.
S:nnbol Formula. Ddiuitiou
Initial symmetrical short-circuit current:
clfoc:tive (nns) value of the symmetrical alternating compo-
I)
I"k I{:= C. Un/ zk neut of a short-circuit current at the moment the short
circuit occurs if the short-circuit impedance remains constant
and equal to that existing at time t = 0.
Peak short-circuit current:
2)
'/,p 'ip = "; . ,/2 . I{: maximum absolute value of the expected short-circuit current.
Symmetrical short-circuit breaking current:
:J)
Ia Ia /J.. I{: effective (rms) value of a short-circuit alternating current at
the moment the circuit is opened by the circuit-breaker.
Sustained short-circuit current:
I)
lie lie=,\ I;'c effective (nns) value of a short-circuit alternating current
which would remain at a constant value after all transient
processes have decayed.
Thermally equivalent short-circuit current:
the effective (rms) value of a current which would have the
It11 lt11 I{; Jm + n 5)
same thermal effect in the same time as the actual short-
circuit current which might have direct-current component
and decay with time.
Initial symmetrical short-circuit AC power:
S"k S{; = Un I1~' 6)
the product of the initial symmetrical short-circuit current
or and the nominal voltage. These quantities are not quantities
S/: = v'3 Un I{: 7)
of power in the physical sense, only factors used in
calculations.
1)
C Voltage factor = 1,03 to 1,1 in railway networks
zk Network short-circuit impedance
2) K, Impulse factor according to Figure 11.9 [11.6]
3)
Decay factor according to Figure 11.10 (11.6] for AC 16,, Hz, p = 1 for AC 50 Hz
4) ,\ Factor for calculating steady-state short-circuit currents ac-corcliug to EN 60 865-1
I,c Generator current rating
5}
rn,n Factors describi11g the heating effect of direct and alternating current compom,nts
in accordance with EN 60 865-1 (n ~ 0,95 in the central\\ feel railway network)
6)
in railway traction power networks
7)
in three-phase AC power distribution networks
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.
o, g - 1 - - - " t - - - ' " ' k - - + - - = - i . ~ = - - + - - - l - - - - + - - - - = i t =0 ,05s
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
- - - 10-MVA single-phase generator

- 40-MVA single-phase generator 0 25
0 5 -1---1-------1----+---+----+---J.-----l------l \ ~ ' s
Figure 11.10: Decay factor fl
0, 4 -r----1-----r---t------1~---+---+----+---,
applicable to a 16,7 Hz rail-
2 3 5 6 7 8 9 way trac:tion power network
[I LG].
' ',
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)
'.6 0,25 + - - - - + - - - - < - - _ _ _ , _ , , , - - - - + - _ - + - - - - ' - f - - - - + - - + - - - - - l

co
D
0 \ Figure 11.11: Stochastic rat-
0::
' ' .....
o+r,-,~-,-,+,-~,.,-,-,-,~~.,+,-,-~..-.-,+,..,..,.,.,,,,,_,.,_-,.,_..,.,...,....,.,...-,-,-,,.,..~...._,_,_.~..-M
ing for short-circuits.
0 2 4 6 8 10 12 14 16 kA 18
a) design too weak
Initial AC short-circuit l'k b) optirnurn design
c) design too strong
tan a=
dik) max
(di
1
c
Q)
~
0
a Figure 11.12: Characteristic

curve of short-circuit currents
Time t - - - - - in DC railways.\
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:
hmin = (Uss - 0,15 Un)/ Rioop (11.13)
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.
11.1.2 Current-carrying capacity

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.
11.1.2.2 Differential equation describing the heating of contact wires [11.1]
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.
11.1.3 Current capacity in case of varying operational cur-

rents
11.1.3.1 Differential equation of contact line heating
Figure 11.14 shows the thermal energy balance of a bare wire with circular cross section.
This can be used as a model for the thermodynamics of a contact wire. The thermal
energy conducted into the volume element and the thermal energy conducted away
from the volume element through the wire, can be ignored clue to the extremely high
thermal conductivity of the copper.
The Joule's heat generated by the current I flowing through the element is
clPJ - 1 2 . (!20. [l + etR(B - 20C)]. (l/A). dt (11.15)
In addition, the contact wire is heated externally by solar and diffuse sky radiation.
Reference [11.11] gives the following equation for this effect:
clPin - cl E P.~:> sin c) l dt (11.16)
whereby E is the solar absorption coefficzcnt, P~:i

is the solar raclzation intensity (ap-
proximately 950 \V /m in Central Europe) and c) is the sun's declination, ,vhich depends
2
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
Table 11.3: Solar absorption coefficient of metallic surfaces,

[lLll], [11.12], [11.13], [11.14].
Surface Copper Aluminium Iron
semi-polished 0,15 0,08
matted, smooth 0,24 0,23 0,45 1)
oxidized, slightly dirty 0,6 0,5
heavily oxidized 0,75 0,7 0,96 1 )
heavily oxidized, dirty 0,85 to 0,95 0,88 to 0,93
rolling-mill skin 0,65
sandblasted 0,67
rusty 0,61 to 0,85
1) Cast iron
hs = 113,5 - l'PI for cp ::; 23,5 (11.18)
If the conductor material has a thermal capacity c and a mass density ry, the thermal
energy stored in the conductor is
dPst = C "/ A l (19 - 19air) dt (11.19)
where 19air is the ambient (atmospheric) temperature.

The energy emitted by a conductor of circumference U due to convection and radia-
tion is
dPout = O'. U l (19 - 19air) dt (11.20)
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)
The solution to the above differential equation is
(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.
11.1.3.2 Parameters affecting the current-carrying capacity of a conductor

Heat transmission coefficient a
The thermal energy lost P~ut to the environment per unit length due to convection
and radiation per degree temperature difference is directly proportional to the heat
transmission coefficient o: and to the circumference U of the conductor. The heat
transmission coefficient a is the parameter that determines the heat energy transmitted
from a conductor volume element to the surrounding medium.
The heat transmission coefficient comprises a convection component (Ycon and a radia-
tion component O'.rcI, i.e.
(11.24)
This permits independent study of the two components. The convective component of
the heat transmission coefficient of an overhead contact line can be calculated using
a method described in references [11.12] and [11.14]. This method uses the following
parameters and relationships:
Nu = Nusselt number O'.con lw / A, ( 11.25)
Re Reynolds number = vlw/1/, (11.26)
Gr Grasho.f n:umber,
Pr Prandtl number,
lw flow contact length of the conductor, in this case equal to half the
circumference of the wire. For traction contact wires worn by 10 %
lw = 0,0206 m for Cu AC-100 wires and lw = 0,0227 m for Cu
AC-120 wires apply
,\ specific: thermal conductivity of air,
I/ kinetic viscosity of air and
v velocity of air Sl!notmding the wire.
ks material property constant of air; ks = 1 /3 Pr/ 1/ 2 where /J is the
coefficient of expansion of air measured in 1/K.
Taking the temperature-rdaL<,.d material constant ks of air, cf. Table Jl. L Ute con- 0
tact wire tempern.tllrc d< :vv and the ambient temperature /)air into co11sid<~1at.iou, the
product is:
Gr Pr - ks l;~. (Bew Oai,) (11.27)

580 11 CmTent~carnring_~a,p,u:ity and protective provisions
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 Reynolds number for free convection is
Rer = 6,97 (Gr Pr) 01403 , 5 10 2 < Gr Pr < 2 107 (11.29)
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:
Nutr = 0,17 Re~/ 2 , (11.31)
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
Table 11.5: Heat transmission coefficients of Cu AC-120

type contact wire, worn by 10 %. Index f for vw = 0 rn/s, and
Index tr for vw = O,G m/s. All values a given in W /(K*rn 2 ).
{Jc:w '!~ai, <l'c-on f' <t,-on tr O'.rd O'.f O:tr
oc oc
80 40 8,72 12,8 6,55 15,3 19,4
50 40 6,28 12,0 5,68 12,0 17,7
80 20 9,74 13,4 6,00 15,7 19,4
60 20 8,89 13,0 5,44 14,3 18,4
30 20 6,39 11,1 4,68 11,1 15,8
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)
In this equation, Cs 5,671 W K- 4 m- 2 , the emissivity of a black body and -=ewair

is the corresponding emissivity for radiation energy transfer between the contact wire
and the surrounding air. Because of the radiative properties of the contact wire, which
is diffusely reflective, and of air, which is transparent, it is feasible, to substitute the
total emissivity Eewair by the contact wire emissivity Eew, which is solely dependent on
the contact wire properties. By equating the expressions for Prd and <D, the following
expression is obtained for the radiation heat transmission coefficient:
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
O'.rcl = 0,21 . E-~:w1 + 0,79. Eewu . Cs . [ (Tew /100)4 - (Tair/100)4] (11.35)

19cw - ,,Jair
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
Table 11.6: Heat transmission coefficient for a contact wire

of type Cu AC-100, all values given in W m- 2 K- 1 [11.l].
Ambient. Contact wire
Wind spend vw in m/s
temperature tempcra.tluc
'l?ai, 19c:w
oc oc 1 2 4 8
-20 34,6 50,4 75,0
-30 116
70 36,4 52,2 76,8
10 35,4 51,0 75,0
0 115
70 36,8 52,3 76,4
30 35,8 50,9 74,3
20 113
70 36,8 51,9 75,3
50 36,2 51,2 74,1
40 111
70 36,8 51,7 74,7
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.
Ambient temperature '19air

The German standards define 35C as being the highest initial ambient temperature
Bair A 22 year series of hourly air temperature and wind speed measurements taken in
Germany, comprising 192 864 pairs of values showed that a temperature of 35C was
exceeded lG times during this period, 3GC was <'xceeded 9 times and a temperature
of 38C ,vas measured on only two occasions. Th<' wind speed exceeded 1,8 m/s at all
tim<\S when temperatures of 35C or above were obscrv<\<l. From the original observation
data [11.20], it can also be deduced that the prolmbility of simultaneous occurrence
of a. tempera.tun\ of 300C and a wind speed ol' l m/s is zero. The maximum ambient
ternp<~rat ure has to be specified aecordillg to local rnuditions.
11.1 Current-carrying capacity of electric tractfon_.c:()nt,act lines
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
Permissible final temperature '19lim

Table 2 of EN 50 119 presented as Table 5.3 in chapter 5, specify that the rna:z:irrmrr1,
working temperature of grooved contact wires is 80C for electrolytic copper and 100C
for CuAgO,l and CuMg0,5.
Externally applied heat P/n

Overhead contact lines and contact rails are heated externally by solar radiation and
d~ffuse sky radiation. The surn of the effect of both types of radiation is called the global
radiation. Representative surveys canied out in Germany [11.21] have sltow11 that the
following values can be assumed for global radiation acting per metre 011 a coutact wire
of type Cu AC-100:
I
1,2 W /m-annual average,
2,3 W /m--in mid-summer at 100 % cloud coverage,
6,1 W /m-in mid-summer at 50 % cloud coverage and
8,2 W /m-in mid-summer with clear skies.
Measurements have sho\\'u that Lh<' temperatures of contact wJrcs without ('llrrent
loads can be G K higher than th<' sutTotmding air in cases of cxtn\ttW heat radiation
exposure. In the USA, U\mperatttrc difference values of 8 K han\ bcc11 nwasmcd on
overhead power lines [11.22] .
Figure 11. lG shows the t\ pirnl daih \ariation of heat radiatio11 acting ou ,1 type Cu
AC-100 contact wire in thC' su11uncr in Central Europe: the corn~spo11di11g \alues for a
tvpe Cu AC-120 being 10 % ltiglwr Figme 1 l.18 sho\\"s how <'xtcrnnl <'ll<'rg, applied
to a wire affects its conti11urn1~; c11n<'11t-canying capacit,
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
~
currents I and ambient temperatures 19air

r 4 ~-cc
1: J = 100 A; 19air = 35C
3
2: I= 100 A; 19air = 20C
2 3: I= 100 A; Dair= -20C
4: J = 600 A; 19air = 20C
5: I = 1000 A; 19air = 35C
0 2 3 4 5 f!l
s 6 6: I = 1000 A; 19air = 20C
Vw---- 7: I= 1000 A; 19air = -20C
Heating and cooling time constant r

If the density 1 , the specific heat c and the load current I are known, the solution of
differential equation (11.21) can be used to calculate the time constant T as follows:
C I. A
7------------ (11.37)
a U - (1 /A) CYR I2 Q20
It can be seen that a large rmmber of parameters affect this time constant. Figure 11.17
shows some time constants for the heating and cooling of a grooved contact wire in
relation to the wind speed.
1 Ll Cunent_:-canying <:,;,1pacityof electric traction contact lines __ _ 585
Table 11.7: Continuous current-carrying capacities of conductors and contact wires

without wear with solar radiation and wind speed 1 m/s at various ambient tempera-
ture, values given in A.
Typ of contact wire Ambient temperature, C Contact wire
and conductor -30 -20 -10 0 10 20 30 40 temperature, C
CuMg AC-100 624 593 561 527 490 450 407 358 80
Cu AC-100 751 711 666 619 569 513 451 378 70
CuAg AC-100 778 740 700 657 611 562 507 446 80
Cu AC-107 782 739 693 645 592 534 469 393 70
CuMg AC-120 702 668 631 593 551 507 457 402 80
Cu AC-120 845 798 749 697 640 577 506 424 70
CuAg AC-120 876 833 787 739 688 632 570 501 80
Cu AC-150 976 922 865 803 738 665 583 487 70
BzII 50 404 385 364 342 318 293 265 233 80
BzII 70 487 463 438 411 383 352 318 280 80
BzII 120 704 670 633 594 553 508 458 402 80
Cu 95 734 693 651 605 556 501 440 369 70
Cu 120 848 801 752 699 642 579 508 425 70
Al 185 910 865 817 767 713 654 590 517 80
Al 240 1098 1043 986 925 859 788 710 621 80
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.
11.1.3.3 Current-carrying capacity of individual contact wires or conduc-

tors
The nominal or continuous current-carrying capacity of overhead contact lines is the

maximum constant current that an individual win: or the contact line can conduct
indefinitely, without exceeding the maximum permissible or any other specified tem-
perature for a given ambient temperature and wind vdocitv. Tlw continuous current.-
carrying capacity, ,vhich c;-rn be calculated for l ----0 (X) ll\ 11sing c'q11ation (1 L23) is also
depr.ndC'ut 011 m;-uiy p;-u;.1.111et<'rs, as the respectiw ('<pull ion inclic-at es
-------- U Current-carrying capacity and protective provisions
ble 11. 7 and Figure 11.18 show the continuous current-carrying capacities of indi-
ual contact wires or conductors .
. 1.3.4 Current-carrying capacity of overhead contact lines

th the methods presented above the current-carrying capacity of individual conduc-
s in the steady state can be determined from equation (11.21) with reference to the
it length and
dP' = 1 2 f 0 [1 + aR ( fJ - 20)] (11.38)
m (11.15) for Joule's loss
dP'In = E P.8110 sin 6 d (11.39)
,m (11.16) for the energy input by solar radiation
dP~utl = 7f A Nu (fJ fJair) (11.40)
>m (11.19) for forced convection and the Nusselt number Nu from
Nu= 0,65 Re 0 ,2 + 0,23 Re 0,61 (11.41)
d the Reynolds Number Re according to (11.26).

4
dP~ut2 = S E d 1r(T - T;ir) (11.42)
)m (11.34) for losses by radiation. With this parameters the steady-state current or
rrent-carrying capacity can be obtained from
(11.43)
(11.21) clPst = 0 was set for the steady-state.

gure 11.18 shows the current-carrying capacity for some often used contact wires
\pendent on the ambient temperature fJair For the temperature f)lim of the contact
ire 70C is used.
he current-carrying capacity IdoHL of an overhead contact line is the sum of the
irrents flowing through the contact wire, the catenary wire and the parallel feeder
1e in the limit state.
(11.44)
he total current-carrying capacity of the contact li1w ldoHL is determined by the

nnponent reaching first its thermal limit.
1 case of DC supply systems the individual portions on the total current depend on
w conductance of th(\ cornporn:nts.
/I (. \ Ht,01,/R.c:J\ (11.45)
11. 1 Current-canying, capacity of electric_ traction cont.act lines 587
Table 11.8: Current-carrying capacities of overhead contact

lineR and conductor rails at various ambient temperatures,
values given in A [11.23].
vw ,oaii-
m/s -20C 0c 20c 35c 40c
AC-100+ 0,0 635 560 473 396 367
50 BzII 0,6 919 811 685 573 530
AC-120 + 0,0 852 752 636 532 492
70 Cu 0,6 1234 1089 925 770 713
2 * AC-120+ 0,0 1347 1188 1004 840 778
70 Cu 0,6 1950 1720 1454 1216 1126
2 * AC-120+ 0,0 1616 1426 1209 1008 933
150 Cu 0,6 2334 2065 1751 1460 1352
2 * AC-120 + 0,0 2249 1983 1675 1403 1300
2 * 150 Cu 0,6 3257 2871 2425 2032 1880
Conductor rails
Fe 5100 0,0 4120 3708 3241 2835 2697
0,6 5622 5161 4513 3958 3755
Al 5100 0,0 7458 6711 5869 5148 4883
0,6 10548 9489 8298 7236 6905
Al 2100 0,0 4786 4306 3759 3302 3134
0,6 6768 6089 5324 4670 4430
For the total resistance applies

1/ Rtot = 1/ Rew+ 1/ ReA + 1/ RFL (11.46)
In case of AC supply systems the individual portions depend on the inductive coupling.
In chapter 10 information is given on the calculation of current distribution in an
overhead contact line. The distribution depends as well on the frequency. Table 10.10
contains information on current distribution for 16,7 Hz systems, Table 10.11 for 50 Hz
systems. For the DB's contact line Re 200 with a parallel feeder line A.AC 240 the
portions are for 16, 7 Hz
Contact wire: new = 0,38; catcnary ,vire: neA 0,14; parallel feeder line nFL = 0,50
and for 50 Hz new = 0,38; ncA - 0,20; nFL = 0,44.
The current capacity of the contact line can be obtained from
(11.47)
where n1im is the portion of the component reaching at first its limit tempera.ture.
Provided, that is the contact wire than
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
Table 11.9: Current-carrying capacity of DB standard overhead contact lines

at a wind speed vw = 1 m/s taking into account heating by solar radiation, all
values' given in A.
Stamla1cl Specified i91im Supple- i?air = 35C '!?air = 40C
design in mentary contact wire wear contact. wire wear
[1L25] oc feeder 10% 20 % 10% 20 %
Re200 560 70 no 577 558 529 512
900 70 yes 1133 1127 1039 1034
Re 250 670 70 no 686 665 628 609
1270 70 yes 1238 1227 1133 1123
Re 330 850 80 no 853 813 801 764
1425 80 yes 1553 1509 1458 1417
Note: The current-carrying capacity of lines using return feeders differs only slightly
from the values given in this Table.
11.1.3.5 Current-carrying capacity of conductor rails

Measurements carried out on conductor rails made of AlMgSi0,5Fl 7 and with a cross-
sectional area of 3578 mm 2 show that the heat transmission coefficient for free convec-
tion, aeon, is approximately 5,3 W /(K-m 2 ). The radiation heat transmission coefficient,
ard, calculated according to Stefan-Boltzmann's law for a conductor rail temperature
of 85C and an ambient air temperature of 40C is found to beard= E-8,62 W /(K-m 2 ).
The emissivity E of aluminium with a fresh extrusion surface is 0,16. Studies carried
out with ACSR overhead power line conductors in industrial areas have shown that E
was 0,4 when the conductor was newly installed, 0,6 after being in place for two years
and as high as 0,8 after four years [11.26]. An emissivity of 0,75 to 0,85 can be assumed
for steel conductor rails. In addition, measurements have proven [11.27] that there is
always a certain amount of air movement around conductor rails mounted near ground
level, through which a current is flowing.
For a wind speed of O m/s, the heat transmission coefficient of aluminium compos-
ite conductor rails is assumed to be 9 W /(Km 2 ) and iron conductor rails to be
12,2 W /(Km 2 ). On the basis of considerations in which an analogy to the heating
of contact wires was made, values of 18 and 24,4 W /(K-m 2 ) were assumed for a wind
speed of vw = 0,6 m/s. These values were then used to calculate the continuous current-
carrying capacities shown in Table 11.8. Whereby E = 0,43 was used for aluminium
conductor rails and a cross-sectional area reduction due to wear of the iron conductor
rail by 10 % of the nominal value was taken into account.
For comparison purposes, the continuous current-carrying capacity of an aluminium
conductor rail with a cross-sectional area of 5100 mm 2 was calculated according to a
__fi;irmula presented in [11.28]. The numerical equation states that
fct k A U
(11.48)
2
A 1 mm mm
where, according to [l 1.28]:
k: = !{ J K2 K:i K, /\:,
11.1 Current-carryingcapacit.y of elec~ric tractitm C()Ilta<;t lines 589
contact line conductor rail

4000 16 ,-.--~-,---,----,----,.-----,------.-,-------,
A kA
1 3000
-.::;
c
[I:'
:5
u
2000 -- 8
E
~
0
fii 1000 4
2
0,0 - - L - - - ' - - ~ - ~ - - ~ - ~ - ~ - - - ' - ~ - - - ~

3 6 10 20 60 100 200 600 1000 s 3600
Period of action
Figure 11.19: Short-term current-carrying capacity of over-

head contact lines and conductor rails.
1: Contact wire Cu AC-100 + catenary wire Bz II 50 nun 2 ;
'131im = 70C; i9air = 35C; vw = 1 m/s and Id= 600 A
2: Contact wire CuAg AC-120 + catenary wire Bz II 70 mm 2 ;
'13lim = 80C; 19ai1 = 40C; vw = 1 m/s and I<l = 670 A
3: Contact wire CuMg AC-120 + c:atenary wire Bz II 120 mm 2 ;
'131im = 80C; '13ai1 = 40C; vw = 1 m/s and Id = 850 A
4: Conductor rail, 3578 mrn 2 cross-sectional area, T = 60 min;
z9air = 35C; vw 1 rn/s and Ic1 = 3, 45 kA
R'1 - 1,01 for K2Q - 35,4 n-l mm- 2 m,

K2 = 1,02 for '!9air = 35C ,
h . . ;3 1,07 for a temperature increase of 45 I<.,
K.1 1,02 for installation in the open, without forced convection, and
J\."5 - 1,02 for unpainted, clean track surfaces.
If the circumference U -450 mm is inserted, a continuous current-carrying capacity of
4436 A is obtained. This value is lower than the value of 5148 A at vw = 0 m/s shown
in Table 11.8 because the emissivity of a clean, brilliant rail ,vas assumed. The Berlin
metropolitan railway has specified the permissible continuous current-carrying capacity
to be 2800 A for iron conductor rails and 4700 A fm aluminium composite conductor
rails, based on a maximum temperature of 85C and an ambient temperature of 40C,
in both cases for a cross-sectional area of 5100 mm 2
11.1.3.6 Short-term current-carrying capacity and reference strength
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.
;;-'
~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
or reaching any undesirable condition. In reference [11.29] the operating range

'!91im
in the region of the short-term current-carrying capacity is called the "overload con-
dition". Equation ( 11. 23) can be used to calculate the short-term current-carrying
capacity of overhead contact line installations. Figure 11.19 shows graphs of the short-
term current-carrying capacities of overhead contact line equipment commonly used by
the DB. These graphs also apply to systems operated at a frequency of 50 Hz.
From the measurements carried out on the 3578 mm 2 co-extruded composite aluminium
conductor rail described in the preceding section, a heating and cooling time constant
of approximately 60 min can be deduced. If this value T = 60 min is assumed for
conductor rails and inserted in (11.23), the short-term current-carrying capacity values
It of conductor rails, also depicted graphically in Figure 11.19 are obtained.
For high-speed and heavy-traffic railway lines, it is appropriate to model the current-
carrying capacity on a reference load variation which is determined in the same way
as the time-weighted equivalent continuous load curve. In this load variation, it is
assumed that an overhead contact wire or overhead contact line at ambient temperature
is subjected to a current load for 10 seconds and heated to the permitted maximum
temperature within this IO-second period. A constant current equal to the permissible
continuous current then flows through the wire for the next 24 hours [11.4]. The current-
carrying capacity determined by this method is the time-weighted current-carrying
capacity, also designated as the reference strength Ir"(t*) in this book. Figure 11.20
shows the reference loading capacity of two types of overhead cont.act line systems
with and without supplementary feeder lines, typically used by the DB.
11.1.3.7 Short-circuit current-carrying capacity

In this clause, methods of determining the short-circuit current-carrying capacity of
overhead eontact lines and their main components are explained. The short-C'ircuit
current-carrying capacity, also termed short-circuit mpabilily or short-c1,rcuit rating, is
important for the therrnal design cousiderations of ovnlw,td contact line installations.
If iu equation (11.21) the value of the heat app!i(!d b:v (\X:t<rnal so111TPS is ignored and it
11.1 Current-carrying capacity of electric tn1c_~on contact lines 591
----------
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
C r A2 . ln ( 1 + O'.R ('19k Jim ~ 2~ C))

h= P20 0:H tk 1 + O'.Jl ('19a 20 C)
(11.49)
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
C'il,Trents1r,however, differ from the thermally equivalent short-circuit currents Ith

I !
According to standard EN 60 865-1 it applies:
I(;= Ith / /(rn + n) (11.50)
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].
Figure 11.21: Short circuit current-carrying

capability of a contact line, 10 % worn con-
tact wire type Cu AC-100, 50 mm 2 catenary
wire type Bzll, 19a = 70C; 79Klim = 200C,
= 300C and = 600C for contact wire, cate-
nary wire and dropper wire, respectively.
1: contact wire short circuit at a dropper at mid span
2: catenary wire short circuit 0,5 m away from a
dropper at mid span
3: catenary wire short circuit at the dropper at mid
0 60 120 180 240 ms 300
Duration t k _ ____,__ span
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)
11.1.3.8 Fusing current

For practical applications, the fusing current causing the contact wire to melt is rele-
vant. This current depends on the current duration tsc to a high extent. Figure 11.22
shows currents measured in Germany necessary to melt a contact wire Cu AC-100 de-
pending on the duration of the current in combination with one carbon collector strip.
The continuous contact current for the combination can be assumed as 100 A. From
the measurement recommended for the permissible contact stress as a function of the
duration period can be given by
Icon perm - 1200/tsc 100 in A, (11.51)
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 \
""
:\
' ' ......

c
Q)
!
0
Duration of load Duration of load - - - Duration of load - - -
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
11.1.4 Thermal design calculations

11.1.4.1 Maximum principle
Electric railway contact lines should be designed in such a way that damaging overloads
are avoided even when the maximum expected load occurs. However, it is also desirable
to achieve a well-balanced average utilisation of the contact lines. These contradicting
requirements can be met satisfactorily by applying methods that take into account the
real characteristics of loads and system capabilities.
In the rnaxirnurn principle, which is still often used, the continuous current-carrying
capacitv Ic1 is taken as the basis of all calculations. In this case, the criterion assumed
is that this value must be equal to or higher than the ma:cimum expected load current
Irnax (Figure 11.23) at all times.
In such a case, the contact line never reaches the permissible maximum temperature
during normal operation, because the peak loads only occur during short periods. For
this reason, this method is uneconomical and not to be recommended if the time-
dependent loads are known.
11.1.4.2 Matching load and current-carrying capacity characteristics
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.
Railway lines for general traffic

The load current in a feed section of a general traffic railway line can be expressed
as a stochastic value according to (11.8) and a mean value as calculated with the aid
of equation (11.11). The hourly mean value of the hour in which the maximum load
occurs is the maximum load occurring in a main railway line section within an entire
year, or, in the case of tramways, the section load occurring due to detour traffic or
traffic disturbances. The load current is then expressed as:
J ( t) = h max ( 1 F (Add)) (11.52)
The principle to be applied in order to achieve optimum contact line dimensions can
be expressed as:
Ior-rdt) - I(t) --r Minimum (11.53)
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.
High-speed railway lines

For high-speed railways, the rating must be based on the time-weighted parameters (cf.
clause 11.1.3) ; the principle to be applied being:
I or-rd t*) - Ieff max ( t*) --+ Minimum (11.54)
Figure 11.26 shows the time-weighted current-carrying capacity of an overhead contact

line of type Re 330 in comparison to the load of high-speed trains as calculated 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-
load le11max(t*) with and drawing 1130 A

per train headways from
0 the contact line which is
10 100 1000 s 10000
Averaging period t* - - -
connected in parallel.
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.
11.2.2 Metallurgical principles

Contact wires are subjected to a near-constant tensile force undcr normal operat-
ing conditions. The mechanical load can lie a,ss11med as heiug static Apart from the
mw:im,u1n, tensile .,trcn_qt.h or no'111:1,1w.l lensi/1'. st.n:.nyth, th<' 0,'..? c;; ywld sh,ength is an
l_!:_2_~ff~ct of the temperature or!_<::2!~:_a__<:_t wire characteristi,<:~"---- ____________:::.:::_:__
597
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 - - - - -
Table 11.10: Physical properties of electrolytic copper at a temperature of

20 C, according to reference [11. 31].
Property Value Unit
Density 8,9 kg/clm 3
Specific heat 385 W s/(kg K)
Melting point 1083 oc
Linear expansion coefficient 16,5 10- 6 K-1
Cubic expansion coefficient 17,710- 6 K-1
Thermal conductivity 391 W/(Km)
Young's modulus (modulus of elasticity) 127 kN I mm-)
Electric conductivity 58 S rn I mm-)
Temperature coefficient of electric resistivity (68 to 70) 10- 5 n rnm 2 /(rn K)
Tensile strength, hard-draw E-Cu 300 to 360 NI mm-)
important parameter describing the strength of components subject to static loads. In

ductile materials, major permanent elongation occurs if this limit is exceeded. Copper
contact wires, made of relatively hard materials, show no clearly defined elastic limit.
The 0,2 % yield strength is the tensile stress which will cause a permanent elcngation or
set of 0,2 % after the load has been removed. Figure 11.28 shows the stress-strain dia-
gram obtained in a tensile test of a contact wire made of CuMg0,6. The diagram shows
the wide range of stresses over which the strain is directly proportional to the stress.
Until approximately ten years ago, contact wires were made of electrolytic copper
usually because, in a pure condition, it achieves good mechanical strength while having
a. low resistivity. Table 11.10 lists physical properties of electrolytic copper as given in
[1 L:31]. However, modified overhead contact line properties are required in order to
a.chic~\ e high running speeds at the same time assuring the required level of current
!.ra11sl"C'r and c-ontac:t. quality.
598 - - - }!_ Cunent-cai:i:ti11g,_ capacity and protective provisions
As explained in chapter 9, t.lw contact characteristics of a pantograph an<l collector

assembly relate closely to the tensi!P stress in the contact wire. The contact character-
i.stics improve with increasing contact wire t<~nsil<\ stn~ss. For this reason, attempts have
been made to increase considerably, the tens'ile strength of rontu.ct wires by using alloys
containing silver, cadmium, magnesium and tin as well as nickel and zinc. In Central
Europe, only silver and magnesium additives are of practical relevance, cadmium is
now forbidden by law because of its adverse environmental toxicity.
Electrolytic copper is also called Cu-ETP ( electrolytic tough-pitch) in engineering pub-
lications. Formerly, an alloy of electrolytic copper with 0,1 % siher ,vas called Cu-LSTP
(low silver tough-pitch) it is now designated CuAg0, l throughout Europe.
Alloying additives in the copper lead to isornorphous crystalline structures that achieve
higher tensile strengths and temperature resistance than pure copper. The electric
conductivity is not affected by the addition of silver since copper and silver have similar
properties. Conversely, the electric conductivity of copper-magnesium alloys is lower
than pure copper but alloys of this kind achieve considerably higher tensile strengths.
Copper contact wires of type Cu AC-100 and Cu AC-120 are drawn from 18 to 24 mm
diameter drawing stock produced by a casting-rolling process. The stock is drawn
through several circular dies in sequence followed by a grooving die and then a fi-
nal finishing die. The wire is cold-drawn into its final dimensions and profile. This
changes the material micro-structure from an almost round into an elongated shape
and finally into a fibrous-like structure aligned in the direction that the wire was drawn.
Discontinuities in the crystalline structure increase the shear resistance and harden the
material. As copper is subjected to several colcl-clra,ving processes, the resistance to
deformation increases while the electric conductivity and plasticity decrease.
The reduction of the cross-sectional area caused by drawing in relation to the original
stock cross section is called the conversion ratio. The converswn ratio is expressed
as a percentage and is equal to the ratio of the cross-sectional area reduction to the
original cross-sectional area. For example, the optimum conversion ratio for producing
a grooved contact wire CuMg0,6, which contains approximately 0.6 % magnesium, has
been determined to be roughly 75 %.
11.2.3 Effect of heating on the tensile strength

Long-term heating of cold-drawn copper wire causes the crystalline micro-structure to
regain the original structure it had before the cold-drawing process. This transition
to the stable crystalline micro-structure is called recry0tallizatwn and is accompanied
by a loss of all physical characteristics typical of tl1c cold-drawn contact wire. Figure
11.29 shows how the tensile strength of cont.ad, wires made of Cu. CuAg0,l, Cu.tVIg0,4
and Curdg0,6 decreases due to recrystallisation. As the recrystallisation temperature
is exceeded, the micro-strncture begins to change acc0111pa11iec! by a loss of tensile
strength. In this process, the crystalli1w grain n~-assnrnes the stable round shape and
the micro-structure created by cold dra.wiug is al1t1ost totally corncrted.
The reduction in tensile strength ca.11 lw evaluatt'd 011 tlw basis of the annealing point.
This is the U\mp<\ratmc at \Vhich th<' material n11t IH~ k('pt for orw hour until its tensile
!_1.2 Effect of the temperature ou cm1~~~~:t_~ire characteristics 599
------------
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
Figure 11.31: Contact wire Cu AC-100.

a) cross-sectional profile -- b) local reduction of cross-sectional area
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:
a- 0 .2 = 160,5 exp [154,7 /(rJ + 273)]

[11.36] contains data on the effect of contact wire temperatures on minimum tensile
strength and 0,2 % yield strength. They were obtained from tests on contact wires Cu
AC-100, the profile of which is plotted in Figure 11.31. The measured data validate the
above equations.
11.2.4 Effect of exposure to increased heat on tensile strength

This section describes the conclusions drnwn from experimental measurements to de-
termine the relationship between minimum tensile strength, 0.2 % yield strength and
period of exposure to increased temperatures.
In [11.37] copper with a conversion ratio of 58 % was analysed. The tensile strength
of wires being initially 370 N/mm 2 was reduced by 10 N/mm 2 after the wire had been
kept at 120C for a year, and by 30 N/mm 2 if the wire had been kept at 160C for a
year. It was found that the tensile strength of copper contact wires of tvpe Cu AC-100
kept under a constant stress of 150 N/rrnn 2 started diminishing at a temperature of
120C. The reduction in tensile strength starts earlier for higher constant operating
tensile stress.
In [11.38] new and used contact wires of type CuAg AC-120 and C11 AC-120, were
investigated under mechanical loads and without loading, to stuclv Lhe effects of the
operating tensile force, operating temperature and duration of load application on the
11.2 Effect of the temperature on cont.act wire characteristics_ -------- _ --- ----------------- 601
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----
Figure 11.32: Ageing behaviour of con- Figure 11.33: Time/elongation graphs of

tact wires of type Cu AC-120 and CuAg contact wires of type Cu AC-120. CuAg
AC-120; change in tensile strength, ex- AC-120 and CuMg AC-120:
pressed as a percentage: 1: Cu AC-120; i9= 120C;
unbroken line: Cu AC-120 at fJ = 120C; as = 150 N/mm 2
measured values o: CuAg AC-120 at fJ = 2: CuAg AC-120; i9 = 170C;
150 N/mm 2
as
170C; measured value +: CuAg AC-120 3: Cu AC-120; i9 = 120C;
after wetting by rain; The values shown as = 100 N /mm 2
represent the operating tensile stress in 4: CuAg AC-120; i9 = 170C;
N/mm 2 . as 100 N/mm 2
5: Cu AC-120; v = 120C;
as= 50 N/mm 2
6: CuAg AC-120; iJ 170C;
as= 50 N/mm 2
7: Cur.lg AC-120: iJ = 150C;
as = 225 N/mm 2
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
Table 11.11: Effect of temperature and pe- Tcmperatur Duration Reduction in

riod of time of exposure to raised tempera- '!? t tensile strength
ture on the tensile strength of contact wires of oc h %
type Cu 100 subjected to an operating stress of 120 100 -0,83
100 N /mm 2 in accordance with measurements 200 -1,09
described in (11.35). 300 -1,22
400 -1,36
140 100 -1,5
200 -2,2
300 -2,9
400 -3,3
160 100 -2,2
200 -3,0
300 -3,5
400 -4,0
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
Figure 11.34: Temperature of

160
oc the section of c01itact wire ex-
periencing the greatest temper-
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)
~ 60 tion of locafo,ed wear

0
co
I 4: localised wear 25 %, l = 0,1111
c I
8 40
/
5: localised wear 25 %, l 0,2 111
6: localised wear 35 %, l = 0,1 m
20 7: localised wear 35 %, l = 0,2 m
50 100 150 200 s 250
Duration of heating I _ ____,,_ 8: localised wear 35 %, l = 0,4 m
11.2.5 Heating and reduction of contact wire tensile strength

at locations subject to increased wear and at connec-
tion terminals
Figure 11.31 shows schematic-illy a contact wire that has been worn unevenly. The
temperature distribution along this section of contact wire was calrulatecl using meth-
ods which accurately model the variable heating characteristics. Th<' results of the
calculations are shown in Figme 11.34.
This diagram shows the temperature of the section of a contact wir<' of type Cu AC-100
at which a current of 1000 _.:\ leads to the strongest heating effect depending on the
duration of heating. Cross section reductions of 25 % and 35 %, an arnbi<'ut temperature
of 35C and a wind speed of 1 m/s were assumed in the calculations . Th(' results show
that for localised contact wire wear of sections of 0,4 1t1 length or loug()r, the condition
of the contact wire should only be assessed on the basis of the nrnailling noss-scctiomd
60--1 .. - _ ..11 Cunent-ca!rfi~g._capacity and protective provisions
---- ~ - - - - - - - - - - - - - .
area of the excessively worn section.

If the heat which is conducted into and away from a volume element of a wire as the
result of the changing cross section is included when setting up the equation (11.16),
the power transmitted along th<\ wire due to thermal conduction can be described by
the equations:
(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)
In (11.56), {JK = {) (0) is the increased temperature occurring at a position where

the cross-sectional area is reduced locally or where a faulty fitting is placed and
{)end= 19(x-+ oo) is the temperature at points a long distance away from the section
with reduced cross section. The localised thermal constant B in equation (11.57) is
calculated by:
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
nant cross section 50 mm 2 , vw =

1,0 0,2 0 0,2 m 1,0
Distance x - - - - - 1 m/s
Table 11.13: Heating time constants, in minutes, and heat transmis-

sion coefficients, in W /(K-m 2 ), measured on overhead contact fittings
and connectors [11.19].
T 0:
vw = 0 m/s vw = 0,8 m/s Vvv = 0,8 rn/s

Contact wire connector 24,5 11,7 28,5
Contact wire feed fitting 23,4 8,2 1 i 33,6
Cross-type current fitting 33,9 11,7 1 ) 29,0
Compression clamp 50/95 20,8 6,3 21,4
Compression clamp 35/35 11,3 3,9 39,0
Parallel groove clamp 35,2 15,7 24,4
1) for vw = 0,9 m/s
of the continuous current-carrying capacity only lead to a slight over-temperature at

the position of the reduced cross section even if they flow for longer periods. Conversely,
a current of twice the value of the continuous current-carrying capacity leads to a local
temperature rise of almost 15 K in 60 seconds.
A comprehensive series of measurements described in [11.19] and [11.40] confirms that
the temperature of contact wires of type Cu AC-100 in the vicinity of a connector
fitting only differs slightly from the fitting temperature. Table 11.13 shmvs the values
of measured heating and cooling time constants and heat transmission coefficients of
overhead contact fittings and connectors.
11.2.6 The tensile strength of contact wires at the contact

wire collector strip interface
A considerable proportion of all damage to overhead contact line installations is caused
by short-term therm.al e_[f'r.ct;s due t.o arcing between the contact "ire and the collector
st.rip due to poor electric contact between the two. The process whirh leads to the
destruct.ion of the contact wire is associated Yvit h a localised recrystallization of the
copper and the formation of pits and dents.
There a.re several physical processes occurring at the point. of cont.ad, bct.w<\Cll tit<'
collector-strip and the contact wire which contrillltt (' to contact wire fail me:
606 - - - -____________J 1 Current-carrying capacity and protective provisions
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
()
0 140 strength of a type Cu AC-100

.c
oi 120 contact wire and its temperature.
C
Cl)
t7J 100 1 new contact wire

80 2 contact wire after long service
and exposed to heat for at
60
least several minutes
40
3 new contact wire; heated by
20 current impulses with a dura-
tion of less than several sec-
0 100 200 300 400 500 C 600
Contact wire temperature - - - - - onds
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
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.
11. 3 Contact line protection and fault location

11.3.1 Purpose of protective provisions for contact lines
A suitably designed protective provisions for contact line installations enables the ther-
mal characteristics of contact lines to be fully utilised. This, in turn, is a prerequisite
for optimum operation of adequately designed contact line systems.
Contact line installations are the components which have the lowest thermal load-
bearing capacity in railway traction energy supply systems. For this reason, it is safe
to assume that if the contact lines are well protected, all other operating components
connected in series with the contact lines will be adequately protected.
Protective provisions for contact lines have the basic purpose of sensing and evaluating
the occurrence of any faults, in order to
eliminate or minimize the hazards to persons being directly or indirectly exposed
to or coming into contact with fault currents and voltages,
to prevent or keep to a minimum any damage to the contact line installations
and equipment,
maintain the best possible availability of the traction power supply and
provide and process information which assists fault analysis.
To achieve these aims, the protective provisions must be able to switch off all disallowed
traction contact line loads safely, quickly and selectively. Examples of such disallowed
traction contact line loads are:
all types of short circuits occurring in the network,
operating currents vvhich cause the permissible final temperature '8lim of the con-
tact line to h<~ protected (e.g. 70C for standard DB contact line designs Re 200
and Re 250 and 80C for Re 330) to he exceeded.
In traction power Sllpply installations, faults occm more freq1wntl)' than is the case in
puhli(' pm\'<'r sllppl\ ,rids
!_1_.3 _Contact line protection and faul~~:,:1.tion_ 609
energy flow operating equipment to be monit<2_red

(contacl line inslallalion -
information on
u 1 s corrective measures
lo be taken
program
auxiliary power proteclive

equipmenl
8 air
___ information for
Figure 11.38: Tasks and objectives of pro-
fault analysis tective provisions for traction contact lines.
30001---~--~--~--~~-~--~
current-carrying a) Real protection range when
A capacity of an overhead protected by EFSl with a
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
11.3.2 Protective provisions for overhead contact lines used

by the DB
The following section contains a brief description of the protective provisions for over-
head contact lines of the single-phase AC 16,7 Hz railway network. The principles
and protective provisions can also be used for single-phase AC 50 Hz installations.
In the early years of electric traction, simple electromechanical relays were used for
overhead contact line protection in supply substations, switching posts and coupling
posts. From 1975 on, as suitable electronic components became more available, the
older equipment was replaced by electronfr analogue protection equipment, e.g. type
SDB15, 7SL16, EFSl and EFS2. Protection equipment for individual overhead contact
line sections should meet the following conditions to cope with the special requirements
of railway applications, with its marked operating current peaks and the extreme short
circuit currents of up to 45 kA:
fast high-current circuit breaking,
over-current time protection,
two-stage distance protection, also called impedance protection, with two sets of
parameters and with over-current triggering,
ability to distinguish between high operating currents and short circuits,
thermal overload protection,
emergency over-current time protection to provide for failure of the distance
protection provisions, and
back-up protection.
Instrument trans.formers with appropriately protected transformer cores are used to
sense the currents and voltages and provide input for the protection circuits, as shown
in Figure ll.40. The short-circuit protection equipment used as primary protection
must be able to detect short circuits without fault impedance. It must also detect
short circuits at the far end of the section to be protected with a fault impe,dance not
exceeding the circuit impedance. The command response period of modern protection
relays is in the region of 2 ms. The complete period taken to switch off the short-circuit
current is the sum of the command response time of the protection relay and the break-
period of the power circuit-breaker, that is, the sum of the actual switch-off period and
the arc-quenching period.
The most important stages of overhead traction rontact line protection relay settings
are:
High-current protection: I>>>
Short-circuit currents due to short-drcuits occurring near the substation, are much
higher than those due to short-circuits occurring at the end of a feed section or near
the mid-point between two substations because the impedance between the feed point
and the short-circuit location is much lower. The purpose of high-current protection is
to send an "OFF" signal to the corresponding circuit-breakers as soon as a pre-set limit
of the current value is exceeded. The principle of selectivity is not always maintained
in high-cmTcnt protection circuits a.s the w-ctn~mdv high short-circuit currents must be
pr<'V<)ll1.<'d from nwlt,ing t.lH\ <cmta.ct. ,vin'
1L3 Contact line p~otection andfault locatil>n _____ 611
voltage transformer overhead line section

current transformers
measurement and measurement and
longitudinal isolation 1 longitudinal isolation 2 measuring core protection core
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.
Two-stage distance protection:

Distance protection is required to be able to selectively switch off short circuits in inter-
connected networks and also in overhead contact line networks. These provisions, also
termed impedance protection, are meant to isolate short circuits occurring at greater
distances from the supply substation while maintaining the principle of selectivity. This
form of protection operates on the principle of under-impedance triggering. If the short-
circuit impedance is found to be lower than a pre-set impedance value, the distance
protection is triggered. The German railway, DB, distinguishes between a first distance
(or impedance) protection stage and a second distance (or impedance) protection stage.
1st Impedance stage: (Z <)
This is used as primary protection for the overhead contact line as far as the next
protection section, for example, between the substation and the coupling post. The
"OFF" signal is sent to the corresponding circuit-breakers after a command delay
period of 30 ms.
2nd Impedance stage: ( Z <, t)
This is used as back-up protection for the neighbouring overhead contact line sections.
If the protection provisions in a following section fails, an "OFF" signal is given after
approximately 400 ms.
The principle of operation of high-current and distance protection of traction contact
lines can be explained on the basis of a multi-stage protection plan as shown in Figure
11.41. Here, the multi-stage plan is only shown for po\\er circuit,-hr<~akers (CB) 132,
BC2, BC'1 and C4 for the sake of simplicity. A GO km long s(~ctio11 of track hetw<~en
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
Figure 11.41: Principle of operation of overhead contact line protection.

a) Tasks and purpose of protection circuits, including back-up protection LSBC2 for power
circuit-breaker - b) Principle of multi-stage protection plan for four protection relays. Bl,
B2, B3, B4, Cl, C2, C3, C4 circuit breakers in substations Band C, respectively; BCl, BC2,
BC3, BC4 circuit breakers in the coupling post
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
reset to the initial status.

However, the relays or the circuit-breaker BC2 of the coupling post failed, the relays
of circuit-oreakers Bl, C3 and C4 would send an "OFF" signal to the corresponding
circuit-breakers after approximately 400 ms delay. Circuit-breaker Bl would have al-
ready been tripped after either 1 ms or 30 ms and switched off the power supply to both
subsections of the line section between substations B and C. In this case, where the
back-up protection 1 is triggered, the selectivity principle is overridden in the interest
of safety.
Conversely, if the n~lay or the power circuit-breaker B2 in substation B failed, the
following back-up protection would come into effect. The circuit-breaker feeding the
bus-bar of substation B ( transformer power circuit-breaker) must be switched off by the
respective over-current-tirne sensing circuit. The second impedance stages of circuit-
breakers BCl of coupling post BC and of AB3 and AB4 of the coupling post AB (not
shown in Figure 11.41) would trip the associated circuit-breakers, causing the entire
section between the coupling posts AB and BC to be isolated.
Once the protection provisions have been tripped, it is necessary to check whether the
short circuit of the section served by the tripped circuit-breakers has been eliminated or
not before the circuit-breakers are closed again. This is done by connecting the section
to be checked to a test bus-bar which feeds the current through a test resistor limiting
any existing short-circuit current to 5 A. This procedure is called section testing and can
be started either manually or automatically. In the case of automatic section testing,
the protection relay associated with the section circuit-breaker initiates the tripping
and re-closing of the main circuit-breaker, the required changing of the section isolator
and the evaluation of the test results. For more information, refer to clause 1.3.3.5. If
it is confirmed that the short circuit has been eliminated, the section is reconnected to
the operating power bus-bar. If a permanent short circuit is detected, it will have to
be localised and corrected.
Distinction between operating currents and short-circuit currents

On lines where the traction vehicles draw very high starting and acceleration currents,
a .6,J / .6,t trigger is used to distinguish between starting currents and short-circuit
cunents. Once this protection stage senses a short circuit due to its steeper current
rise, the second impedance stage is activated.
Thermal overload protection

TheT'mal overload prntection serves to ensure optimum utilisation of the overhead con-
tact line up to a pre-defined limit temperature 'l?iim This device measures the operating
current flowing through the circuit and thus the heating effect of this on the overhead
contact line. Even imprcved utilisation of the overhead contact line installation can
lw achieved if the ambient temperatmes ell<) also monitored, so that the overhead line
tcrnpern.tun~s can be modelled more exactly by shifting the characteristic curves to
111atch the weatlwr conditions. 111 such svsU\lllS, the ambient ternpernture is measured
h, a L<'ttqwrature sc)ttsor mo1111t<'d 011 a Notth-L,cing rn1tsiclc) wall of the building that
rectifier substation or coupling substation
actual and
limit value
comparison
_J
effected in the same way by

ambient temperature &air
and air flow vw
Figure 1L42: Thermal pro-
tection with direct measure-
ment of the contact wire tern-
track perature.
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.
11.3.3 Fault localisation

The location of a sw,tained short circuit must be found as quickly as possible and iso-
lated with the aid of overhead contact line disconnectors. This enables the continuation
of electric railway operations on the remaining sections and allows for the elimination
of the cause of the fault and enables repairs to be carried out. Accurate and reliable
fault localisation is important and to accomplish this, railwa~- operators use a short
circv,it tracing systern based on current transformers. In two-track lines, these trans-
formers, which have a transformation ratio of 600/1 or 1200/1. are installed mainly at
the cross-coupling disconnectors, i.e. in the circuit connecting two overhead contact
line main groups. If a short circuit occurs, a current, considerably stronger than in
normal operating conditions, will flow through the current transformers located to one
side of the fault location in single-ended feed, or at both sides of the fault location
in double-ended feed S('ctions. The short-circuit sensing relays connected to the sec-
ondary windings of th<' transformers will register this change and send a signal to the
control centre in cl1rnge of that section, via the local control unit and the associated
telemetry modul<'. This, in rnnjunc-tion with the information on \\ hich circuit-breakers
have been tripped, ('tl,d>lcs a rough determination of the location of the fault between
the positions of thl~ ;,1(ti,ating c-mrent transformers.
In single-track lirws with single-Pnded fc(~ds, the fault location will he knO\Yll to lie
beyond the last shmt-('irc:1Iit sensing transformers that detected all over-cmrent. In
sillgle.-t1,1l'k liiws wit!i do1Il>le-('JHl<'d fo<~ds, the fault ,vill lH' lc,<,ll<'d lie1,,,('{'ll the two
616
~:_____________________ _ capacity and protective provisions
11 Current-carrying
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.
11.8 Lingen J. v.: Kurzschlussberechnung im Fahrleitungsnetz (Short-circuit calculation for

contact line networks). TU Dresden, 1995, dissertation thesis.
11.9 Kontcha, A.: Analyse elektromagnetischer Verhaltnisse in Mehrleiterfahrleitungssys-

temen bei Einphasenwechselstrombalmen (Analysis of electromagnetic conditions in
multi-conductor overhead contact line systems at single phase AC railways). TU Dres-
den, 1996, dissertation thesis.
11.10 Pundt;, H.: Elektroenergiesysteme, Arbeitsmappe (Electrical power supply systems,

mcurnscript). TU Dresden, 1980.
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.
11.12 BoJrnw, H.: Mittclspa.nnungstedmik (Medium voltage technology). Verlag Technik,

l3erli11/lvliiuchen, 1992.
618 ________________11 Current-carrying capacity and protective provisions
::::.:::._::::___
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.
11.21 Lehner, G.: Solartechnik (Solar technology). Grafenau, Koln. 1981.
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.
11.27 Dressler, TIJ.: DR-Forschungsbericht (DR research report) 1991.
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.
11.36 Tsclwtscliew, A. P.: Ergebuisse der Untersuchungen mechanischer Eigenschaften von

Driihtcn und Seilet1 in Fahrleitungeu (russ.) (Result of studies 011 mechanical charac-
teristics of wires and conductors iu overhead contact lines) (russian). In: Improvement
of design and analysis of electric: traction installations. Vc-rlag Transport, Moskowa,
1985.
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 Terms and Definitions

12.2.1 Introduction
In standards and publications related to r.arthing and bonding, terms are used with
differing meanings so that some essential definitions and comments are necessary for
a common understanding. These are derived from the European Standard Series EN
50122 [12.1, 12.2], which was elaborated for protective provisions related to electrical
safety and earthing and the effects of stray currents with railway traction systems.
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
electrical installations, where no potential difference can be detected between different

points as a result of earth currents.
The distance between earthing installations of energy supply facilities and the earth
as defined above can be several tens of meters up to one kilometer and depends upon
the dimensions of the installations, the soil composition and the magnitude of the
earth current. The earth is taken as reference for determining the rail potential (i.e.
rail-to-earth potential).
12.2.3 Earth electrode

Earth electrodes are one or more conductive parts in intimate contact with soil, pro-
viding an electrical connection with earth. It is advantageous to use metallic or steel
reinforced structures as earth electrodes, primarily serving other purposes including
foundations for buildings and poles. This requires early project planning to ensure
provision of adequate electrical cross-connections and terminals.
12.2.4 Soil resistivity and resistance to earth

The electrical characteristics of earth electrodes depend on their design and the conduc-
tivity of the surrounding soil. The soil resistivity indicates the electrical conductivity
of the soil. Normally, it is measured in n-m. Its numeric value represents the resis-
tance of a cube of soil with edge lengths of 1 m between t,rn opposing cube surfaces.
The resistance to earth of an earth electrode or an earthing system can be calculated
with sufficient accuracy for planning purposes from the geometric dimensions of the
electrode and the local soil resistivity. [12.3].
12.2.5 Structure earth, tunnel earth, traction systern earth

An earthing system consists of several earth electrodes that are connected to each other
by conductors.
The conductive interconnected reinforcement of steel-reinforced concrete structures and
the metallic components or other structures are designated as structure earth [12.2].
This includes passenger stations and technical buildings, bridges, viaducts, concrete
slab permanent way and tunnels. The structure earth of tunnels is also known as
tunnel earth.
The running rails of electric railways, which are used as returp conductors and which are
intentionally connected to earth, form the traction system earth The traction system
earth also includes conductive parts connected to it.
Normally, running rails of DC lines are not connected to earth. The term traction
system earth i11 this context is not applicable, as it erroneouslv suggests an ea,rth
connection. The direct co11 uectio11 of cone! uctive components ,, ir Ii the traction system
earth is call<~d direct fraction s:i;sle-111, cadhing. This is cornmon practice 011 AC lines"
vVith op('ll t ractirn1 systc111 cartl1iug, co11duetive parts witlt cont ad to earth arc sep-
arnL<~d frorn tit(' nL11rn cirn1i! dmi11, 110rrnal operation In 11H'rt11s of uoU<u;e bm:dinq
__________ 12 Current return circuit and earthing
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.
12.2.6 Earth potential and rail potential

The earth potential occurs between the earth elec:trode and remote earth. The resistance
to earth of an earth electrode and the current through the electrode determine the earth
potential. The traction return current in the running rails causes an earth potential
that is designated as the rail potential. The rail potential arises at the running rails
and the conductive parts connected to them during both operational and also fault
situations.
12.2. 7 Touch voltage

Consideration is given to direct and indirect touching. Direct tov,ch voltage [12.4] refers
to possible touch contact to live parts. Protection measures against direct touch con-
tact include insulating enclosures, covers or barriers and sufficiently large distances to
accessible surfaces.
Indirect touch voltage, in accordance with the standard definition, is present with con-
ductive bodies that are energised only under fault conditions. The voltage between two
conductive parts, which can be bridged by a human being, is known as the touch volt-
age. The metallic enclosures of switchgear, earthing connections and steel-reinforced
concrete structures that can carry a voltage are categorised as touchable parts. The
part of the voltage to earth that can be bridged by a human being also falls within the
term of a touch voltage.
Protection devices normally switch faults off so fast that the touch voltage can affect a
human being for only a short period of time. The standard EN 50122-1 [12.1] assumes
that the duration is less than 0,5 s.
12.2.8 Accessible voltage

The voltage caused by the rail potential during operation is present over a longer
period. A distinction is made in [12.1], Table 1 between a restricted duration, typical
for railway operations, of 0,5 s to 300 s and a long duration range.
The part of the rail potential that can be bridged by a human is designated as accessible
voltage in EN 50 122-1 [121] due its long duration.
So not to complicate the text, the differing designaLons are not used and the term
touch voltage is used below for both the short duration and the long duration events.
J2.2 Terms and Definitions
12.2.9 Overhead contact line zone and pantograph zone

On railway systems with overhead contact lines, the zone "hose limits are not 0.xceeclc~d
in general by a broken overhea.d contact line or by a dewired pantograph, is clesigna.ted
in [12.1] as the overhead contact line zone and pantograph zone, respectively. It de-
fines the zone in which protective measures against unacceptable touch voltages are
necessary. Such a zone of hazard is not defined for third rail systems.
12.2.10 Return circuit

With conventional AC and DC traction power supply the operating current fiows
through the contact line system to the vehicle. The return current, for traction as
well as for regenerative braking, fiows from the vehicle through the return circuit to
the substation.
The return circuit includes all conductors which form the path provided for the return
current during operation and in the case of faults [12.1]. These conductors include:
Running rails, which conduct the ret..i1-1;.l1--Gl:l-Frn&t-,__
Return conductors, which are laid parallel to the running rails and are connected
to the running rails at regular intervals.
On DC lines cables laid parallel to the running rails and insulated against earth
------. - -"- - ------
a.re ll_~~d to reduce the [~11,,qitudinal rail. voltaCfCS and Jhe Jail potentiaJ:?.-
On AC lines, this function can be fulfilled by return conductors suspended on the
contact line poles or earth strips alongside the track.
The traction power supply systems with two-wire supply like trolley buses or
two-rail supply like Metro systems with a 3rd and 4th rail use return current rails
or parts of the contact wires of overhead lines, laid as insulated conductors. They
are to be treated as energised conductors. In this case, no voltage arises at the
car body during normal operation. _
On AC lines, the soil is a part of the return circuiv,is a portion of the return
j
current fiows there as a result of the earthing of the running rails and of inductive
coupling.
12.2.11 Stray Current

Since perfect insulation from earth of the return circuit of DC lines can never be
achieved in practice, part of the return current leaks from the running rails into the
structure or earth. This current component, that does not fiow in the return circuit, is
defined as stray current.
12 Current return circuit and earthing
12. 3 Basic principles
12.3.1 Return circuit

The traction current flows back to the fe<~der substation via the return circuit. In a
direct current railway system, the current flow direction may differ, depending on the
chosen contact line polarity. It may even change along a section when a train is braking.
From the electrical engineering aspect, contact line ;:i,nd return circuit constitute an in-
separable unit. The current drawn to provide the traction power is always proportional
to the power consumption.
Depending on the arrangement and the cross sections, the portion of the current re-
turning via earth will be equal to between 5 % and 50 % of the traction current in the
case of AC traction systems. Conversely, in DC traction systems, measures are taken
to keep the current flowing into earth as small as possible to minimize stray current
corrosion.
The conventional traction power supply systems are shown in Figure 12.1 a-d. The rail-
return system (RR) is most commonly used. Special types of return current systems use
Booster Transformers (BT) and Auto-transformers (AT). In BT systems, the insulated
return conductors are connected to the running rails at the midpoint between the BT
locations and are almost at rail potential. They carry the largest part of the return
current that is also conducted through the running rails and the soil. Alternating
currentlines with ATs use a double or multiple overhead contact system voltage using
an energised return circuit known as a negative feeder. In sections with railway traffic,
the running rails and the soil conduct the traction return current in the same way as
the rail return system (RR).
Where the energy is supplied in mv,ltiple-phase systems, e.g. the feed system with
2 x Un, as described in chapter 1, three conductors are used to supply power: the
contact wire and return conductor - usually called a negative feeder - and the track
(see Figure 12.1 c). Theoretically, outside the auto-transformer section currently under
load, no current should flow through the track. In practice however, studies [12.5] have
established that up to 10 % of the load current will flow through the track.
As already explained in clause 2.5.4.4, it is preferablethat the rails are also used to
provide protection against indirect electn,cal contact. This protecti\e mechanism is
achieved by connecting the conductive parts with the running rails. Here we distin-
guished between direct traction ear-f;hing, where the conducti\e parts are directly con-
nected to the return circuit, and open trn,ction earthing, where the conductive parts are
connected to the rails via volt(J,ge lirniten; or short-circuiting dev'ices. In such cases, this
connection is established either temporarily or permanently if a fault occurs and a set
threshold voltage is exceeded. In alternating current railway traction systems, traction
earth is considered to include the running rails which conduct the return current and
are earthed deliberately, as well as all conducting parts electrically connected to these.
The rail-to-earth potent'ial dc'scrilwd above varies with location, ti111e and load condi-
tions_ Humans or anin1c-1ls can conw into rnntad. with (:ither the foll or partial potential
Tlwn:forc, to dimina.!:P dang(~t to j)(!opl<'. th(' mil-Io-earth put<'lll ial must not exceed
12.3 Basic principles G27
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
Figure 12.1: Track return current on AC railways.

a) Return circuit via running rails
b) Return circuit via. running rails and return conductor
c) Booster transformer system
d) Auto-transformer system
628 .. 12 Current return .circuit and earthing
------------
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.
Figure 12.3: Equivalent circuit diagram of a touch

circuit. ZB body impedance, lg current through body,
Ra1 shoe resistance, Ra2 local ground earthing resistance
the permissible limits according EN 50122-1 [12.1].

In the future, standard HD 637 S1 [12.10] will apply to the AC three-phase installations
of the high and medium-voltage areas of electric railway substations. EN 50122-1
applies to the immediate vicinity of the electrical railways themselves.
Figure 12.2 shows the maximum permissible touch voltage Upei between the hands and
feet of human beings depending on the current duration as defined in EN 50 122-1 and
HD 637 S1. When these values were evaluated, additional resistances were not taken
into consideration. The standards do not specifv step voltage values, as these would be
greater than the permissible touch voltages.
Danger to persons may occur in railways due to too high rail-to-earth potential if the
touchable part of this potential exceeds the permissible touch \oltage. This accessible
part of the rail-to-earth potential difference is shown as Uab in Figure 12.5 and as
Uab/UTE in Figure 12.19. As can be seen clearly from these diagrams, Ua 6 /UTE will be
well below 1 in almost all cases. In worst-case situations, Uah CcUl be equal and identical
to UTE
The accessible voltage would only be equivalent to the perrnzssible touch voltage Uper
(i.e. Ua 6 /UTE - 1) if it were applied to bare hands and feet. In practice, however, any
circuit formed when the higher-potential parts are touched usually contains additional
resistances as shown in Figure 12.3.
For example, persons working in railway areas, Ra is the surn of Ra 1 ( e. g. shoe resis-
tance) and local earthing resistance Ra2 - Figure 12.4 shows the touch voltages which
would be permissible if the additional resistances within the touch czrcui,t are taken into
account, for typical assumed shoe and ground earthing resist;-mces in railroad vicinity,
as functions of the current flow durations. These values arc noticeably higher than the
touch voltages permissibl<\ for the unprotected human body.
In [12.G], shoe sole n:szst,o,nees of 1:3 diffcn,nt t \'JWS of sol<~ \\'it h wdcled or glued shoe
12.3 Basic principles 629
Figure 12.4: Maximum per-

missible touch voltage acc:orcl-
mg to HD 637 S1 assum-
ing additional resistances iu
the touch circuit, plotted as
1500 a function of the current flow
e) duration t.
a) Ra= 0, i.e. Uab = Uper;
b) R, = 750 n with Ra 1
c) 710 f:), and i?E = 27 n-m;
c) Ra = 1750 n with Ra 1
100 +-----+---+----+---------r--~--- b) - - + - - - l
1315 f:), and QE = 290 n-rn;
a)
d) Ra 2500 n with Ra1
50+-----+---+----+----+---+------+---l 1000 n and QE = 1500 n-m;
e) Ra = 4000 n with Ra 1
0,05 0,1 0,2 0,5 2 5 s 10
3960 n and QE = 27 n-m
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
Figure 12.5: Potential gra-

dients and accessible voltages
in the vicinity of a track.
UTE track-to-earth voltage,
Uab = accessible voltage
( no-load touch voltage),
UaP = accessible voltage with
voltage-limiting prov1s1ons,
S1, S2 voltage-limiting
prov1s1ons, e. g. earthing
electrode strip bonded to the
S1
rails.
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.
12.3.2 Rail potentials

12.3.2.1 General aspects
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.
Substation Traction vehicle

50
ltrc
i&
I 30
!:!.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.
12.3.2.2 Track-to-earth voltage in operational conditions

In the following section, the operating current drawn by a traction vehicle is termed
the traction vehicle current Itrc Traction vehicle currents in general railway traffic
electrified by AC systems can be as high as 1000 A. The maximum traction unit
current drawn by the ICE 1 high-speed passenger train is 850 A. For the ICE 3 model,
drawn by two traction units per train, a maximum value of 1450 A is expected.
In single-phase AC railway systems, the highest trnck-to-earth voltages for the given
currents will occur where two trains each drawing the maximum traction vehicle current
meet on a double-track line. Where two trains accelerating in opposite directions meet,
the resulting track-to-earth voltages may persist for periods of one minute or even
longer. In such cases, as shown in Figure 12.2, the permissible touch voltage for current
flow durations of up to 5 minutes will be Uab = 65 V. As a consequence the rail potential
which may lead to danger to people must not be allowed to exceed UTE = 65 kV where
k is taken from equation (12.1). For the standard k-value used by German railways, a
rail potential of 130 V would be permissible.
For this worst-case scenario that two trains are accelerating and drm-ving the maximum
current of 850 A each, and assuming k 0,5 and Uab = 65 V is permissible, the
permissible ratio of track-to-earth voltage to traction current occurring for several
minutes would be 76,5 V /kA according to (12.2).
On double-track lines with a leakance of 0,1 S/km per track, this value will not be
exceeded provided that the pole earth resistance of the poles bonded to the rails does
not exceed 106 ft Figure 12.8 shows relevant practical exarnples of how the resulting
track-to-earth volt.ages are related to pole earthing resistance values.
For conditions involving otherwise unchanged parameters, the use of return conductors
reduces th<~ trn.ck-to-earth voltage C(msid<~rably. T'his effect can be clearly observed in
!~,3 Basic principles 633
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
12.3.2.3 Track-to-earth voltage in the case of short circuits
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.
12.3.5 Stray current corrosion

Metals in contact with an electrolyte such as humid soil show chemical reactions if
currents flow through the connection always in the same direction. Therefore, the DC
currents flowing from the tracks to the earth and returning to the substations, the stray
currents, cause stray current corrosion at metal structures in the vicinity of the DC
railway. The aim of contact line design is to avoid stray current corrosion at railway-
owned and third-party installations. This can be achieved by limiting the stray currents
by adequate design of the return circuit, in particular by insulating the tracks from the
earth or structures, e.g. tunnels and viaducts, and by planned maintenance to identify
short-comings and repair defects within the return circuit [12.13, 12.H, 12.15, 12.16,
12.17].
A low longitudinal voltage drop in the return circuit and good insulation of the rails
from earth can limit stray currents substantially. Since the longitudinal voltage drop
depends on the resistance of the return circuit and the distance between the substations,
stray current protection can determine the number of substations.
Stray current protection comprises third-party installations, railway-owned, steel rein-
forced tunnels and viaducts as well as at-grade line equipped with reinforced concrete
slab permanent way or similar permanent way designs. The criterion of 100 m V has
proved to be relevant and easy to verify [12.13].
For DC railways a good insulation and strict separation of return circuit and earthing
installations are required. Details are discussed in clause 12.5.
12.3.6 Common features of and differences between AC and

DC railways
Use of the running rails as return circuits is a common feature of AC and DC railway
systems. The measures for earthing and bonding however, differ fundamentally.
In DC railway electrification systems, the running rails are laid with a high impedance
to earth and to earthing systems, to avoid return current leave the running rails as
stray currents, causing corrosion of metallic components in dose contact with the earth.
Items such as pipelines, cable screens, steel reinforced foundations of buildings or poles,
reinforced tunnd structures, bridges an<l viaducts are at risk. The strict separation of
the~ track return circuit front th<~ earthing systC'.Ill is de111011strated in Figure 12.lL
12.3 Basicpriuc:iples 637
---111
return circuit
buildings viaduct tunnel at grade lines
Figure 12.11: Simplified circuit diagram of return circuit and earthing

of DC traction systems.
return circuit
buildings viaduct tunnel at grade lines
Figure 12.12: Simplified circuit diagram of return circuit and earthing

of AC traction systems.
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.
12.4 Earth as a conductor

12.4.1 Soil resistivity and conductivity
Earth is considered to include all types of soil and rock that make up the Earth's
external crust and contributes towards conducting currents.
The soil, like metallic conductors, presents a resistance and conductivity to the circu-
lation of currents, depending on its physical and chemical properties. When a voltage
is applied to a conductor with uniform cross section and homogeneous material, the
determination of its resistivity and resistance is a simple task. However, when dealing
with current conduction through the earth, the analysis becomes very complex, because
of the huge dimensions of the earth as compared to the metallic conductors and the
great variation of its characteristics_
For example, experimental tests made with red clay soil indicated that with only 10 %
moisture content, the r<\sistivity ,vas over :30 times that of the same soil having a
moisture content or a.bout 20 <;{_ For v,1l1w~.; ahow 20 %, the resistivity is not affected
12.4Earth as a. CO!lduc:tor 639
50
Table 12.1: Soil resistivities
Type of soil Soil resistivity % w
m
(inn m) t 40
<--
,_ ,___
v~
%,'.
Sea water 1 ~'.,'.
lVIarshy soil 5 cl()

.9,
-c:: 30 , _ , __ - ?mi
1/,Q 'l
Loam, clay, humus tf -- ~~
--
50 350 ~~
-
C
Ql
Saud 200 2500
;20
Gravel 2000 - 3000 <--
:0 <--~
Lime stoue 350 C1l
.D
Sand stone 2000 3000 ct 10
1:0,W-
Weathered rock up to 1000 ~~ ~ WJ~ ?,
Granite ~ 3000 50000 =

V///h
I%&,; i,/.W, r,; ~~~ ':<~
1////"/,/, ~ V, ,'//2
Moraine up to 30000 25 10 25 50 10QQ.rn5 DO

Soil resistivity PE - - - -
Figure 12.13: Histogram of soil resistivi-

ties in the vicinity of railway lines accord-
ing to (12.18].
1-a-1 a 1-a~i Figure 12.14: Function of an earthing tester.
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.
The soil resistivity QE results from

QE = 2 rr a RE (12.4)
where a is the distance of the probes and RE the recorded resistance.
12.4.2 Track-earth circuit

12.4.2.1 General
Tracks are the permanent ways and structures on which track-bound vehicles travel.
They are placed on a ballast layer or embedded in road, or concrete structures. The
embedding is a foundation for the track and assists keeping the track in the required
location. The combination track and ballast are often described by the joint term
superstructure. The upper limit surface of the substructure, i.e. the top level of the
formation is also called the subgmde.
The electrical resistance between the rails of a track and earth is called the mil-to-earth
resistance. This resistance which describes the galvanic or conductive coupling of track
and earth depends on the properties and condition of the superstructure between the
running rails and the earth. The essential characteristics of the superstructure are:
the type of superstructure, i. e. type of sleepers and track fasteners used e. g. sole
plates, including insulating pads between rails and sleepers;
the bedding of the sleepers, e. g. in gravel or sand ballast, in a road, on concrete
or, as is now used for tramways, in turf.
As explained in 10.1. 2, the condition of the track embedding is mainly determined, .
from the electrical engineering aspect, by:
- the degree of contamination, and
- weather conditions such as damp, rain and frost.
More recent measurements have proved that the characteristic variations of the rail-
to-earth resistance of tracks with concrete sleepers were in the range of 0,4 to 2,5 D-km
corresponding to a leakance per unit length of 2,5 to 0,4 S/km in summer weather
conditions and 1,5 to 17,5 D-km corresponding to a leakance per unit length of 0,67 to
0,06 S/km in winter conditions [12.22].
Extensive measurements and analytical studies of concrete-sleeper track superstruc-
tures have shown that the rail-to-earth resistance is determined to an extent of 90 %
by the type of sleepers and ballast. The remaining 10 % are a function of the substruc-
ture and the subsoil in the vicinity of the track [12.22].
Recent mil-to-earth resistance measurenients carried out under varying conditions with
normal operating currents and with short-circuit currents have also led to the conclusion
that the rail-to-earth resistance is virtually independent of the currents flowing to and
from the track to earth within the entire range of currents possible in an electric traction
network [12.22]. This means that the r;alvanic coupling of any given superstructure is
also independent ,vhether the railway is powered by direct current or by alternating
cnrrent.
The ru,i,l-/;o-earlh '/,'/11,JICdo,nr:e of single-phase AC ra,ilway systems is a complex vectorial
q11ant.ity with ,\II ,rngl<' of lwtw<~(~ll 1 ,wd 3 [12.2:3]. B<~<'a.11se of this, the very small
12.4 Earth as a conductor ----------------------------------- - - - - - 641
L
+x X
: contact line !' ,

ftrc:___.._ .. ' ~be
substation 1 electric loa d
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
"~-
for symmetric a! supers true tu res, ~1:1~L5ttl~,g~J,,JLH:JfxnJQt.{l~~~UlJILrnftriG llJ) ern_tI1!.CJ_t1!~3. .

if tf1ese are to be usecl for audio frequency track release circuits.
Figure 12.15 shows a model circuit of the galvanic coupling between track and earth.
In this model, the distributed or continuous quantities longitudinal resistance per unit
length R~ and leakance per unit length 1 ~;,E
between the rails and earth are represented
as discrete resistors. By generally accepted definition, the resistance of the subsoil
bet-ween the individual connecting points of the resistors \\ith the soil has been assumed
to be zero. .!
II
12.4.2.2 Track-earth circuit of DC systems , I
''
In DC systems, the rails are insulated intentionally from earth to avoid stray currents
,,
ii'_I.
as far as possible. However, depending on the actual condition of insulation and the l,.
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)
In this equation, a is a propagation constant of the dimensions (length) 1 . It is calcu-

lated by the emgition. (\ , \ ( ~1.. \ ( )
C
a= VRlr Y'
. 1.
-
TE
.\.._,,.,_;' ~c,=
(12.6)
At the position of the electric load, the voltage UTE occurring between track and earth is
UTE = UtrcZo/2) e-ax (12. 7)
whereby Z 0 is the surge impedance, which is calculated as
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
Figure 12.16: Track-to-earth

voltages UTE and track cur-
rents h in a DC railway line
with a single feed substation
L
+x-------x
and a single load.
and the rail currents by

I
T (Itrc / 2) ( e -o:z: - e -o(L-x)) -_ zOJtree -oL/2 COS h [ct (L/2 - X )] (12.10)

/
~
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.
12.4.2.3 Track-earth circuit of AC systems

In direct-current traction systems, the current flowing to earth due to the track-to-
earth potential is distributed uniformly in the earth. The effective eart11 resistance is
equal to zero in this case. In contrast, if the soil is assumed to be homogeneous below a
single-phase AC railway line, the current density in the soil will decrea.se exponentially
as a function of the depth. The penetration depth 6 defined by equation (10.20) enables
the effective inductance and resistance of the earth in the track-to-earth circuit to be
determined. The electromagnetic coupling of the current within an area close to the
line causes the resistance of earth to achieve a value not equal to zero and proportional
to the frequency, as described by equation (10.11).
Figure 12.17 shows the the characteristic curve of the current density in homogeneous
subsoil below a track. This model is based on reference [12.24] and has been discussed in
644 _______________
:::..::_:_:__ ________________ 12 Current return circuit and earthing
&
a)
b) J
Figure 12.17: Graph of the current den-

sity J in the earth plotted as a function of
the distance d from the overhead contact
_ _ _ _ _ _ _ __..jC-----=====--~-d line.
& 8 = penetration depth
ss
ltrc
substation traction vehicle
!JTE ,___ _ _ _ _ _L_ _ _ _ _ ______,
section of constant
current distribution
--"""''---+--.::,,..J'-----------1-e:c..__-4_ __.::,.._ _ x
Ltrans
ltrc--
1,0
t 0,8 +-----+------+-----+-----+--/---+----t-------1 Figure 12.18: Track-to-earth

-fr voltages (a) and currents (b)
of a single-phase AC railway
with single-ended feed to the
- -x traction vehicle by one substa-
-5 tion.
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
Table 12.3: Earth resistances RE of substation earthing sys-

tems and portions JEA of the return currents flowing to the
substation via the earthing system, in relation to the total
traction current.
RE [EA/ 11,c
Substation Substation locations n %
Dresden-Stetzsch along double-track line 0,12 21
Riesa large railway station area 0,23 9
Chemnitz along double-track line 0,07 51
GoBnitz large railway station area 0,10 15
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
second is a variable component describing the transition current which is a function of

the distance from the relative points.
Correspondingly, the rail potential or trnck-to-earth voltage is
U , = -trc
-TE I (1 - -k) (e-:r(L-x) - e-P) -0
Z /2 , (12.13)
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.
These quantities are determined by the following relationships:
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
1= Jz~E Y+E = CY + j tI (12.16)
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,
k = 0,0164 + j 10-:3 0,4 rr 50,0 111(1530/6,5) 0,0164 + j 0,343

- 0,030 + 0,0164 + j 10-:3 0,4 ,r. 50,0 ln(l 530/0,0053) 0,046 + j 0,790
12.4 Earth a.s a conductor 647
Table 12.4: Transition length and track-to-earth potential depending

on the leakance per unit length.
Leakance Phase Surge impe- Transition Track-to-earth
Y. fE constant 1 dance Z 0 length Ltrans potential UTE
S/km 1/km n km V/kA
0,5 0,110 + j 0,090 0,425 + j 0,360 27,0 150
1,0 0,213 + j 0,180 0,213 + j 0,180 14,0 75
2,0 0,425 + j 0,360 0,110 + j 0,090 7,0 38
4,0 0,851 + j 0,720 0,053 + j 0,045 3,5 19
8,0 1,702 + j 1,440 0,027 + j 0,023 1,8 10
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
Z~E = (0,046 + j 0,790) n/km
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.
12.4.3 Earth electrodes in the vicinity of railways

12.4.3.1 Earth resistance of electrodes and pole earthing
An earth electrode is a bare conductor or other conductive component which is in
electrically conductive contact with the earth, or a bare conductor or other conductive
component embedded in a concrete structure which, in turn, has a large contact area
with the earth. Earth electrodes in a railway installation may include:
contact line catenary system support foundations,
earthing strips installed parallel to the track and
natural earth contacts, such as metal pipes, cable sheaths, parts of steel struc-
tures, foundations of buildings and substation earthing systems.
Earth electrodes installed in the vicinity of railways and connected to the track in-
crease the lealmnce per unit length between the track and earth. Earth electrodes are
characterized by an earth resistance defined as the effective resistance between the
earth electrode and the reference or remote earth. Figure 12.19 shows the earthing and
potential voltages in a section perpendicular to the track of an electric railway.
The earth resistance depends on the soil resistivity {2E, on the geometrical dimensions
of the electrode and on its arrangement.
The earthing strips installed along sections of electric railway lines are surface earth
electrodes normally buried at a depth of 1 m. The earth resistance of an earthing strip
of diameter b and length L 8 is given by the equation
Rn= er;:/(1rLr,;) ln(4Lr,;/b) (12.19)

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
RM = (]E/ ( rrd) (12.21)

In this equation, d is the diameter of a hemisphere with a volume equa.l to the volume
V of the foundation: d - 1,57 vi/a.
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.
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.
12.4.3.2 Effective leakance per unit length

The poles, the foundations of which each have an earth resistance RM, are earth elec-
trodes connected parallel to the track. These parallel earth electrodes represent a sig-
nificant contribution to the effective leakance per unit length YfEeff The effect of the
pole earth resistances on the effective leakance per unit length of a track has been
calculated for typical assumed track leakance values and various types of track super-
structure. A RM value range of 10 to 500 n, which is realistic in practical cases, was
chosen. The calculation was carried out for a line with 16 poles per kilometre being
connected electrically to the track. The results are shown in Table 12.7.
In double-track lines, the potential sinks of the rail-to-earth voltage overlap when two
trains meet. As a consequence of that the rail potential doubles. In the vicinity of
stations and buildings or non-railway metal structures, standard EN 50122-1 demands
that, for AC traction systems, all conductive parts, e.g. handrails of bridges, signal
masts etc. be directly connected to the rails, i.e. to traction earth. This additional
traction earthing leads to the effective leakance per unit length in such areas being
higher than the ones calculated above. In stations, the effective leakance per unit length
is further increased by other tracks running parallel to the main track. For example, in
a railway station with four tracks with ballast permanent way and two rails insulated
according to Table 12.4, the total effective leakance per unit length is 2 0,42 S/km +
2 0,10 S/km = 1,04 S/km, if the pole earth resistance is 50 n. Because of this effect,
effective leakances per unit length of 10 S/km and higher can be observed in large
stations with many tracks parallel and many components bonded to traction earth.
12.5 Direct-current traction systems

12.5.1 Design of the return circuit and earthing installations
Safety provisions and protective 1neasures against stray currents significantly determine
the design of the traction return circuit and the earthing installations of DC supplied
12:_5 Direct-current. t.rac:tionsyst.erns________________ 651
\ '
+'c +++stray current /
+;J-4 + + structure earth

-- -- --- /
Figure 12.20: Return circuit and earthing of DC railways.

1 high and medium voltage protective earthing
2 low-voltage protective earthing
3 earthing of telecommunications and signalling systems
4 lightning protection earthing
+++ possible stray current corrosion areas
6 insulated arrangement of rails
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
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.
12.5.2 Safety of persons

Both the touch voltage following faults in the three-phase feeding system and the
potentials on running rails must not exceed the permitted values in accordance with
<c--[12.1), to guarantee human safety. During faults with earth contact in the three-phase
AC system, the fault current flows to earth via the earthing system and causes a voltage
between the earthing installations and earth. The resistance to earth then determines
the voltage to earth and the touch voltage.
The DC operating and short-circuit currents cause longitudinal voltage drops in the
rails. The rail potential can reach in certain cases the value of the voltage drop. The
rail potential must not exceed the permissible touch voltage according to [12.1], Tables
4 and 5, see Figure 12.2.
The rail potentials for the operating and short-circuit cases are to be calculated during
the design of DC railway systems. In many cases, full operation must also be guaranteed
after the failure of a substation, when traction power supply is performed by extending
the feeding section from the neighbouring substations. Especially in this case, the rail
potentials limit the maximum distance between substations.
To guarantee human safety, protective provisions against electric shock must be pro-
vided in the overhead contact line area of electric railway lines. Protection against
indirect contact is relevant to issues concerning return current conduction through the
running rails of the tracks. Indirect contact is the contact of persons with exposed con-
ductive parts that are not normally live but which may have become live under fault
conditions.
To guarantee the safety of people and technical systems in the case of electric faults,
the preferred and ~-ecommended method generally is to directly connect all conductive
parts in this zone to the running rails. However, to prevent or at least counteract stray
current corrosion, conductive metal parts or installations that are not insulated from
earth must not be directly connected to the running rails. Voltage-limiting devices must
be installed. They form a short-circuit path to the running rails, e.g. the return circuit,
and limit any potential differences which may arise in fault situations. These devices,
also known as voltage fuses, are normally-open connections between the conductive
parts and the running rails.
Standards EN 50122-1 [12.l] and EN 50122-2 [12.13] are based on the fundamental
12.5 Direct-current traction systems __ 653
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.
12.5.3 Stray current protection

12.5.3.1 General information on stray current corrosion
The rails are mounted on sleepers, which in turn are placed on ballast, the sub-ballast,
an insulating layer and finally, the earth. A concrete slab permanent way is an alter-
native to sleepers and ballast. A high track-to-earth resistance is only found in cases
where new track is laid with well-insulating ballast on exceedingly dry sandy soils. The
same applies in the case of frost. In most cases however, the track-to-earth resistance
is such that a part of the return current will flow through earth, whereby the soil acts
like an electrolyte. For this reason, currents leaving the running rails can cause stray
current corrosion on metal pipes and other underground installations in the vicinity of
DC traction railways.
Every metal object in an electrolyte is subject to an osmotic pressure and a solution
pressure, which are normally in equilibrium. If this equilibrium is disturbed by an
electric current, e.g. due to currents passing from the rails into earth, however, electro-
chemical corrosion takes place. In such cases, two parallel processes occur, as will be
explained below, using iron as an example. These two concurrent processes are the
anodic reaction
Fe-+ Fe++ 2 e and the
cathodic reaction
1/2 0 2 + H 2 0 + 2 e -> 2 OH- at PH> 7, or
at PH< 7. . 1
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)
If this equilibrium is disturbed by an externally imposed current, two possible cases

may occur:
I1.ot > 0 i.e. increase of tl1e anodic reaction, in which case there will be stray
current corrosion, and
Itot < 0 i.e. increase of the cathodic reaction. This is the principle underlying
ca/;/wclic protu:t-ion.
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
m =Cf i(t) dt (12.23)

t1
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:
dUT(x)/dx = IT(x) ~ (12.24)
and from Kirchhoff's law of currents:
dh(x)/dx + I~= (uT(:r) uE). y;E. (12.25)
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:
IT(x) =A exp[-a (l - x)] + B exp[a (L - x)] (12.26)
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:
IE(x) = 1; (L - :r) - h(.r)

12.5 Direct-current traction systems 655
--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
1E (x) _- 1trc ( 1 _ co_sh[a (L/2 - x)]) (12.29)

cosh(a L/2)
Furthermore, the rail potential of a line, assuming a uniformly distributed load along
the line, is given by:
U U ( ) _ U = Itrc L ( _ ,L cosh [a (L x)] ) (12.30)

TE T x E Y,:'
TE
1 a . h( a L)
sm
For a single load at one point in a feed section, the potential is
Un., = ftrca . sinh[a(L/2 - x)] (12.31)

J t}E cosh(aL/2)
The latter equation corresponds to (12.9).
For practical applications, it is important to distinguish between areas liable to stray
current corrosion and areas in which there is no such danger. As shown in Figure 12.22,
the boundary between the area where current flows out of the track and where current
flows from earth back into the track is at the point Xgr This point is also the boundary
between sections with positive and with negative rail potentials. This is also the point
at which the largest stray current will occur within the section under consideration.
By inserting x O in equation (12.30) it is obtained
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
sinh(oL) - o,L cosh [n'.(L :rg 1 )]

k7J2T/21///!!,c//1/T/2V~ ~~~:~~~ line

f f f f f f f rails negative
LSI t I t t t t t t t ' t
- lp pipeline
area in which corrosion may occur

s
u
/
/
/
~ 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
area in which corrosion may occur
u
Figure 12.23: Effect of the po-
-- -- --- larity on the location of the area
in which corrosion may occur.
SS = substation
For O:' -t 0, the boundary distance Xgr is
Xgr ~L (l J3/3) = 0,42 L (12.32)
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
12.5.3.2 Effect of the polarity
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
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.
12.5.3.3 Protective measures against stray current corrosion
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
Figure 12.24: Active pro-

tective measures against stray
current corrosion.
a) direct stray current diver-
sion
b) directional stray current di-
version
pipeline c) forced stray current drain
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,
return circuit
01
.Figure 12.26: Stray current
collecting net and stray cur-
rent drainage in DC railway
------ --
-------- systems.
maximum 1-hour average value of the traction current

with the indices T for Track, S for tunnel Structure and E for Earth.
VDV 501, Part 3 [12.15] refers to a computer program that calculates the rail potential
and the longitudinal structure voltages using the above specified parameters. The con-
ductance per unit length G~E between tunnel structure and earth is set to zero in this
program. More advanced computer programs for stray current calculations model all
possible conductance per unit length between individual conductors, e.g. between the
structure and a pipeline, between a pipeline and earth or between the structure and
earth, using a multiple conductor model with distributed parameters. This allows the
calculation of stray currents in structures, pipelines and in the earth and is the basis
for achieving a technically optimised solution.
12.5.4 Stray current collecting nets

The system design according to EN 50122-2 [12.13] is based on insulated running
rails and continuity of the earthing installations for protective earthing and protection
against stray currents. Concepts however, also exist that suggest polarized drainage or
stray current collecting nets for tunnel and viaduct structures and for systems with
steel-reinforced fixed track, to protect against stray current corrosion.
The stray current drainage via diode Dl in Figure 12.26 forms a metallic unilateral
connection between the tunnel and running rails and avoids corrosion in this area. At
the same time, this connection reduces the resistance of the stray current path between
the running rails and structure increasing the overall amount of stray currents. The DC
currents flowing through such drainage installations evidently show this unintentional
effect.
In a further alternative, additional reinforcement rods in the concrete layer under the
running rails form a stray current collecting net which is connected to the running rails
with the stray current drainage diode 02. In reality, the stray current bus system cannot
be insulated frorn the structure satisfactorily, or only with imr;;~-~~~;-;f{ort. Rarely ~in
errors design be corrected. The cmrent densities increase at these error locations,
so that the stray current drainage D2 increases the danger of stray current corrosion
on the structure in this case.
A stray current collecting net may be employed without stray current, drainage. This
separate stray current collecting net principally reduces the stray currents. However, no
defined potential can be associated to the stray drainage collecting net, so that induced
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.
12.5.5 Design of DC installations with respect to return cir-

cuit and earthing
12.5.5.1 Basic recommendations
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
AC switch signal station power

gear supply
8 ~
shielded cables
structure earth
feeding
cable I pipes with insulation joint

I railway-owned installations
------------------- ---------------------------------- ------------------------------\---
third party installations
Figure 12.27: Schematic diagram of the return circuit and r.elated measures for earthing
and bonding for DC railway systems.
voltage limit is exceeded.

To limit the rail potential and the stray currents to the stipulateg ~<1lues, the lor1gitu-
ilinaGesistance c~-~-be-r-educed by-larger cross sections of running rails or by lQ,ytgg an
aclditional cable connected in parallel with the--~~~ing-~:~Iis-~ncCTr~;~1~te<lf~~m ear-th.
Accorcli~g t~ [i2.13], values ofthe conductance per u;,it length of less than 100
per track between the running rails and earth are recommended for tunnels. These
values can be achieved only by suitable construction and materials for rail fastening.
The insulation from earth must also be observed for all equipment that is connected to
the running rails, such as the track release system, point machines and point heaters.
12.5.5.2 Railway-owned earthing 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.
12.5.5.3 Earthing measures for the three-phase power supply
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.
12.5.5.4 Traction substations
Usually, the frames of the DC switchgear in tract'ion substations areinsulatecl against

structure earth. Frame fault detection in the DC switchgear installations, e.g. rectifier
and DC switchgear, is provided by a low resistance connection at one point, as shown in
Figure 12.27. A current monitoring l> in the earth connection and an optional voltage
monitor between the return circuit and the DC switchgear frame cause switch off the
medium-voltage transformer if insulation faults or una('.ceptable touch v0ltages occur.
To keep the running rail potentials as low as possible, the running rails should be
sufficiently cross-bonded at the connection point of the return cables. The return cables
to the rectifier substation must be insulat<~d frorn earth to avoid stray currents.
12.5.5.5 Line sections in the open

The German transportation companies association (Verband Deutscher Verkehrsun-
ternehmen VDV), gives recommendations and examples of implemantations to rail-
way operators in its publication 500 (12.14] on earthing measures for DC railway trac-
tion systems up to 1500 V. In this publication, the following recommendations are
made with regard to DC traction current systems:
Overhead contact wire supports need not be connected to traction earth, since
overhead contact lines are equipped normally, with either reinforced or double
insulation.
The casings and bodies of equipment in contact with traction voltage are to be
insulated from the foundations and/or against the supports. They must be di-
rectly earthed on the structure earthing systems. Indirect or open traction system
earthing is also possible.
If a point machine, which is not connected to traction earth, is operated via
linkage mechanism within the reach of human beings, then the linkage mechanism
must include insulation adequate to withstand the nominal traction voltage.
Metal conductor rail supports do not have to be earthed if they are installed on
insulating bases.
The supporting framework of conductor rail switchgear is to be installed on in-
sulated bases and connected with traction earth either directly or via the control
windings of a current relay.
Protection measures are to be taken in the overhead contact line area and pantograph
area in accordance with [12.1] against persistent dangerous touch voltages at overhead
contact line systems. In the event of broken contact wire or dewired pantograph, the over
head contact line must be switched off automatically in case of contact with partially
conductive structures, metallic components and electrical equipment. This is achieved
by the direct traction system earthing or by open traction earthing.
These protection measures also apply to contact line poles. The direct connection of
the catenary poles to the running rails does not apply to DC railway systems with
nominal voltages up to 1,5 kV, if double or reinforced insulation is used [12.1].
For nominal voltages higher than DC 1,5 kV, the contact line poles must always be
connected to the return circuit preferable via voltage limiting fuses. To avoid connecting
every pole individually to the return circuit, they can be interconnected with an earth
wire and then connected to the running rails via a common voltage-limiting device.
The earth wire should be subdivided into sections of a suitable length to reduce the
danger of stray current corrosion at the pole foundation.
To avoid mechanical damage to the contact line poles by lightning strokes, it is recom-
mended that the reinforcement of the pole foundations is connected to the reinforce-
ment of concrete poles or to the steel poles.
No protection measures are necessary [12.1] for small accessible conductive parts not
containing electrical equipment.
12.5.5.6 Passenger stations

During multiple starting of trains, and especially during the through connection of
feeding sections in the case of a substation outage, the rail potential may reach the
maximum permissible touch voltage. To minimise risks to safety of persons, voltage
monitoring devices with a short-circuiting function, referred to below as short-circuiting
devices, are employed especially in stations with heavy duty suburban, regional and
metro traffic.
These devices register the voltage between the return circuit and the structure earth
and connect both for a short period of time if the rail potential reaches excessively high
values. The connection is automatically reopened after approximately 10 s. The tripping
of the short-circuiting devices should be registered or signalled to a control centre
for monitoring and indication of unusually frequent switching operations prompting
investigation of the cause.
12.5.5.7 Signalling and telecommunications installations

Since electrically conductive connections between running rails and structure earth
or earth are not permitted, signalling installations, track release installations, point
machines and other installations, imperatively connected to the running rails, must be
insulated against the structure earth and earth to avoid stray currents.
To use the reduction effect, the sheaths of railway-owned telecommunication and sig-
nalling cables can be connected on both sides to the structure earth in stations and
along the line.
12.5.5.8 Depot and workshop area

Voltage differences between the structure earth and the return circuit can be a hazard
for staff and equipment during work on the vehicles. To avoid this danger, the return
circuit and the structure earth in the depots and workshop areas shall be intercon-
nected (12.13]. Damage to electrical tools can be avoided in the same manner, if the
running rails and the protective earth conductors of the tools are at the same potential.
Additionally electric shock in the course of rolling stock maintenance and service work
is avoided.
The conditions under which direct connections of this kind are permissible are:
separated feeds,
- isolation from the main track by means of insulated rail joints, and
- insulated feed-through of all cable sheaths and pipelines.
The depot is supplied by a separate traction power supply rectifier to limit the stray
currents when the return circuit and the earthing installations in the depot are inter-
connected. The running rails and the earthing installations of the depot are separated
from the line. Short feeding sections and low operating currents support the same
intention.
In [12.36], an investigation was carried out to determine how stray currents are affected
by connecting the running rails in a depot with the structure earth. The depot under
250m
1---=-==---~ I-c-------"-'-'-------
350m
o o
E uu
depot entry
.a.a~
~ 5 C end of depot
u8
Figure 12.28: Return conductor arrange-

building (structure) earth electrode system ment in a depot area.
0,3
case II
c
~
'5 0,1
()
~
t5
100 200
-0,1
Figure 12.29: Stray currents in a depot

-0,2 when the rails and the building earth sys-
tem are separated (case I) and when they
vehicle return conductor depot end
connection are connected (case II).
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].
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:
Le = 1/ j (R!r + R's) G~s (12.34)
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.
---------------------------.:_:_
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
Feeding point Single load Gap
Overhead contact line
Substation Lightning
arrester
Return circuit
Figure 12.30: Light-

ning protection mea-
sures in DC railway sys-
tems.
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].
12.5.5.10 Lightning protection

Lightning strikes or flashover cannot be avoided on at-grade lines. Since the running
rails of DC railways must be installed insulated from the earthing system, damage to
connected electrical equipment, e.g. track release systems or point machines, can be
caused by increased potential in the running rails as consequence of lightning strikes.
To avoid damage by lightning strikes and overvoltage, lightning arresters between the
running rails and the earthing system are recommended. Figure 12.30 shows the pro-
tection circuit diagram in the substation and at the overhead contact line [12.31, 12.32].
The resistance to earth of an earth electrode for a lightning arrester should be below
10 n [12.33].
12.5.5.11 Third party earthing installations

Cable screens, pipelines and metallic and steel reinforced structures in third party sys-
tems can transfer potentials and also cause stray current corrosion on third party
equipment. Pipelines from outside, into the tunnel or onto the viaduct in a railway
system, must be laid with insulation against the structure earth, or be separated elec-
trically by means of insulating sections at the entry points into the buildings. This also
reduces natural corrosion due to different open-circuit potentials in the earthing system.
The screens of communications cables that lead to the railway system from outside,
must also be insulated against the structure earth. Despite this, to take advantage
of the reduction effect, the cable sheaths can be connected to the structure earth via
low-inductive capacitors.
DC railway installation and underground pipelines and cables should be arranged as
far away from each other as possible. According to [12.13], a minirnum distance of 1 m
should be observed.
12_.5 Direct-current traction systems 669
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.
12.5.5.12 Construction of DC earthing installations and provisions

The principles for earthing and stray current protection for DC railways are important
for the construction of each electrification project. Electrical connections in the rein-
forcement of buildings, bridges, tunnels and pole foundations must be defined in due
time before the first construction activities. If the earthing connections and through-
connections have not been provided in the structures, then alternative solutions must
be provided later, adding considerable additional costs.
It is especially important to reach early agreement on the materials, cross sections and
connection techniques to be employed to fulfil the requirements for the earthing of
electric rail way systems.
The minimum cross sections of earthing conductors are specified in [12.10, 12.28] with
respect to corrosion and mechanical strength, for example 50 mm 2 for steel and 16 mm 2
for copper. According to [12.40], welded connections are preferred to clamp connections
for earth conductors, since the electrical resistance at the connection could be increased
by corrosion of the clamps.
12.5.5.13 Verification measurements

Verification measurements are recommended to check the electrical connections of the
reinforcement before the concrete is poured, since short-comings can only be corrected
at great expense. The continuity of the return circuit must be tested and the safety
measures in the system verified during the commissioning of the track.side facilities. It
must also be verified that the necessary provisions against stray current corrosion haYe
been undertaken.
Measurements can be necessary for verification of parameters such as the resistance
to earth and during operational conditions, rail potentials, leakage current between
running rails and earth as well as potentials between the structural earth and return
circuit.
12.5.6 Practical experience with the Ankaray LRT system

12.5.6.1 Description of the project
The provisions described above have been implemented for earthing and bonding for
the Ankaray LRT in Ankara, Turkey, as illustrated by Figure 12.27. The project is
introduced in clause 1.5. During construction and commissioning phase verification
mea.surements ,vere carried out.
-400-!,..---+--f--+---+--f--+----+--+--+---+--1- -.~
Figure 12.31: Ankaray:

-I-' . ... 2 , -525 mV Potential between tun-
I
nel structure and remote
-600 -+
~~-~~-~~-~~-~~-~~-~
earth during train oper-
0 20 40 60 80 100 s 120
Time---.. ation.
12.5.6.2 Measurement of the resistance to earth
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.
12.5.6.3 Measurement of rail potentials
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.
12.5.6.4 Test of rail insulation
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.
12.5.6.5 Measurement of the potential between structure earth and earth
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
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.
12.5.6.6 Current through short-circuiting devices in the stations

A quantitative assessment of the stray currents is possible based on a current mea-
surement with short-circuiting devices closed for testing purpose. This circuit connects
the running rails with the structure earthing system and has an effect similar to the
stray current drainage. Even in this unfavourable case, stray currents smaller than 10 A
were measured at the short-circuiting device. This, low value confirms the high quality
rail insulation used for the Ankaray metro system, especially in comparison with other
DC railway systems. Without the intentional connection, the values corresponding to
the calculations in accordance with clause 12.5.4 are assumed to be lower by a factor
of 10. If several short-circuiting devices were closed simultaneously, then considerably
higher currents up to 500 A - would flow through the connecting cable, in this
case, the through-connected tunnel reinforcement would be connected in parallel to
the running rails.
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
12.5.8 Concluding recommendations

The system design of the traction return circuit, including earthing and bonding de-
scribed in this clause, is based on insulated running rails and a uniform earthing system.
It complies with the European standards. The example of the Ankaray metro system
and of other installations demonstrates that this design has proven itself in practical
applications and simplifies maintenance.
The configurations with stray current collecting nets also discussed, would cause techni-
cal disadvantages and require additional expenditure for construction and maintenance.
Stray current collecting nets and stray current drainage, as a method for stray current
protection, can not be recommended.
The measures for earthing and bonding also affect aspects of civil works and must be
defined at an early stage of railway projects to allow the necessary provision prior to
construction to avoid expensive extra compensating measures.
In summary, Figure 12. 27 shows the recommended system for current return and earth-
ing of DC lines to provide protection against electric shock and stray current corrosion
on line sections in tunnels and on viaducts.
12.6 Alternating current traction syst~ms

12.6.1 Design of the return circuit and earthing installations
12.6.1.1 General
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.
substation traction vehicle

,,,c
1,0
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
/
- in the earth "" with an effective leakance per

~ unit length of 2 S/km.
- - without return conductor
0
0 4 8 12 16 20 km 24 with an Al 240 return con-
Length- ductor
90 __ , Figure 12.33: Ratio of the

V
kAkm ____ ,,,.,,,. ... --, longitudinal induced voltage
___ ...... - ...................
\ I \ I
70
\I I I
.......... ____
p H per unit length of conductors
--- - - ---
U'i
Ti;
60
50
40
30
20
----~ -- i-- \ 1\_r--
Yl ----
------ -
installed parallel to a railway
line to the traction current for
f!E = 100 Dm.
10 - - without return conductor
0
40 30 20 10 0 10 20 30 m 40 with an Al 240 return con,.
Distance- ductor
12.6.1.3 Parallel return conductors
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
overhead contact line without parallel return conductor. Measurement of induced

voltages on a conductor at a distance of 11 m parallel to the Madrid-Seville rail-
way, which is powered by a 50 Hz single-phase AC supply, gave values of 43 V
per km and per kA traction current (see clause 12.6.5 and [12.42]). Calculations
carried out for a comparable system, without parallel return conductors, showed
that the value would be 70 V /(km-kA). In other words, a reduction of approx-
imately 39 % had been achieved. In [12.41] the interference voltage is shown to
be almost 45 % lower when parallel return conductors are installed. From Figure
12.33 it can be deduced that the installation of parallel return conductors will
reduce induced longitudinal voltages by between 35 and 40 %.
The rnagnetic .field in the vicinity of the railway line is reduced considerably. In
reference [12.41] it was shown that the magnetic field strength at rail height and
at a distance of 12 m from a contact line of type Re 200 is 9 A/m if parallel return
conductors are installed and 18 A/m when no return conductors are installed.
For a 12 m distance, reference [12.43] reports values of 10 A/m with parallel
return conductors and 19 A/m without return conductors. This reduction of the
magnetic field strength, due to parallel return conductors, can also be seen in the
graphs in Figure 13.17.
The impedance per unit length is reduced. Paper [12.41] reports that a reduction
of the impedance per unit length by 9 % relative to the variant without return
conductors was measured on a AC 15 kV 16,7 Hz line. At the same time, the
resistance per unit length was increased by more than 8 % relative to the calcu-
lated value and the reactance per unit length was decreased by more than 18 %.
As a result, the phase angle changed from 56 to 48.
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.
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.
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]
12.6.1.5 Booster transformers

Figure 12.1 illustrates the principle of operation of draining or booster transformers.
From the feeding substation transformer onwards, the contact wire is interrupted at
3 to 8 km intervals and the traction current is passed through the primary winding
of a transformer with a transformation ratio of 1:1, called booster transformers. The
secondary winding of the transformer is connected to a return current conductor, called
the return feeder, which passes the traction current back to the feeding substation. Such
booster transformers inductively cancel the current at the position of the load, i.e. they
drain the current from the rails and earth and pass it into the return feeder. The booster
transformer system considerably reduces interference effects.
The disadvantages of this concept are
the high cost of installing and operating a large number of booster transformers,
return feeders and switchgear, especially taking into account that each track of
a multiple-track line has to be equipped with booster transformers,
increased effective line impedance due to the booster transformers, this being
associated with increased potential drops and power losses,
arcing across electric isolation gaps in the contact line network, leading to faster
contact wire and collector strip wear, as well as radio frequency interference, and
the train-in-section effect, i.e. when a traction vehicle is travelling and drawing
a current between two booster transformers, currents will still flow through the
rails and earth, depending on the distances and the track parameters involved.
Almost two decades ago, booster transformers originally installed during the electri-
fication of railway lines in Taiwan were decommissioned after only a brief period of
operation; the return feeder cables were reconnected subsequently as simple return
conductors [12.49].
In reference [12.50], a further development of this principle is suggested. The idea
involved connecting cables in parnllel to both the contact wire and the running rails. If
the two cables are placed as close as possible to one another, then the reactance of the
overall system is considerably lower than a comparable system without such cables.
However, installing and operating a system of this kind would lead to high investments
and efforts and the train-in-section effect would also persist in a system of this kind.
For this reason, no practical applications of this suggestion are known to date.
12.6.2 Requirements of return circuit and earthing installa-

tions
12.6.2.1 Personal s::i.fety
Primarily, the earth return current and earthing of AC railways must prevent haz-
a.rcls of electric shock and gt1ara11te<' personal safety [12.51]. To achieve this, electrical
<'quipment and components of the overhead contact line svstem. that cot1ld become
Figure 12.35: Rail potential along the track in

1
/--~------- __ , / _______ _ the operating case and in the short-circuit case.
/ ' 2
1 related track potential U' at constant traction
I '-... current (operating case)
2 highest rail potential U occurring during
- 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
"'
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
Figure 12.36: Potential trend transversally to track according to [12.10]
Table 12.8: Permitted touch voltages and rail

potentials. U touch voltage; UTE voltage be-
tween track and earth; tp fault disconnection
time
Permissible value for V Urn= 2V
touch voltage V (V] [V]
Operational case (t > 300 s) 60 120
Operational case (t = 300 s) 65 130
Fault case (tF = 100 ms) 842 1684
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.
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).
12.6.3 Design of installations

12.6.3.1 Return circuit
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
signal
fence
screened cables
return circuit
substaion staion
traction power supply station power supply
* *
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.
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.
12.6.3.2 Substations and stations

Normally, the traction power to substations is supplied decentrally from the public
energy supply network for new lines but 3:~so from railway-owned high voltage networks
by some railway operators, such as DB, OBB or SBB.
The high-voltage supply and the railway substations have a common earthing system.
All operating assets in the high-, medium- and low-voltage supplies are connected to
it for potential compensation and safe protection tripping, as shown in Figure 12.37.
The sheaths of cables employed to connect the substation with the contact line on the
tracks may be earthed at both ends only if they can carry the whole traction current.
In the case of one-ended earthing, high voltages can occur at the free end of the cable
sheaths. The sheaths' ends are to be insulated against touching in this case. When the
low-voltage supply is provided from the public network, the protection earth and the
neutral conductor of the low-voltage system should not be connected to the AC railway
earth. They could be endangered by the railway return currents.
The traction currents of all vehicles are added to each other in the substation and lead
to a potential increase at the earthing system. When earth short-circuits occur in the
high-voltage supply, the earth short-circuit currents flow through the earthing system.
It is necessary to have an especially low earth electrode resistance in the substation
earthing system, to achieve a low earthing voltage.
Figure 12.38 illustrates the earthing system and the potential compensation in the
substation. The main equipotential busbar (ME) does not carry railway return currents
to avoid voltage fluctuations in the connected centralised infrastructure management
system, telecommunications system, three-phase supply system, signalling system and
in the operating equipment enclosures. The ME is therefore connected to the earthing
bus bar of the earthing system at one end. The foundation earthing connections are
connected to each other and attached twice to the earthing bus bar. These connections
must also be designed to carry the maximum operating and short-circuit currents in
the event of a failure of one of the earthing connections.
Since the station platforms are also located in the overhead contact line zone and
pantograph zone, the reinforcement of concrete structures must be connected to the

railway earth. The platform foundations should be designed as earth electrodes to
reduce the earth electrode resistance of the system as well as the rail potentials.
12.6.3.3 At-grade sections

'
Contact line poles and overhead line fittings on the earth side along at-grade sections
should be connected to the railway earth, as they are located in the contact line and
pantograph zone. If the return current conductor is connected electrically at every pole
to the pole reinforcement (of concrete poles) or to the steel poles, the connection of
each pole to the railway earth can be waived. The earthing of the return circuit along
the track is provided by the foundation reinforcements. They are connected to the
mast reinforcement and the return circuit line. The omission of the individual earthing
of each pole along the track also offers significant savings during maintenance of the
superstructure and the earthing systems. In addition, a considerable increase in safety
results from the more reliable connection of the poles to the railway earth than from a
direct connection to the return circuit [12.54].
12.6.3.4 Tunnel sections

Steel reinforced tunnels form earth electrodes along the track. Both the tunnel rein-
forcement and the overhead contact line components are connected to the railway earth
to reduce rail potentials and guarantee potential compensation and protection against
touch voltages. It is possible to connect individual reinforcement sections to the return
circuit, making the practice of longitudinal bonding superfluous.
Additional earth connections to the return circuit may be used to connect overhead
contact line components to the railway earth in tunnels and to other concrete struc-
tures. The necessity of providing such additional connections, in case of components ar-
ranged on unistruts was tested, using the example of the new high-speed line Cologne-
Rhine/Main. If the unistruts are connected electrically to the return circuit, additional
earthing connections from the components to the railway earth can be omitted. Mea-
surements of the short-circuit resistance of fixing bolts and rails manufactured from
stainless steel, have shown that the permitted heating was not exceeded for thermally
effective short-circuit currents of 33 kA over a fault period of 350 ms. It is sufficient to
connect the unistrut to the railway earth at the return circuit.
Tunnels with sealing systems against the penetration of ground water (welded 4 mm
PVC sheaths between the inner and outer tunnel shells) lose contact with the sc,il and
the earthing e.ffect of the tunnel. Because of the danger of potential transfers at the
emergency exits, which, in accordance with national safety codes may not be more
than 1000 m apart, additional earthing measures are necessary if the rail potentials
can cause unacceptable touch voltages.
The high traction eunents of up to 1,5 kA per train in the tunnels on the Cologne-
Rhine/Main high-speed line and the sealing of the tunnels against penetration by
ground water, results in unfavomable conditions for the earthing of the system. With
i11creasing tu1111el length, the rail potent?:als reach increasingly high values and exceed
Figure 12.39: Tunnel earth-

ing with standard reinforce-
ment mesh and parallel return
conductors.
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
longitudinal reinforcement rods

\ return conductor
Figure 12.40: Arrangement

of conductors in a tunnel.
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
!
12.6.3.6 Depot and workshop area
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
Flat steel bar
Figure 12.41: Earthing measures at road bridges (DB AG, Germany).
12.6.3. 7 Signalling and telecommunications systems
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.
12.6.3.8 Third-party installations
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
Table 12.9: Surge earthing resistance for 15 kV

railways.
Overvoltage category
III IV
Withstand surge voltage 75 kV 95 kV
Discharge earthing resistance 1,9 n 2,4 n
earthing provisions to ensure personal safety. Figure 12.41 illustrates recommended

designs:
galvanised steel strip on both bridge walls, if these are located in the overhead
contact line zone,
galvanised steel strip or angle section-profile above the overhead line at the start
and end of the bridge if the bridge roof is within the pantograph zone and
protective fence or projecting contact-protection on the bridge sides.
The metallic parts are connected at two points to the return circuit. It is recommended
that the reinforcement of new bridges is additionally interconnected electrically and
then connected to the railway earth for lightning protection. The bridge foundations
can also be employed as earth electrodes in this case.
12.6.3.9 Lightning protection
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)
Rdis discharge earthing resistance

Uin withstand surge voltage of the insulation
Ip peak value of the lightning current in mast or framework
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.
12.6.3.11 Verification measurements
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
the permitted touch voltages will not be exceeded during operational and short-circuit
conditions.
12.6.4 Return current conductors and earthing systems used

by the DB
12.6.4.1 Track and rail bonds
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,
/ insulating rail joint

----1r-T-----------
reactance coil joint
track equipotential bonds between reactance coil joints

a< 60m. 1x50mm2 Cu, NYY-O
a= 60... 1oom . 2x50mm 2 Cu, NYY-O
a 100 ... 300m. 2x70mm 2 Cu, NYY-O
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
a> 200m with FTGS 9 7

a> 400m with FTGS 46
earth rail Figure 12.43: Minimum dis-
tances between track bonds
along tracks with audio-
earth rail frequency track circuits.
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
Figure 12.44: Characteristics of important types of audio-frequency

track release circuit bonds. a) S-type-bond; b) terminal bond
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.
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
earth rail earth wire
S-type-bond
track equipotential bond
terminal bond Figure 12.46: FTGS-con-

nections between the tracks
and and track bonds for tracks
with audio-frequency track re-
a<= 1000m a<= 1000m
lease circuits.
connecting components to traction earth.

If control and command equipment is operated using audio-frequency circuits, then
usually the rail nearer to the contact line poles is used as an earth mil. Both rails
are used to conduct the return current. Normally, on open main line sections, the two
rails are interconnected by S-type-bonds, terminal bonds, short-circuit or equipotential
bond connections at intervals of less than 1000 m, as indicated in Figure 12.46. S- l
Ii
type-bonds, short-circuit bonds and terminal bonds form the control and command I
circuit termination of the respective audio-frequency track circuits and in control and i
II Iiii
1
I
command engineering, they are called electric isolating joints. \
12.6.4.3 Traction system earth connections of concrete structures
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
Figure 12.47: Overhead con-

tact line with return conduc-
tors on track in the open
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.
12.6.5 Current return and earthing for the Madrid-Seville AC

25 kV high-speed line
Applied examples of the earthing design described above for AC systems follow:
Madrid-Seville high-speed line,
Magdeburg-Marienborn line,
Wegberg-Wildenrath Test Center for rolling stock,
Berlin-Hannover high-speed line,
Cologne-Rhine/Main high-speed line,
BERTS, Bangkok Elevated Road and Transit System and the system, and
ERL Express Rail Link in Kuala Lumpur.
Details are given for the Madrid-Seville line as an example
The high-speed Iviadrid-Seville line is supplied by 50 Hz 25 kV AC [12.29]. The elec-
trification scheme has been discussed in clause 1.4, the overhead contact line in clause
4.8.2.3. Comparisons of several alternatives resulted in utilisation of return conductors
Al 240 arranged on the contact line poles. Figure 12.4 7 shows the line with the return
conductors. According to c:alculations carried out during design, this solution proved
to be favourable in view of line impedance and keeping rail potentials and interference
at acccptabk levels. The costs are relatively low compared to other alternatives such
as use of auto-transformers. The design calculations were verified by measurements
during the commissioning phase.
Contact line
Auxiliary
generator Measuring
A current 150 A
Earthing
connection
V Measuring
voltage
Running rails
Direction
Cordoba - - -
Figure 12.48: Measuring cir-

10km
km 416,213 cuit diagram
Poles and 4
Poles and Figure 12.49: Return cir-

return conductor cuit arrangement and feeding
ca. 300 m points to measure the rail po-
600m tential
The verification measurements required a section which represented typical conditions

of the line. This situation was found in the southern part of the line between Cordoba
and Seville close to the Lora del Rio substation. The length of the measuring section
was set at 10 km. Boundary effects in the vicinity of the substation and at the load
site are therefore negligible. The test circuit is shown in Figure 12.48.
A diesel generator set in the Lora de! Rio substation provided the necessary 150 A
power supply. Measurements taken along the section before tests started showed that
the soil resistivity was a constant 30 nm.
A potential difference will occur between tracks and distant earth when currents flow
in the rail system. The maximum value at the location of vehicles or at short circuits
at one end and at the return feeder connection at the other end is the rail potential.
People touching the rail can bridge a part of the rail potential as touch voltage. The rail
potential was measured for various fault cases as shown in Figure 12.49. These cases
are:
l: Current fed into one rail at the bonding point of tracks and return conductors.
2: Current fed into two rails between tlF' bonding point of tracks and return conductors.
3: Current fed into one rail between the bonding point of tracks and return conductors.
4: Short circuit at an insulator at a pole midway between two adjacent bonding points
of tracks and return conductors.
-------
Table 12.10: Electrical potential of the

rails to earth.
Feeding Electric potential to
arrangement far remote earth V/100 A
case 1 2,6
case 2 3,5
case 3 5,8
case 4 5,8
Table 12.11: lnduced voltages in unsheathed conduc-

tors along the line.
Distance perpendicularly Measurement Calculation
to the centre of tracks m V/(kA/km) V/(kA/km)
6 34 42
11 40 43
20 41 39
120 13 20
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
Table 12.12: Current distribution related to the total traction current.

With return conductor Without return conductor
calculation measurement calculation
% % %
Contact line equipment
Contact wire A 30,6 29,7
Catenary wire A 20,4 20,7
Contact wire B 30,6 29,5
Catenary wire B 20,4 20,2
Return conductor system
Rails A 23,2 20,4 34,2
Return conductor A 18,5 17,7 -
Cable shield A 2,8 -
Rails B 23,2 19,5 34,2

Return conductor B 18,5 16,1 -
Cable shield B - 3,0 -
Earth 20,6 not possible 34,4
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.
12.6.6 Concluding recornmendations

The design of the return circuit with return conductors satisfies the stipulations for per-
sonal safety even at higher powers and currents. Additional return conductors reduce
interference and offer savings for earthing measures during the system design and per-
mit simplified maintenance for both the superstructure and the overhead contact line
system. The recommended measures also affect the overall construction aspects and
must be defined at an early stage to allow their timely provision during the construc-
tion phase and to avoid costly retro-fitting. Figure 12.37 sumrnarizes the provisions for
earthing c1trn~nt return.
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. 7 Kosarew, B. L: Elektrosicherheit in Fahrleitungsnetzen bei Einphasenwechselstrombah-

nen (Electrical safety in overhead contact line networks for single phase AC railways
(Russian essay)). Verlag Transport, Moskau, 1988.
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.
12.10 HD 637 Sl: Power Installations Exceeding l kV AC. December 1998.
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.:::::..------------------------------------~=
12.14 VDV 500: Erdungsmal3nahmen bei Gleichstrombahnen mit Ausfiihrungsbeispielen

(Earthing measures for DC railway with examples). October 1991.
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
12.16 Bette, U.: Verringerung der Streustromkorrosionsgefahr an Bauwerken von Gleich-

strombahnen (Reduction of the stray current corrosion hazard in buildings of DC rail-
way installations). In: Nahverkehrspraxis 1994, H. 9, pp. 312 to 316
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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
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of installations for signalling and telecommunication technology with railway-typical
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nen (On the line resistances and track currents in case of AC single phase railways).
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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
12.22 Ka1jaki11, R. N.: Einphasenwechselstrom-Traktionsnetze (AC single phase traction net-

work) (Russian essay). Verlag Transport, Moskau, 1987.
12.23 Markwardt, K. G.: Energieversorgung elektrischer Bahnen (Power supply of electrified

lines) (Russian essay). Verlag Transport, Moskau, 1982.
12.24 Ollendort; F.: Erdstrome (Earth currents). Birkhiiuser-Verlag, Basel/Suttgart, 1969.
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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
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12.27 VEM hand book: Energieversor;ung elektrischer Bahnen (Power supply of electrical
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(Earthing of power supply installations with nominal voltages above 1 kV). July 1989.
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strombahnanlagen (Investigation of criteria to limit the stray currents caused by DC
railways). HfV Dresden, 1973, dissertation thesis.
12.31 VDV 525: Schutz der Fahrstromversorgungsanlagen von Gleichstrombahnen bei

Blitzeinschlag (Protection of traction current supply installations of DC railways in
case of lightning}.
12.32 Moller, K.; Menter, F.; Chi, H.: Optimierung des Schutzes von Nahverkehrsbetriebs-
einrichtungen hinsichtlich Uberspannungen <lurch Blitzschlag (Optimizing of the pro-
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lightning). Research report FE-Number 70299/89. Ordered by the German ministry
of transport. November 1991.
12.33 EN 61024-1: Ligthning protection of structures, Part 1: General principles. (IEC

61024-1, modified).
12.34 Bette, U.: Messungen in Betriebshofen und an Verkehrsbauwerken (Measurements in

depots and general traffic installtions). In: Reports and information' of HTW Dresden
4(1996}1, pp. 89 to 101
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.
12.36 Schneider, E.: Streustromberechnung bei geerdetem und nichtgeerdetem Riickleiter-

anschluss von Gleichstrombahn-Unterwerken (Stray current analysis for earthed and
earth-free return conductor connection at DC substations}. In: Reports and information
of HTW Dresden 2(1994)1, pp. 65 to 71.
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railways). In: Reports and information of HTW Dresden 4(1996)1, pp. 67 to 70.
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in depots). In: Reports and information of HTW Dresden 4(1996)1, pp. 57 to 63.
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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.
12.43 Zimmer/;, G.: Ri.ickleiterseile in Oberleitungsanlagen (Return conductors in overhead

cont;act; line systems). In: Eiscnbahningenieur 45(1994)2, pp. 91 to 97.
12.44 Gruber, A.: Ri.ickstrornfiihrung auf OBB-Hochleitungsstrecken (Traction current re-

turn on Austrian Railway's high performance lines). In: Elektrische Bahnen 89(1991)11,
pp. 404 to 408.
12.45 I<niipfer, S.; Christoph, L.: Hochgeschwindigkeitsstrecke Hannover-Berlin 1998 in Be-

trieb (Hannover-Berlin high-speed line operative in 1998). In: ETR 46(1997)9, pp. 531
to 532, pp. 535 to 540.
12.46 Kontcha, A.: Analyse elektromagnetischer Verhaltnisse in Mehrleiterfahrleitungssys-

temen bei Einphasenwechselstrombahnen (Analysis of electromagnetic conditions in
multi-conductor overhead contact line systems at single phase AC railways). TU Dres-
den, 1996, dissertation thesis.
12.47 Schwozer, M.: Auslegungskriterien der Bahnenergieversorgung mit Mehrspannungssys-

temen (Design criteria for the traction power supply for multi-voltage systems). TU
Dresden, 1996, thesis for diploma.
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.
12.51 Schneider, E.: Bahnriickstromfiihrung und Erdung - Teil 1: Grundsiitze (Traction

current return system and earthing in railway installations Part 1: Principles). In:
Elektrische Bahnen 96(1998)4, pp. 85 to 90
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
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
Electric railway as a source of electromagnetic influence and cause of possible hazards
Hazards Interference
Persons, animals Operating installations Influence on function Influence by noise
Examples - dielectric breakdown data transmission - undesirable noise

- electric shock - thermal load capacity errors - interference to data
- shock injuries exceeded due to - increased probability transmission
- fright over currents of failures
- interference with
electronic data pro-
cessing equipment
- undesirable effects
on safety equipment
resulting in danger
to operation
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.
13.2 Coupling mechanisms

The contact line system is a source of disturbance Q, which by means of various coupling
mechanisms, can affect organisms or engineering systems in the vicinity of the railway.
These systems are collectively termed potentially susceptible systems. If the wavelength
A of the electromagnetic interference is considerably greater than the length l of the
installation, which generally applies to traction contact line installations, then the
coupling mechanisms depicted in Figure 13.2, based on a quasi-stationary condition,
can be applied. If A ::; l or the surge front is extremely short, e.g. due to lightning,
the interference can be described by the wave model, as has been explained in detail in
[13.2). These coupling mechanisms apply, in principle, to the contact lines of both DC
railways and AC railways. They will be discussed in detail in clause 13.4.
In DC railways, the galvanic coupling is described by the phenomenon known as stray
current, which is described in detail in chapter 12. Capacitive coupling due to higher
harmonics in DC traction power networks are negligible but the inductive coupling
mechanisms are not.
13.3 Interference parameters

13.3.1 Overview
In traction contact line networks, the following interference parameters are effective:
the traction power network volt(/,ye, described in terms of its nominal value and
the tolera.nces as shown in Tc1hlc 1 1 as well as tlw associated electric field it
13.3 Interference parameters 705
Source of influence- Potentially susceptible

- natural objects and systems
- artificial,
e. g electromagnetic
:=> Coupling
mechanisms ~ - e . g. information
processes in electric technology equipment
railway installations
----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,

Inductive coupling
I
- - - - - - - - - -....~-~-+----------
uint- MOl-tldi/dl
Mo~ - - - - - ,
uint
(electromagnetic field H)
oood"cimnils
disturbed:
cables, conductors
-------u Source of interference:

- - - - - - - - - - - , , - - - - - - - - - - - - overhead contact lines
Figure 13.2: Main
CoHL coupling mechanisms
_ _ _ _ _ _ _ _ ____.,_____ _ _ _ _ _ _ _ _ _ disturbed: determining interfer-
ub overhead power lines ence caused by electric
Capacitive coupling uint= f(CoHu du/dt) (electrical field E) railways.
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.
13.3.2 Operating currents and short-circuit currents

The operating current flowing through a supply section is the fundamental quantity
determining the influence of other systems. For conventional railway traffic it is possible
to deduce information on the variation of the operating currents along the section of
line from the specific energy dcmancl P' of the line, if the exact opera ling cu:rrcnt pattern
zet& ff~
time function associated spectrum

A
8 5
A
6
I\ A
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.
13.3.3 Higher harmonics

13.3.3.1 General
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.
13.3.3.2 Single-phase AC railways
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
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 _ _
60 ,_ _,_,,_---,source II : traction vehicle transformer

l
source Ill traction vehicle power controls
f=15ci43Hi
40
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
source I substation traa~n2s::;fo~rm~erc.----i-----J
Figure 13.8: Resonance frequency of the

5 10 15 20 25 km 30 three sources of electromagnetic influence
Vehicle position x trc - - - - - shown in Figure 13.6
710 _______________
.:..:::__ _ contactlines as emitters of electromag.rntic disturbance
13 Eledric traction
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.
13.3.3.3 Direct-current railways

Modern DC traction vehicles are equipped with asynchronous traction motors or DC
motors controlled by pulse-control circuits. In both cases, power electronics circuits are
used to connect the traction power supply network to the vehicle's traction motors.
The pulse control circuit depicted in Figure 13.9 can be used to describe its effect as
a source of electromagnetic infiuence. Figure 13.9 shows a moving DC pulse-control
circuit connected to the contact line. The traction motor is supplied by current im-
pulses, the duration and/ or frequency of which can be controlled by the circuit. The
source of the energy has a specific inductivity due to the contact line installation and
the substation. To compensate this and retain a low-inductance energy source, the
buffer capacitor Cp is required. An additional buffer inductance LP must be inserted
between the contact line and tlw control circuits in order to keep resonance effects and
overvoltages to a minimum.
Detailed discussions on these smm.es of electromagnetic influence are found in refer-
ences [13.8) and [13.9]. Zimmer, in [13.8), concluded that in the case of pulse-controlled
DC railways considerably less interfc'.renc:e can be expected than in thynstor-contrnlled
traction vehicles in AC railway syst<~rns.
13A Interference clue to single-phase AC railways 711
LoHL= LOHL X
--1trc
contact wire
IU1,c I IM
Figure 13.9: Mobile DC

track power control circuit con-
nected to a contact line.
IM mean motor cunent
Uo11L overhead line voltage
controlled current Up buffer voltage
ls
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
13.4 Interference due to single-phase AC railways

13.4.1 Introduction
In this section, the basic problems of influence and interference due to the traction
power contact lines of single-phase AC railways will be described. A single-phase AC
railway can be represented by a system of two inductively coupled conductor loops. The
real situation can best be represented by the coupling between the loops contact-line-
earth and track-earth. Basic methods of calculating the main parameters are discussed
in chapter 3. The patterns of the currents in the contact line, the track and in the earth
are shown in Figure 12.8. Since the track normally extends beyond the point where
the load is connected, currents will flow from the track to earth, even outside of the
section between the substation and the position of a traction ,ehide.
13.4.2 Galvanic interference

Technical equipment and lines in the vicinity of electric rail ways can be connected to a
part of the return current path by galvanic coupling via the cart h and/ or direct metallic
contact, as can be seen in Figure 13.2. The circuits emitting and receiving interference
can use the same conductor paths.
In addition to the induced ctments f-iowing in underground metal cable sheaths and
pipes running in parallel to electric railway lines, a c:unT11t will flow through these
illstallations clue to galvanic: coupling with the return c:11n<'t1ts The current quantity
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.
13.4.3 Inductive interference

Inductive interference is caused by the current flowing in the contact line-return line
loop. The magnetic field generated by this current acts on metal installations and
cables in the vicinity of the railway line. The alternating magnetic field generated
by the operating current of AC railway systems as well as by the higher harmonics
occurring in both AC and DC systems, can induce voltages in the affected installations
and cables, potentially causing damage or interferences.
Inductive interference to conductors in the vicinity of traction contact lines can be
described by the inductive coupling between two conductor-earth circuits located in
parallel to one another. As shown in Figure 13.11, it is assumed that the conductor
subjected to interference is situated in a railway line section where the transitional
effects in the interference source system contact line-track-earth are negligible.
In Figure 13.11 it can be seen that a current I flowing in the contact line will induce
a length-dependent longitudinal voltage U{ in the affected cable. Assuming that the
length l of the affected cable is less than that of the contact line emitting the interfer-
ence, the induced longitudi-11,al voltage per 11,n1,t length is described by the equation:
U( = 2 7rf l\ibm, I r (13.2)

-1
l x =effective interfering current
u 1 =induced longitudinal voltage
M' per unit length
M' =mutual inductance per unit length

z
Z =effective impedance at location of
load or short circuit
/ =length over which the interference acts
R', L', G', C', are characteristic line para-

meters of the system subject to interierence
I I
x=O x=I Z 1 und Z are the terminating impedances
2
of the line subject to interference
-
i
element of line
R'dx L'dx
subject to
u G'dx Cdx u+du
interference,
length dx
Figure 13.11: Inductive interference coupling mechanism.
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:
u(x) -Zw (A exp('y x) B exp(-'Y x)) (13.3)

i(x) U{/Z' + A exp(,-yx) +B exp(-,x)
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:
'/1, -U((l - exp(-,l))/(21) (13.4)

'/, (U(/Z')(1 - exp(-0,5 1/))
----------- -------------------------
71-1 13 Electric traction contact _!i_nes as emitters of electromagnetic disturbance
a) 2 2 2
1a) open circuit I b) earthed at c) earthed at

I I one end both ends
I I
I I =
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)
This connection status is shown in Figure 13.12 a.

In the case of affected conductors connected to earth at the far end, the solution of the
equation for the voltage known as the longitudinal voltage is:
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:
U( 2 n-J .Mbru, I r w (13.7)
In this equation, w is the probability factor of a short-circuit current during transient

interferences. It allows for worst-case conditions being used as a basis of the calculations
and that the simultaneous occurrence of all unfavourable circumstances and events is
extremely unlikely. On the basis of the studies described in [13.11] and [13.12], the
values 0,55 to 0,70 can be assumed to apply for w.
The reduction coefficient is given by
(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,
l\libHL { 1+ 2 ln [L100 / (aJf /PE)] - j /2} 10- 4 l:n

7f (13.9)
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
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
kV
8 0HL
cw
Urn-IL
CoHL
L I'
::::)-'2
OJ
0)
~
g1
5 10 15 m 20
Mutual distance aOHL _ ____,,_
Figure 13.15: Capacitive interference on a ca- Figure 13.16: Voltage generated in an

ble L due to a contact line CW overhead line due to influence by a contact
line voltage of 15 kV, as a function of the
distance aoHL between the parallel sections
and for various heights aH of the affected
conductor above ground.
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.
13.4.4 Capacitive interference

The electric field generated by the live parts of contact line installations of AC railways
can electrically charge conductors and system components located in the interference
range of the contact lines by influence effects. However, this charge only leads to
measurable voltages if the respective conductors are insulated relative to earth. Under-
ground cables or underground systems are not subject to capacitive interference.
By applying the potential divider rule to the circuit shown in Figure 13.15, the absolute
value of the voltage UL on a conductor running parallel to the contact line can be
expressed as:
UL= Ucw C~r-rd(Cf,E + C~rJ (13.11)
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:
-,, 54ar-r C'OHL

"
C OHL (13.12)
144 + a, 2
+ 0}1 nF/km m
. ---------------
i
I
718 13 Electric traction contact_lines as emitters of electromagnetic disturbance
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
le= w c~HL Ucw l (13.13)
is not even to be expected for a section of insulated cable of 2 km length running

in parallel to and at a distance of 10 m from an overhead contact line. In [13.15], a
corresponding charging current of 5,5 mA was calculated. This also applies to telecom-
munication cables in a cable duct along the railway line. Since CbHL is extremely low
for these cables, le cannot reach dangerous values.
13.5 Electric and magnetic fields in the vicinity of

traction contact lines
13.5.1 Basics
For electric energy to be transmitted to traction vehicles, a potential difference equal to
the operating voltage has to be maintained between the contact line and the reference
potential i.e. earth, and a current has to flow through the contact line. This means that
an electric .field, E, which exists as long as the contact line is not switched off, and
- a magnetic .field, H, which varies with time and location,
are induced all around the contact line.
With reference to media reports on so-called electrosmog, the question of what adverse
effects the electric and magnetic fields can have on human beings in the vicinity of
railway installations is raised frequently.
13.5.2 Effects of electro1nagnetic fields on human beings

The permissible values of electric field and magnetic .field strengths in high-voltage
installations accessible to the general public were set out in legislation in several coun-
tries. The German Federal Minister of the Environment (BMU) in [13.16] taking into
account the IRPA [13.17] recommendations.
Since the magnetic induction, i.e. the flux density B is easier to measure, it is often
taken as a reference value instead of the magnetic .field strength H. In a homogeneous
magnetic field,
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
13.5.3 Effect of fields on equipment

13.5.3.1 Effects in general
The electric mid clectro111al-',m'tic fields also affect apparatus aud installations in the
viri11itv of rnil\\'a\'S Pnsous witl1 implanted cardiac pacemakers or other similar im-
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)
100 Muscle and 7 400 to 500 10000 1200 to 1500 30000

nerve stimulation
(potentially
dangerous)
1000 Injury (possibly 70 4000 to 5000 100000
lethal, ventricular
fibrillation)
Table 13.2: Permissible maximum values of electric and magnetic

fields in standard technical frequency ranges, up-to-date July 1997.
Exposure IRPA and WHO German directive
range recommendations [13.16] in force
as of 01.1997
16,7 Hz 50 Hz 16,7 Hz 50 Hz
E B E B E B E B
kV/m T kV/m T kV/m T kV/m T
Range 1
1 h/d
2 h/d 30 4000
permanently 10 400
Range 2
permanently 15 300 5 100 10 300 5 100
several hours 30 3000 15 1000 20 600 10 200
1) 1) 1) I)
per day
Range 1: controlled areas, generally accessible but where it is ensured
that the exposure is of short duration .
Range 2: all areas in which short-period exposure cannot be normally
expected, e.g. residential and office buildings, sports, enter-
tainment and recreation facilities
IRPA: International Radiation Protection Association
1) Short transient peaks, total exposure time o[ up to 1,2 h pet
day.
13.5 Electric and magnetic fields in the vicinity of traction contact lines 721
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.
position of individual conductors

140
A
l I
m 20 ~
(j)
g
0
::, (]) ::,
120 D (])
--u-+-+-+---1--+---+--+---<
C
0
C / ~' Ol
\;
C
0
0 ~ 0 0
E
0 \ 0
cu \ 0 C
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- -
-15 -13 -11 -9 -7 -5 -3 -1 0 1 3 5 7 9 11 13 m 15

Distance from system center line - - - -
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
~'..-------------
plants may be affected adversely and operation of information-technology eq11,ipment,

especially VDUs, can be impaired. In addition, electric traction systems emit radio fre-
quency interference that may reach intensities that disturb equipment in the vicinity
of the railway.
I
13.5.3.2 Persons with implanted cardiac pacemakers
According to German Standard DIN VDE 0750 the peak value of the eqm:valent .fiux
density in the frequency range from 1 Hz to 30 kHz has to be calculated as follows:
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.
13.5.3.3 Information technology and electronic data processing equipment

The magnetic fields in the vicinity of railway installations can cause interference to
cathode-ray t1tbe monitors. Other susceptible equipment may also experience influences.
The paper [13.22], for example, reports interference to an electron microscope due to
the power cable of DC railway system located at a distance of 70 m. When a current
of 1400 A flowed through this cable, the electron microscope was exposed to a 4 {IT
magnetic field, making it impossible to use the microscope.
Generally applicable standards, stating permissible values of field strengths for IT and
EDP equipment, are being drawn up.
Paper [13.23] reports on measurements and determined the following values as limits
of unimpaired operation:
Computer monitors: Tolerable value depends on the monitor design. The suscep-
tibility of the monitor increases ,vith screen size. Interference is noticeable from
values of just below 2 flT and higher.
Television set cathode-ray tubes: Large screens show interference effects for 50 Hz
fields of strength 1 1LT and higher, LIH\ limits for static (DC) fields are beh,een
10 and 30 T.
13.5.3.4 Electric railways as sources of radio-frequency interference

Electric railways may emit rrulio-f1err1w11.1:'.IJ 1:nl.e1Jerence (RIV). The standard EN 50121
was drawn up to deal with this issue Tal>l<~ 13 4 shows a summary of the co!ltents of
&dil&l!lll
!3.5 Electric and magnetic fields in thevicinity oftractioncontact. lines__________ _____ 723
Table 13.4: Summary of EN 50 121 according t.o reference [13.24]

EN 50121 Railway Applicatio1rn-electrornagnetic compatibility
EN 50121-1 General
General overview of all parts of the standard.
- Definition of the performance criteria of EN 50 082-2 with respect to immunity
to interference.
Description of railway systems and the associated sources of influences and
coupling mechanisms.
EMV management when railway line network and rolling stock are operated
by different companies.
EN 50121-2 Emission of the whole railway system to the outside world
Methods of measuring radio frequency interference clue to passing trains (peak

detection)
- Limits for radio frequency interference in the range of 9 kHz to 1 GHz
Description of fields in the vicinity of railways, mapping of electric, magnetic
and electromagnetic fields by means of measurements or calculations.
EN 50121-3-1 Rolling stock
Train and complete vehicle
Mains pollution, (limits to be specified), influence current measurements.
- Radio frequency interference, measurement and limit values
- Immunity to interference, not of rolling stock, but of equipment to be installed on
rolling stock.
EN 50121-3-2 Rolling stock
Rolling stock apparatus
- Influence emission, testing and limits for various interfaces.
- Immunity to interference, testing and limits for various interfaces.
EN 50121-4 Signalling and telecommunication apparatus
- Influence emission, testing and limits for various interfaces.

- Immunity to interference, testing and limits for various interfaces.
EN 50121-5 Fixed power supply installations
Radio frequency interference emissions by substations, contact lines and feeder

lines
- Immunity requirements applicable to equipment.
the six parts of this standard.

Accordingly, the main causes of RIV due to electric railway systems are:
spark discharges in the traction contact line network, e.g. across droppers that
are inadequate for the currents,
loss of contact between the contact wire and the pantograph collector st.rip, with
subsequent. arcing,
corrm1,'atation prou:sses in electric traction vehicles,
switchzng and rnnlrnl lra11.,1,e'11,ls i11 rlectric railway switcltp,ear awl v<~hides.
724 13 Elect;ric traction contact lines as emitters of electromagnetic disturbance
------------
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 - - - - -
Figure 13.18: Permissible maximum values of RF influence levels according to EN 50 121-

2:2000.
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.
13.2 1-fabiger, E.: Elektromagnetische Vertriiglichkeit. Grunclziige ihrer Sicherstellung in cler

Ge6ite- uncl Anlagentechnik (Electromagnetic compatibility. principles of guaranteeing
in equipment and installation tedmology). Hiithig-Verlag, Heidelberg, 1996.
13.3 Jot;ten, R.: Uber die Belastung of Fahrleitungsnetzen dmch Stromrichterlokomotiven

(On the loading of overhead contact line networks by converter controlled locomotives).
Techuische Hochschule Darmstadt, 1953, dissertation tlicsis.
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.
13.8 Zimmert, G.: Oberschwingungsstrome im Gleichstromnetz durc:h den Einsatz of Gleich-

stromsteller-Triebfahrzeugen (Harmonic: currents in DC network due to the use of pulse-
controlled traction vehicles). HfV Dresden, 1975. dissertation thesis.
13.9 Zimmert, G.; Schmidt, P.: Resonanzverhalten des Gleichstromkreises gegeniiber

Oberschwingungen of Thyristorfahrzeugen (Resonance behaviour of a DC circuit
against harmonics in thyristor-controlled traction vehicles). In: Die Eisenbahntechnik
21(1973)10, pp. 453 to 455.
13.10 Koettnitz, H.; Pundt, H.: Berechnung elektrischer Energieversorgungsnetze, Mathe-

matische Grundlagen und Netzparameter (Calculation of electrical energy supply
networks, mathematical basics and network paramters). Verlag Grundstoffindustrie,
Leipzig, 1968.
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.
13.12 Lingen .J v.: Kurzschlussberechnung im Fahrleitungsnetz (Short-circuit calculation for

contact line networds). TU Dresden, 1995, 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. 15 VEM handbook: Encrgievcrsorgung clddrisclwr Balttwn (Pow<~r supply of electrical

railways) Verlag ,n!c:l111ik, Bnlin, 1!)7;i.
13. 7 References
13.16 26. Bundesimmissionsschutzverordnung (BimSchV): Verordnung iiber elektromagneti-

sche Felder (26th directive on the German Federal immission protection law: Directive
on electromagnetic fields, edition 1996). Bunclesgesetzblatt 1996, Teil I vom 16. De-
cember 1996, p. 1966
13.17 International Radiation Protection Association (IRPA): Interim guidelines on lim-

its of exposure to 15/60 Hz electric and magnetic fields. Health physic 58(1990),
pp. 130 to 132
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.
13.22 Fischer: Diskussionsbeitrag auf dem 2. Symposium des Fachbereiches Elektrotechnik

der HTW Dresden am 16./17. November 1995 (Contribution to the 2nd symposium of
the electrotechnical department of HTW Dresden, November 1995).
13.23 Bette, U.: Messungen in Betriebshofen und an Verkehrsbauwerken (Measurements in

depots and general traffic installtions). In: Reports and information on HTW Dresden
4(1996)1, pp. 89 to 101.
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
14.1 Basic definitions

The erection of an overhead contact line system includes all construction and assem-
bly work, using components produced to reach a suitable quality, as well as the final
acceptance procedures. A test operation is part of the acceptance procedure. It starts
after the commissioning of the system, which simultaneously launches the operating of
The term management in this context is the operation of the electrical equipment and
work in the electro-technical system with the objective of achieving a high availability.
Figure 14.1 illustrates the structure of the activities included in the mangement.
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.
14.2.2 Production and testing standards for components

Components of a suitable quality are a condition for the assembly of operationally safe
and long-lasting overhead contact line systems. Their manufacture requires special
Management
Operate Work
Monitoring Setting Altering
Preventive
Switching Adjusting Controlling maintenance
Figure 14.1: Strnd111e of activitic0 during operation.

____ 14 Erection and operation
Table 14.1: Production and testing standards for components.

Component Production and test standards
Poles and foundations DIN 1045, DIN 4228, EN 10 025
Contact wires EN 50149, UIC 870, DIN 43140, DIN 43141-1
Stranded conductors IEC 61 089, UIC 870, pr EN 50 345
Conductor rails DIN 17122, DIN 50 142
Insulators IEC 60383-1/-2, IEC 60672-1/-2/-3, prEN 50151, IEC 61109,
IEC 36(SEC)96/101/106, IEC 61952, IEC 60112 / DIN VDE 0303-1,
EN 50119, DIN VDE 216/-2, EN 60660, EN 60383
Fittings DIN VDE 216
Section Insulators EN 50 119, DIN VDE 0216
Disconnectors EN 50 119, EN 50 152-2, EN 50 123-4
Figure 14.2: Test laboratory at Siemens AG in Ludwigshafen.
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.
14.2.3 Construction and asse1nbly work

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.
14.2.3.2 Foundation and pole setting work
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
type of erection iu drilled, piling and excavated foundations,

static actiou in fiat and deep foundations and
foundation shape in block, stepped block, tube pile and H-beam pile foundations.
Especially driven p'iles have shown themselves to be economically attractive in Ger-
many. H-beam piles with a tube welded on top are inserted into the ground using a
mobile pile driving machine. A concrete pole is then put on the tube, aligned and the
space between tube and pole is fitted up with mortar This method is characterised by
low labour content, quick progress and the avoidance of extensiYe concreting work un-
der unfavourable conditions experienced with railway operations. Drilled .fo'Undations
are used in rock. A future exchange of concrete poles is possible with a foundation type
with which the poles are inserted in a pile tube with stone chippings and a concrete
cover layer (Figure 7.37). Mounted steel poles stand on prefabricated or in-side cast
concrete foundations with embedded anchor bolts (Figure 7.34).
Railway wagons transport the necessary pile driving and drilling machines and the
concrete mixing vehicles to the foundation location. If the foundation work is performed
prior to the laying of track, as is often the case with new lines, then access should be
possible over temporary roads or via the unfinished track bed. Special concrete mixer
trains can be employed for extensive concreting work along the track.
With new engineering structures, the attachments for any kind of structures can be
integrated into the structure and prepared already during the erection of the tunnels,
bridges, embankments and platforms. The foundation work is a part of extensive con-
struction works and therefore requires appropriate co-ordination with the erection of
track, signalling, telecommunications and station installations.
The relatively expensive construction of foundations using cross-co'Untry S'Uited vehi-
cles operating outside the track and the setting of poles during traffic operations using
helicopters trans an alternative to track closures on heavily loaded railway tracks. De-
pending upon the method of pole setting, an extensive pre-assembly of fixing brackets,
tension wheel assemblies, etc. on the poles can be performed before leaving the storage
sites.
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.
14.2.3.4 Installation of section insulators, cross-over contact lines, traction

power supply lines and railway earthings
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.
14.2.4 Acceptance and commissioning

Acceptance of the overhead contact line system consists of a technical and a contractual
part. The technical acceptance is the test of the functional safety and compliance with
the safety requirements by an electrotechnical expert. It includes
intermediate acceptances, e.g. visual inspections of excavations, cable trenches
and foundations,
a provisional acceptance in the form of inspection runs with recordings of the
static and the lifted geometry of the contact wire,
commissioning by energising the overhead contact and the traction power supply
lines,
trial operation and
final acceptance.
Announcements and cautions are to be issued before connecting voltage to the overhead
contact line. Trial operation of the overhead contactline has duration of, for example
at DB, three months. During this phase, an acceptance run with the rneasuring car
is made at the specified line speed, and the final acceptance performed b~- means of
the status tests Zl and Z2 (clause 14.5). A declaration of the contractual acceptance.
the hand-over of the revised drawings and other installation documents follow and
the guarantee period with different periods specified for the individual components
commences. DB performs a complete inspection before expiry of the guarantee period.
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
-------------------------------~=--==- - ~ - - - - - -
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.
14.3.2 Electrotechnical conduct standards and service guide-

lines
Technical definitions assist users and operators in the recognition of dangers that can
occur as a resnlt of incorrect conduct in respect of electrotechnical equipment and
739
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,.
.,
7--10 14 Erection and operation
- recording switching dialogues and

- behaviour in dangerous situations.
Proof of the acquired knowledge is performed during an examination. The switching
operation itself is performed on the basis of a switching dialogue, whose process is
.I
recorded formally. The switching request at DB contains I
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
14.3.4 Irregularities and their recognition

The opera.tor provides a current reporting plan for conduct during -irregularities and
d1:stur-bances in the overhead contact line network, from which the necessary actions and
the information flow can be recognised. As a general rule at DB, reports c:onverge via
telephone links at the switching manager in the central control centre, who undertakes
the necessary measures.
After circuit breaker trips, an automatic check of the freedom from short-circuits is
performed, and if the result is positive, the feeder section is re-connected. If a sus-
tained short-circuit is present, the fault position should be localised as accurately as
possible to assist the repair team to travel to the fault quickly. The fault position is
immediately blocked with the traffic superintendent, isolated and transferred to the
switching applicant in the repair team with a notice of isolation. Rapid earthing of the
disconnected overhead lines is necessary to avoid travel into neutral sections with arc-
ing and damage. Close co-operation between the central control centre and the traffic
superintendent assists to establish the fault causes quickly and to prepare the repair
team for the fault by radio while they are still travelling. After clarification of the
necessary time needed to perform the work, the leader of the repair team gives his
time estimate for the railway operations management and attends to the rapid removal
of the damage. Provisional solutions with 'dropped pantograph sections' can definitely
help to restart train operations and to reduce the train tailback. It is possible to regain
the condition of the overhead contact lines during track closures arranged on a more
long-term basis.
Irregularities and deployments for overhead contact line system fault removal are
recorded in prepared forms. These are to be sent to a pre-defined distribution list
within certain time limits and assist the statistical analysis (clause 14.5).
14.4 Wear and ageing

14.4.1 Classification of components
The components 1>n an overhead contact hne system can be divided \Yit h respect to
their loading in components with
mainly mechanical loads, such as poles and support devices and
with both electrical and mechanical loads, such as overhead contact line equip-
ment, railway energy supply lines, section insulators, disconnectors. current con-
nectors and cuneut carrying clamps.
System co1npouents of c-ontact line systems arc subject to agC'ing aucl c'kctrical and
mechanical wear, which are dependent upon the period of use and the magnitude and
the duration of the load. Knmdedge of wear and ageing processes arc of essential
import;-wcc for maintc11,t11c<)
742 14 Erection ,~nd operation
14.4.2 Concrete poles and foundations

Corrosion is the destruction of material resulting from chemical and electrochemical
processes. During electro-corrosion, metals oxidise as the result of a chemical reac-
tion, which is usually accompanied by current flow. Stray wrrent corrnsion is included
in this.
Electro-corrosion however also occurs without an external current source, e.g. by means
of metals with different positions within the electrochemical series or as a result of non-
homogeneity of different surface sections of a metal, which provoke potential differences.
Air humidity or soil as an electrolyte is sufficient to start the reaction. In accordance
with Faraday's first law of electrolysis as in equation (12.22), the anode components
are destroyed. The metal erosion is proportional to the quantity of current flowing
[14.4}. Concrete consists of solid, liquid and gaseous components. The protective effect
for the reinforcement is not brought about by the hermetic inclusion, but rather by
the alkalinity of the interstitial water with PH = 12,5 to 13,5. By forming a protective
layer this helps curb corrosion.
This process becomes reversed after a drop in the concentration of calcium oxide hy-
drate. The cause of this drop can be cracks and carbonisation or the presence of acti-
vators in the concrete. Possible activators are calcium chloride to accelerate the setting
time and sodium chloride as frost protection during pole manufacture in winter or as
de-icing material on roads. There is no further continuous protection for the reinforce-
ment when the cracks exceed 1 mm or concrete cover layers are less than 20 mm.
The following influences act on concrete
mechanical loads and compression,
water that washes out calcium hydroxide, whereby calcium carbonate is formed,
recognisable by white stains,
carbon dioxide in water and in the atmosphere, which leads to chemical decom-
position and
stresses in the capillaries in the concrete and inside the poles caused by repeated
freezing, with a volume increase of 9 %, and thawing of water and also by solar
radiation and cooling by air currents.
Damage to poles that do not have electrical causes, such as crack formation, the sepa-
ration of the concrete from the reinforcement, the effects of aggressive materials, etc.,
are less dangerous than, for example, stray current corrosion, but occur more fre-
quently. The effective prevention of the described d::i.mage is possible by observance
of the necessary concrete and production quality, including follow-up treatment. The
concrete strength is therefore to be selected not only from the viewpoint of stability but
also of durability. Experience [14.4] shows that satisfactory protectiou against weath-
ering, acids and carbonisa.tion can be achieved with a water (w) t,o cPment ( z) ratio
w / z < 0,45 and a cement component Z > 300 kg/m 3 . The concrete poles employed
by DB during thr. last 15 years have w /z ~ 0,35 and Z ~ 400 kg/111 3 , and therefore
possess good qualifications for railway applications.
Stray current corrosion occurs on DC railways if return currents flow through under-
grmrnd seC'tious of fo1111da(,iom.; and pol<'s. To avoid this phenonwnon, the electrical
743
interconnection of poles, foundations and rail:,, either individually or in the form of

collective earths, essential for protective tripping during insulation faults are normally
executed only by means of voltage limiters or spark gaps. If they are defective or if
a direct contact is made, then a continuous current flow can occur dependent upon
the potential differences and resistances present in the ground. Even a current density
of 0,06 A/m 2 can cause the start of electrical corrosion of underground equipment.
The earth electrode re:,i:,tance of a concrete pole can be between 3 and 3000 n, but
does not normally exceed 30 n. Damage to concrete foundations have been observed
on DC railway:, mainly at a depth of 0,4 to 1,0 m and over a length of 0,5 to 1,0 rn.
The destruction of the protective effect of the concrete cannot be reversed. This means
that the reinforcement continues to corrode even after the removal of the cause of the
stray current corrosion. The prevention of current flmv through concrete poles and
foundations therefore gains special significance. Experience shows that the service l~fe
of concrete poles under normal operational conditions can be 60 years and more.
14.4.3 Steel poles, cantilevers and other support structures

Damage to metal structures can be classified as follows:
corrosion,
deformation clue to external influences, such as train derailments,
brittleness and low temperatures and deformation at high temperatures,
mechanical overload clue to errors during planning or installation and
electrical erosion.
The destruction prncess under static tensile loading of metals begins with the presence
of defects in the crystal lattice. These include vacancies, inclusions, dislocations and
surface defects. Fatigue or ageing lead to structure changes and to the accumulation I'
!:,
of dislocations, which favour the creation of micro-cracks. Besides destruction caused
by overload, fatigue from cyclic loads that do not exceed the material strength under
static loading is also possible.
The main cause of corrosion beside aggressive materials has been proved to be the lim-
ited durability and the tardy renewal of the corrosion protection of steel components.
Steel poles rust especially at the fixing point in the foundation concrete or the foun-
dation cap. These positions can be protected durably only by means of elastic coating
:,ystems. Corrosion is assisted under continental climate conditions by sulphurous gases,
mainly at temperatures between 0C and 15C and under coastal conditions by salts
with their cltlorine ion:,. A fluid electrolyte layer is a prerequisite. The rate of corrosion
is up to six times higher in industrial region:, that in rural areas clue to the increased
air pollution
Hot-d'/,p galva:nzsatzon has been employed as corrosion protection for steel components
for 140 vears. The zinc forms protective layers after weathering, which ensure the
prntectiou of' the lower layers. They are however eroded by wind and weather. The
originally apprnx:imatel_v 85 /Hll thick zinc- layer on a cautil<~vcr or steel pole is reduced
cad1 _,car 011 avern.gc h_v 2 11.m in rural areas, ;3 11,m in urban areas and up to 20 JJ,m
in i11dt1strial 01 (oastal an'as [1-l.5]. S11pplernentarv coatings arc 11('.Ccssary when the
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.
14.4.4 Traction power supply lines, messenger wires, droppers

and connectors
Traction power supply lines, messenger wires, droppers and connectors are subjected
to a high electrical loading and mechanical stresses from tensile loads, climatic factors
and vibrations that can lead to fatigue phenomena, wear, corrosion and glow-out. Vi-
brations, especially near mass rnncentrations such as clamps and insulators, are the
cause for the fatigue. They can lead to reduced strength and cracks.
The high degree of corrosion resistance of aluminium components can be explained by
the formation of a protective oxide layer. When polluted by alkaline and salt-containing
substances, aluminium however corrodes faster than copper. Bimetallic copper-clad
steel conductors, which are emplo;ved in several countries for contact wires and mes-
senger wires, are subject to severe corrosion in sulphurous air.
Glow phenomena arise in the mentioned elements due to overloading by electric current
in the event of incidents and locally under conducting clamps. The cause of clamp
heating lies in the increase of the transition resistance, e. g. due to oxide layers on
the contact surfaces, reduction of the bolt tightening torque or distortion after severe
temperature variations. If only few external conductor strands are in contact with the
contact surfaces of the clamp, these become overloaded and glow-out. The current flow
shifts to other, internal strands and must now ov<\t-corne a higher transition resistance,
which !C'acls to a rapid increase in the heating. The rnte of aqeing of connectors is
14A Wear and ageing __ _ 745
a) tz;;zz;zzzt2;zz,2222222222222zW///1//1///d/2ip/21//Vfl2a727222c77722Zlll/l,tl222ZZZ2t;,t-
~
-0
range of wear
b) ~----~~"'- ~ ~-: 1"C~,:'>~~~?.,~~~!':~~~":!ir'""~j,;-~~~-'-'~ :,;.,-A-"-~

~~~~~l~Jg~f
~
~~~~1:1J~!{~k@~t1~t~:iEt*;~~ij~&~t~it?f?~;t*r=1~~i~1~~t
!~:,t}~;Q-.'\~~~~~~1)?;2:~~;e.;:..~,. i:
~t'~---~-~;...:.:~,.:_~..... '''';}'"7:1::1:-;~0-,;1?,;:~~'::-.;;..-::";.!~~..~ l ..~-r;-.;
~~7
. - .
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).
directly dependent upon the current loading and is correspondingly higher on DC

railways. A satisfactorily applied contact grease layer or crimped connections counteract
these phenomena. The failure of connectors can lead to the glow-out of droppers that
are not of sufficient current-carrying capacity. Potential differences of 15 to 20 V already
form electric arcs and result in electrical erosion at the connection points. Droppers
are also subject to mechanical loads from friction and buckling during the passage of
pantographs. The degree of wear increases with increasing stiffness of the dropper, e. g.
with current conducting droppers, thicker wire cross sections and reduction of dropper
lengths. The service life of the listed components is largely load-dependent and varies
from 10 to 70 years. Steel messenger wires employed in the past failed after six years.
Copper-clad steel messenger wires used in Russia for 40 years have not experienced
failures due to corrosion. The copper-clad steel conductor with a copper portion of
30 % of the cross section used by former DR at the end of the 80s proved itself to
be insufficiently resistant to wear. The copper-clad steel conductors were therefore
removed after being installed for three years.
14.4.5 Contact wires

The burdens typical for bare electrical conductors strung in the open also act upon
contact wires together with the added demands caused by the passage of pantograph
and the current collection. The latter lead to mechanical wear and to ageing due to
heating and burn-up. The processes that occur are explained in clauses 9.5.3.3 and 11.2.
Increased local contact wire wear has special significance. The causes of increased local
stresses on the contact wire often lie at mass points in the contact line, which lead to
more intensive wear due to greater contact forces, and to arcing as a result of insufficient
or non-existent contact pressure between the contact wire and the pantograph. Similar
phenomena also occur as a result of superimposed vibration in the contact line system.
The passage of pantographs with rippling and kinks that can be caused by incorrect
installation or during traffic operations, e.g. by loose tarpaulins on freight wagons, also
cause increased cross section reductions (Figure 14.5 a).
The point with the greatest local wear ultimately determines the service life of the
contact wire. If 20 % of the cross section has been worn away, contact wire splice
com1cctors or new conta.c-t. win~ S<'c'Lions must be employed at the affected positions.
-
_______ 14 Erection and operatior~
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
the given operational conditions:

contact wires made of electrolyte copper wear fa,ster than silver alloys and these
wear faster then magnesium alloys,
the wear rates show minima dependent upon current, which tend in the direction
of higher currents with increasing speed of travel ( wrrent lubricating effect, see
also clause 9.5.3.3),
the wear rate increases with increasing contact force,
the total wear reduces under experimental conditions with increasing speed of
travel.
The following statements are possible for the expected contact line service life with a
permitted wear of 20 %.
The average value for the service life of a contact wire with a nominal cross section
of 100 mm 2 with a rate of wear as experienced at the Russian State H.ailway is
approximately one million pantograph passes. With average train headway of
10 minutes, the calculated service life is 19 years.
A wear rate of 8 mm 2 /10 6 pantograph passes can be read off the curve in Figure
14.6 for a silver alloy contact wire that is used on a high-speed line. A calculated
service life of three million pantograph passes results from this. For assumed
train headway of 6 minutes, a service life of approximately 34 years results for
the contact wire.
Deviations from the designed height and stagger of the contact wire relative to the
track are possible as a result of changes in the overhead contact line system or the
track geometry during operation. Low-bearing soil, which had not been adequately
considered during planning and erection of foundations may lead to pole inclination.
External influences and the already described wear phenomena can lead to deviations
in the tensile force distribution in the contact line system and to the displacement
of clamps. Experience gained in Germany during the erection of high-dv,ty overhead
contact line systems shows that such effects can be reduced to a minimum.
Furthermore, changes to the height and alignment of the rails occur during train opera-
tions and as a result of permanent way maintenance. Regular inspections (clause 14.5)
are necessary to ensure that these processes do not lead to pantograph clewirernent or
increased wear.
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
-
___ -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.
14.4. 7 Disconnectors and section insulators

The pole disconnectors and their drives employed on electric railways must withstand
several thousand switching operations over decades of outdoor operation. Wear occurs
on the linkages, contact surfaces and arcing horns as well as ageing of the lubricating
and contact greases. The adjustment and replacement of contact elements after frequent
switching operations under load and renewal of the greases at regular intervals ensures
a long service life of the equipment.
The passage of pantographs over sect-ion insulators leads to wear of the runners due
to increased contact forces, to loosening of the bolt connections and to comnnttiltion
processes. The latter cause arcing, which is cldlectecl upw,uds by the arcing horns and
then extinguished. The material erosion occurring at the arcing entry and exit points
n)quires regular inspections and cornponcnt n)placcmcut, especially on DC railways.
750 - - - - - - _ _ _ _ _ _1_4 Erection and operation
Maintenance
~---------,,--
I I
I Outage method
I \
Preventive
maintenace method l
1 I I
I I
With minimal With maximum Routine maintenance Non-routine main-

refurbishment refurbishment at fixed intervals lenance depending on
inspectioning results
l l
I I I I
Fixed Fixed Fixed

Continuous
operation performance inspection
inspections
duration parameters schedule
- 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
to lat lw1 Figure 14.9: Time axis of

ta instant of failure failure and repair of the over-
tw instant of restart of operation head contact line.
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
Poles 17,6 10,5 h ld00 km

Supports 2,8 2,4 Contact wire 5,3 (5,4) 5, 1 (2,4)
0
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
R(t)
,l(I)
Figure 14.10: Development

-----R(t) of failure rate >-(t) and prob-
ability of failure-free availibil-
ity R(t) for overhead contact
lines with time.
~t, the empirical failure rate is calculated as
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]
R(t) = e->-o t (14.4)
whose trend can be seen in Figure 14.10.

The failure causes for contact line.s and their components are extremely varied. A
detailed analysis showed that for overhead contact line installations, the failure due to
design .short-coming.s of the overhead contact line under real operating conditions lies
between just three and a good five percent of the evaluated total failure rate for the
overhead contact lines. E.1:ternal impacts on the overhead contact line have absolute
dominance in the failure rates specified in Figure 14.16. These include influences derived
from train operations such as defective pantographs, loading gauge violations and civil
engineering, activities, climatic influences and railway crime. The stated failure rates
should therefore be described as site-related fm}u,re rates. They are significantly higher
than the failure rates for the overhead contact line hardware itself and are dependent
upon location.
There, the network or one railway compa11y can he viewed as a location, for example.
If the failure ra.te is constant, tlt<~ll t lie fa.i Ime behaviour is not ckpcndent upon the
14.5 Maintenance
G) __;__ G) Figure 14.11: State diagram for the contact line.
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 -~--- - --- ----------
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:
P~(t) ) - ,\ /L ) ( Po (t) ) (14.9)

( P{ (t) ( ,\ -p Pi(t)
For the probability that the considered system is functional is obtained as the solution
of (14.9)
Po(t) = /(, + ,\) + ,\/((, + ,\) e(H;L)t) .. -cl(t) (14.10)
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)
It rc~sults from equations(14.5), (14.7) and (14.10)
Ao T/(T+D) (14.12)
Example: Calculate the availability An:

,\ = 2/(100 km, a)
D 10 h 100 km = 10 h - 100 km , a/8760 It 100 km , a/876
JL = 8760/(10 h 100 km) = 876/100 km a,
Tlw constant availability follows from this to b(~
All= 876/(876 + 2) 876/878 = 0,99772

This means that the ovc)rh<)ad line is 110(, availahk f01 l - 0,99772 0,00228 years or 20 hours
per ,Y<)ar on the considered kng,th of cm!! net li1t<\ kilm11drcs.
14.5 Mainte11a11ce
-. ------ ---~---- ----~ --------
-
755
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.
Table 14.6: Schedule frn the inspc~ction of overh<)ad contact

lines at DB according to directive 997.o:J [14.G].
Type of inspection Extent Contact lill(\S or Cont.act lines of
1st order 2nd order
mrn1ths lllOilths
Check of condition Zl 6 24
Z2 24 24
Functional test Fl 6s 12
F2 12 12
F3 12 12
F4 24 24
F5 72-12 I) 72-12 l)
F6 24 2 > 6 3)
F7 when required when required

1) Determined on the basis of the number of pantograph passes and
observed wear
2) Only for continuous main tracks
3) For v 2: 160 km/h
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
Condition Full Fault

check inspection removal
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
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
Table 14. 7: Assignment of contact; wire thick-

ness to categories of W<!ar.
Catcgmy of wear Contact wire t,hick1wss
Tii 100 (mm) Ri 120 (mm)
I 12,0 Lo 11,0 13,2 to 12,0
II 10,!) to 10,2 11,!) to 11,0
III 10,1 to 0,2 10,!) to 10,0
,/,
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
Table 14.8: Classification of distnrba.ttce causes at DB.

Overhead contact line Internal railway impacts External i1npacts
defects
Manufacturing Operation Third party impacts
Insulators Adn~rse management flashovers caused by animals
Material defects - Railway operatioH accidents - Climatic iHHuence8
Power supply management Othc'I reasons Road vehicle8, constrnctiou
Switchgear disturbaHces Traction vehicles machinery, tanlrn, etc.
Protection tripping - Defects of electric traction Third party railways
Voltage differences vehicles Trees, branches
- Incorrect switching Non-observance of El signals C nauthorised persons Oil aH<l
operatioHs Railway operation accidents near overhead contact line
Installation and Stopping in insulated - Fires at houses, forests and
maintenance overlaps embankment
Installation -- Pantograph operation Objects in overhead contact
- Maintenance Defective wagons, inconect lines
freight loadings - Third party working
- Other reasons - Railway crime, stone-
Works at installations throwing and projectiles,
CiYil engineering work Yandalism
Work on supe1structures - Other and unidentified
- Work on signalling systems causes
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.
14.5.4 Statistical recording and analysis of faults

The stat1:stfral recording and analysis of material and operoting data, inspections and
corrective rnaintenance, as well as irregularities and disturbances fonn an import.ant
basis for planning mai11tena11ce a11d for the further development of overhead contact
lines. Forms specified b:v the operator are used for recording of all important data
related to a fault, such as location, affoctecl system components, assig11cd staff, time
of the occurrence, the arrival of the maintenance team and the restoration of electric
train operations. The fo:11,l/; Tepol'ts an~ distributed to specified clcpmtmc11ts depending
upon the type of fault within defiiwd time limits and are included in the operational
statistics. DB specifics the class1Jic:alion of dist'/1,dJU nces shown in Table' 14.8 for the
recording of fault causes.
Comparisons bctwcn1 the m<'rh<~ad c-011!.act line system statistics and their a11alysis for
individ11al railway <mupanies is onh condit :unally possible due to the different methods
applied to nmi11tcu,u1t<' aud statisti<"al 1c>cordi11g. It was rlterdorc 011lv possible to
co111parc a limited sd<~ct.iou of data on the operational statistics of DB and the HZD
iu Table 1Ul.
tl>U 14 Erection and operation
Table 14.9: Selected data related to operational statistics during 1995.

Parameter DB RZD
- Electrified li11e km 17125 1) 39100
- Electrified track km 44 809 1 ) 91250
- Proportio11 of electrified lines iu network 42,9 44,6
-- Proportion of electric traction related to transport volume 83,7 74,3
Electrical energy consumption in MWh per track km 188 299
- Contact line disturbances per 100 track km with trai11 delays, total 1,93 1,12
- Portion caused by internal effect of electric traction 0,42 0,62
- Portion due to external impacts 1,51 0,50
- Number of damage cases to overhead contact line per 106 traction 1 ,09 1,02
vehicle km
Number of short-circuits per 100 track km 34 55 2 )
Portion persistent short-circuits 1,07 (3,2 %)
- Self-breakage of insulators per 1000 track km 0,98 1,46
- Failure of fittings per 1000 track km 0,20 1,72
Labour force for maintenance of overhead contact line, staff members 4,4 10,8
per 100 track km
1) Without urban transportation systems in Hamburg and Berlin
2) Only AC
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
39,5% !ml! Dangerous events in

operations
~ Other divisions (traction,

civil engineering, etc)
Figure 14.14: Classification of technical train operation disturbances at DB during 1995.
With damage to equipment and

Total more than 1O min delay 11111 Manufacturing defects
~ II Installation and maintenance
3,0%
10,2% ~defects
~ Ill Operational management errors
3,2% ~ in overhead contact line network
6,1%
53,4% 44 ,9% r-7 IV B Network - Civil engineering

8,0% L___l and signalling division
~ IV C Other divisions
~ (traction, work shops, etc)
~ IV D Third party impacts
Figure 14.15: Classification of disturbances m overhead contact line installations at DB

listed for responsible parties.
14.5 Maintenance 761
---------
6,5 - Total number of all disturbances (l+ll+lll+IV)

- - Number of disturbances with damage and delays(I +II+ Ill+ IV)
6
- Total number of all disturbances(l+ll+III)
b,5 - Number of disturbances with damage and delays (1+11+111)
5
4,67
4,5
Manufacturing defects
13,: _J7_ II Installation and
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.
14.5.5 Corrective 1naintenance

DB subdivides 111.ainlenancc depending on the main ohj('ctive into fault re-
CO'l"n;i/:1,'1w
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
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.
14.6 Recycling and disposal

14.6.1 Dismantling
The most commou case of partial clz.,rnantlin_q oc:cms during the replacement of the
coutact wire clesnilwd in cla.t1sc) 14.G.G,
--
14. 7 Equipm<:nt fot inst.allat.iou aud maintenance 7G3
Compld,<~ rcucwal of the system, or the terminatiou of electric train opmations on

individual liucs, n!quircs the co111pletc rernoval of the overhead c011,tac:t line. For rout.act
lines, the c<mt,act ,vin~ is first rel<\ased and rolled up, then the droppers and stitch wires
are removed aucl finally the nwssenger wire coiled onto a drum, The same equipment
as that used for the installatiou cau be employed for the individual work stages. If
only short track closures are available, then the contact line can be simply cut down
in pieces and loaded onto flat wagon.s. Cantilevers and other cross-span structures are
m1screwed from the poles. Steel poles can be dismantled ready for reuse. Concrete
poles are normally destroyed at the lower end during removal. Tube foundations are
an exception to this and allow the pole to be lifted after removal of the concrete cover
and stone chippings. The rernoval of fo'U,ndation parts is very expensive. The section
situated in the ground is normally left in place.
14.6.2 Suitable preparation and disposal of materials for re-

cycling
The dismantled components are processed in suitable workshops, dependent upon the
recycling method. This includes suitable disposal and separation of the different mate-
rials and the cutting of metals to the lengths specified by the metal mills. The disposal
of the individual components can be divided into the follmving categories:
Re'U,.se at the same level: Steel from poles and cantilevers, non-alloyed copper from
contact wires and clamps and the alloyed contact wire RiS, all belong to the materials
that can be reused for the manufacture of the same components, after melting clown
and appropriate preparation.
Re'U,se at a lower level: The following overhead contact line components can be reused
at a lower level:
CuMg AC contact wires and aluminium parts,
- concrete poles and
plastics.
Depositing: \Norn porcelain and glass insulators are mostly deposited on a waste d'U,mp.
14. 7 Equip1nent for installation and maintenance

14.7.1 Tools and equip111ent
To complv with the requirement for qualified installation and maintenance of on:rheacl
contact line syst<:~ms [14.2, 14.:3], specurl err11:i11ment and special vehicles are necessary in
addition to th<~ usual tools and vehicles, which permit correct, rapid and safe working.
It is usual to use the same equipment for installation, inspection, maintenance and
rc~pair. Simpie handling awl continuous operational availability during rough railvvay
operations und<'r all vvcather conditions is essential for high a.vailabilitv.
Corne 11.lonq,<; with fiat liuk articulatc)d chains (Figure 14.17) or steel ropes permit the
conductor or win <'nds t,() ])(' p1tllcd togd.l1er Com<' alo11gs can cdlC'viatt the load 011 thf'
. !',
Figure 14.17: Gall's flat link

come along.
Figure 14.18: Conductor grip

for anchoring conductors and
wires (Siemens AG).
Figure 14.19: Crimping tool.
Figure 14.20: Checking that

line is de-energised and instal-
lation of earthing aud short-
circui ting (kvice.
14 7 Eq11ipt1wnt, f<ll installation and maintenance 765
Figure 14.21: Wheeled ladders.
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. 7.2 Special vehicles

The foundation type, pole type and foundation construction methods explained in
clause 14.2 determine the equipment to be used. Excavators with special claws prepare
the foundation pit for block foundations. Drilling machines are normally used to ex-
cavate earth for round foundations. Pollution of the stone ballast bed by the drilling
depris is a disadvantage. E.1:plosive pile drivers install the piles (Figure 14.22). Vibration
pile drivers can only be used conditionally due to a possible clanger to superstructures.
Road mixers or concrete mi:z:ing trains transport the concrete to the foundation. Mobile
mixers transported on flat wagons tip the concrete into the foundation pits from the
track. They can however also be employed from a direct access road. Concrete mixing
trains transport their aggregate materials with them, mix them ,,ith cement and water
directly on-site and transport the concrete over conveyor belts into the foundation pits.
The deployment of counete mixing trains is expensive and is only !C:Onomically viable
for the electrificatiou of long line sections with large quantities of concrete.
Railway cranes are us<~d for setting poles from the track, or alternatively motorised
road cranes (Figur<: 14.2:3). Both alternatives require the closure of the track.
H elzcop/;ers cau be employ<\d to set poles, lay railway traction power lines or even
string hecul-spa,n slnu:h1,res in large railway stations without hindering train opera-
tious. vVeighiug th<' rnst.s of a hc"'.licoptcr deployment (Figure H 23 right) against those
-
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
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=, :
2250 2450 2450 2250

/'
8 7 - - - - - - - -...-i--------,- 10 11 13 12 16
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).
components at distances of up to 5,00 m from the track axis and at a height of up to

17,5 m above the top of rails [14.20].
The useful load of G t. is used for tools, equipment and material. The unin-rsal vehi-
cles type OHT 708 and maintenance car type TVT 04 are used for installation work,
inspections all<l fault repair assignments.
The raised working platfonn mai:ntenance vehicle type HIOB 711 of DB (Figure 14.28
left) and the overhead contact linp, rna:intena:nce vehicle type IFO 703 of DB (Figure
l L28 right,), 1cst.rictcd to rnaintcwmce and repair work, will fulfil the~ future require-
0
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
Figure 14.32: Telescopic mea- Figure 14.33: Measuring vehicle at DB.

suring pole.
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.
14.7.3 Measuring and diagnostic equipment

The contact and messenger wires can lJ< checked during installation using dynarnorne-
1
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:.
14.8 Life cycle consideration

D< cisio11s for the: design and us<~ ol' installations an\ incn~asingly !lli-Hl! l>Y opera.tors not
1 1
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
Figure 14.34: Thennovision measuring device at JBV.
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
Planning(project work) Additional operational costs
Errection Third party work
Energy
Operation
Network losses
Compensation-
equipment
Auxiliary loads
Staff
Staff
Maintenance
Material
Preventive maintenance,
Inspection, Vehicles & equipment
Corrective maintenance,
Repair Additional operative
worcoslsk
Third party work
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.
14.2 J3orp,wa.n//,, IL: Inst;a11dhalt.1111gsko11,i;cpt.ion fiir Ohcrlcit 1111gsa11lagc11 (Orga11isatio11 of

mai11tc11ancc for ovcrlwad <:outad liue i11sta.llat.io11s). 111: Coustrnct.iou aud 11iaintc11a11cc
of railway installations, Edition ETH Eiscnbahntc<huisdw Hu11dscha11 Hcst ra-Verlag,
1993.
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.
14. l l Zweig, 13.-\iV.: Eiu [kit.rag zm optimalcu Gcst.alt.uug d<'l Falirl<jt.11t1gsiusta11dlialti11tg

hci d<~t DH uni.er IH\Sottd<!nT Ik1 iid;,.sic:111.iguttg der Einfiilit mtg diagnost.is<hcr \l<-t.ltudcu
11ud Gcrii.t<\ (A cottt.ribut.io!l t.o tit<\ opt.ittllltll 01ga11isatiott of mctlw,td cottt ,lCt litt('
11taiutcwu1cc wit.It specific co11sid<>t,1t.i011 of 1ww diaguostic lll<'Lltod.s and deYi<(s). If!V
"Fricdrid1 List.'' Dn'.scktt. I !)8-L di.sscTlat.ion LltcHis
Ti8 14 Erection aud orer~1ti)Il
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.
14.15 Fischer, K.: Zuverfassigkc,its- nnd Iustaudhaltungstheorie (Theory of reliability and

maintenance). Verlag t.rnw,pwss, Bc,rlin, l!J84.
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.
14.18 Kochs, H.-D.: Zuverfassigkeit elekt.rotcchnischer Anlagen (Reliability of electrotechui-

c:al installations). Springer-Verlag, Berlin/Heidel berg, 1984.
14.19 Petrausch, D.: Thermische Modellierung und Thermovision bei Fahrleitungsanlagen

(Thermal modelling and thermo vision at overhead contact line installations). In: Elek-
trische Bahnen 88(1990)2, pp. 80 to 84.
14.20 Borgwardt, ff: Schienenfahr7,euge wr Olwrl(:it11ngse11tstornng und -instaucllmltung fiir

die Deutsche Balm (Special rail vehicles for fault clearing and maintenance: at German
Railway). In: Elektrische Bal11w11 (JiJ(19%)11/12. pp. 337 to 340 and pp. ;349 to 356
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.
U.22 Wessel, Ch: Fa.hrlcit.1111gsi11st.andltalf.1111gsfal1rzc~11ge (Hail vchiclc!s for overlwad rnnt,ad

line, rnaiutemwce). lu: Eldd.risc!te 13al11w11 !J0(Hl!J2)3, pp. 107 to 110.
1-L2:3 Miillnr, K.: Fa.hrlc,it.11ngsi11sLwdli,tlt.1111gsLd1r1/,<'ug<) l'iir clie HliitLisd1e Bal111 (Trn,cti1i11

vehicles for overhead c:011!.acL li1w 111c1i1tl.c\11a11n~ of HliiitisdH: Bairn). I!L Elckt.risd1e
Balwc\11 9,J (19%)10. pp :HM to .lJO
14.9 Refornuc:es
------- ---------
779
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
Al.I. IEC Publications
IEC Year Title EN, prEN Year

IEC 60034-1 1996 Rotating electrical machines - Part 1: Rating and EN 60034-1 1998
performance
IEC 60038 1983 IEC standard voltages
IEC 60050-811 1991 International electroteclmical vocabulary; chapter
811: electric traction
IEC 60060-1 1989 High-voltage test techniques; Part 1: general defi-
nitions and test requirements
IEC 60071-1 1993 Insulation coordination; Part 1: definitions, prin- EN 60071-1 1995
ciples and rules
IEC 60071-2 1996 Insulation coordination; Part 2: Application guide EN 60071-2 1997
IEC 60099 Series Surge arrestor EN 60099 Series
IEC 60112 1979 Method for determining the comparative and the
proof tracking indices of solid insulating materials
under moist conditions
IEC 60129 1984 Alternating current disc:onnectors and earthing EN 60129 1994
switches
IEC 60146 1991 Semiconductor convert.ors; general requiremenLs EN 60146 1993
and line-commutated convert.ors; Part 1-3: Trans-
formers and reactors
IEC 60168 1994 Test on indoor and autdoor post insulators of ce- EN 60168 l9D4
ramie materials or glass fiir syst.Pms with nominale
voltages greater than 1000 V
IEC 60204-11 2000 Safety of machinery Electrical equipment of ma- EN 60204-11 2000
chines Part 11: Requirements for HV equipment
for voltage above 1000 V a . c. or 1500 V d.c and
not exeeding 36 kV
IEC 60305 1995 Insulators for overhead lines with a nominal volt- EN 60305 1996
age above 1000 V - Ceramic or glass insulat01
units for a . c . systems Charact<)ristics of insulator
units of the cap and pin type
IEC 60383-1 1993 Insulators for overhead lines with a nominal volt- EN 60383-1 ID%
age above 1000 V part. 1: Ceramic or glass in-
sulator units for a.c. svste111s definitions, test.
methods and acceptaHc<i c:tiLcria
!EC cm:383-2 1D93 Insulators for ovetlicad lines with a noniiual volt.- EN G038:3-2
age above 1000 V part 2: insulat01 s<its fm a.c.
systems; definitions, t<ist uicthods and ,wcPpt.am:e
criteria
1998 Insulat.ms 1"01 ov(dicad li11cs ,,ith a 1io111i11al volt- EN 60,LJ:l 1DD8
age abov() 1000 V Cc1 amic i11sulat.(H s fur a.c.
systems Chai act(irist ics of insulatm units ol t.lw
1011, rnd typ('
782- - - - - - - - - - - - - - - - - --
Appendix
-----~ ~ - - -I:- Standards
- - - - - -and
--" regulations
"----
IEC Year Title EN, prEN Year

IEC 60449 1971 Voltage bands for electrical installiatous of build-
ings
IEC 60479-2 1987 Effects of current passing through the human body
IEC 60507 1991 Artificial pollution tets on high-voltage insulators EN 60507 1993
to be used on a.c . systems
IEC 60529 2001 Degrees of protection provided by enclosures (IP EN 60529 1991
code)
IEC 60587 1984 Test met,hodes for evaluating resistance to track-
ing and erosion of electrical insulating materials
used under severe ambient conditions
IEC 60652 1997 Loading tests on overhead line towers
IEC 60660 1999 Insulators Tests on indoor post insulators of or- EN 60660 1999
ganic materials for systems with nominal voltage
greater than 1000 V up to but not including 300
kV
IEC 60664-1 1992 Insulation coordination for equipment within low-
voltage systems; part 1: principles, requirement
and tests
IEC 60672 Series Specification for ceramic all([ glass insulating ma- EN 60672 Series
terials
IEC 60721 Series Classification of environmental conditions EN 60721 Series
IEC 60815 1986 Guide for the selection of insulators in respect of
polluted conditions
IEC 60826 1991 Loading and strength of overhead transmission
lines
IEC 60865-1 1993 Short-circuit currents Calculation of effects - EN 60865-1 1993
Part 1: Definitions and calculation methods
IEC 60889 1987 Hard drawn aluminium wire for overhead line con- EN 60889 1997
ductors
IEC 60913 1988 Electric traction overhead lines
IEC 60947 Series Low-voltage switchgear and controlgear EN 60947 Series
IEC 60952 Series Aircraft batteries EN 60952 Series
IEC 61000-5-1 1997 Electromagnetic compatibility (EMC). Installa-
tion and mitigation guidelines . General consider-
ations. Basic EMC publication
IEC 61024-1 1990 Protection of structu1es against lightning prEN 61024-1 2000
IEC 61089 1991 Round wire conc:PILtr ic lay over head electrical
stranded conductors
IEC 61230 1993 Live working - Portabl0 ('quipmeut for earthing or EN 60230 1995
earthing and short-circuiting
IEC 61109 1992 Composite insulatms for ov<it!tead lines with a
nominal voltage above lOOO V, definitions, test
methods and accept,aIH'.P n iI <'t ia
IEC 61302 1995 Electric insulating mat<,rials 1\!Iethocle to evalu- EN 61302 1995
ate the resistallc:P to l1 ackillg aud ernsion - Rotat-
ing wheel clip test
IEC 61325 1995 Insulators fot overhead !i11<is with voltage above EN 61325 1995
1000 V Cernmic or glass i11s11lator units for d.c.
systems Deliuitio11s, tPst 11l<'thods a,Il(l accep-
tance criteria
IEC 61952 2000 Composite line post ins11lat01s for overhead lines prEN 61952 2000
with a nominal voltage ,d >m'<' IO00 V; definitions,
test methods ,rnd ,H C('pli111<<' ( 1 itPria
A_l_lJ2~~ndix 1: Standards and regulations 78:3
Al.2. European Standards

EN, prEN Yc),u Titk
EN ISO l4Gl 1999 Hot dip galvanized coatings 011 fabricated iron and stec,] articles Speci-
fications awl test methods (ISO 1461:1999)
ENV l9!Jl-2-4 19% Basis of dcsig11 aml acl.io11s 011 structmc>s part, 2- !: Actions on st.rucf,ures
0
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
E\", prEN Year Tit.I<\

E;-.i 50152-2 1997 Railway applications Fixed installations Particular requirement for
,LC. switchgear Part 2: Single-phase disc0111wctors, earthing switches
and switches with Um above 1 kV
EI\ 50153 1996 Railway applications - Rolling stock Protective provisions relating to
electrical hazanls
prEN 50162 2000 Protection against corrosiou by stray current ftom DC systems
EN 50163 1995 Railway applications - Supply voltages of traction $_\-stems
E:'iV 50166-1 1l 1995 Human exposure to electromagnetic fields Low frequency (0 Hz to 10
kHz)
prEN 50179 1996 Power installations exceeding 1 kV AC
EN 50182 2001 Couductors for overhead lines Round \\ires co11centric lay stranded
conductors
EN 50206-1 1998 Railway applications Rolling stock - Pantographs: Characteristics and
tests Part 1: Pantographs for main line ,ehicles
EN 50206-2 1999 Railway applications - Rolling stock - Pantographs: Characteristics and
tests - Part 1: Pantographs for metros and light rail vehicles
prEN 50318 1999 Railway applications Current collection systems Validation of sim-
ulation of the dynamic interaction bet,,-een pantographs and overhead
contact lines
prEN 50341-1 to 3 2000 Overhead electrical lines exeeding AC 45 kV
prEN 50345 2000 Railway applications - Fixed installations: Electric traction - Insulating
synthetic rope assemblies for support of O\erhead contact lines
EN 55024 1998 Information technology equipment - Immunity characteristics - Limits
and methods of measurement
l) withdrawn
Al.3. UIC Publications

CIC 505-1 Kinematic gauge for powered units used on international services
CIC 505-4 Effects of the application of kinematic gauges defined in -505 series on the positioning of
structures in relation to the tracks, and the tracks in relation to each other
CIC 505-5 Basic conditions common to leaflets 505-1 to 505-4
UC 600 Electric traction with aerial contact line, 1981
t:-IC 606-1 Application of kinematic gauges to contact lines
UC 606-2 Installation of 25 kV or 60 Hz contact lines
UC 608 Pantographs on international services
nc 191 Methods for maintaining overhead contact lines
nc 870 Technical specification for grooved contact wires, 1987
Al.4. Other standards still valid in Germany

DIN VDE Year Title
DIN VDE 0100 Series Erect.ion of power installations with rated voltages below 1000 V
DIN VD E O100-200 1998 Electrical installations of buildings -- Part 200: Definitions
DIN VD E 0 100-410 1997 Erection of power installations with nominal voltage up to 1000 V --
Part 4: Protection for safety; Chapter -11: Protection against eler,tric
shock
DIN VDE 0101 2000 Power installations exceeding 1 kV
DIN VDE 0102 1990 Short-circuit cmrPut - Current calc:ulation in tlnce-phase a.c:. systems
DIN VDE 0105-103 1999 Opc\1 ation of P!Pctrica.l power Pa.rticular wquirernents for railways
DIN VDE 0109-13 1990 lusulation coordination within kJ\\-voltage systems; coordination of the
tasks, insulation coordiuatio11, installation rnkis and protection against
eb:tric shock (draft)
Appendix 1: Standarcls~t1~~-r~ulati_o_n_s_ _
DIN VDE Year Title

DIN VDE 0110-1 1997 Insulation coordination for equipment within low-voltage systems
Part 1: Principles, requirements and tests
DIN VDE 0115-1 2000 Railways General construction and safety requirements Part 1:
Additional requirements (draft)
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
tions by electric power installations; interference by alternating current
traction systems
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
Al.5. Product standards m force m Germany (a selection)

DIN Year Title
DIN 102.5-2 1995 Hot rolied 1-lwants -- Part 2: \Viele flange I-beams, IPB-serics; dimen-
sions, massPs, sectional properties
DIN 104.5-1 to 4 Series Coner ()tP, n\inforced and prcstressecl concrete structures
______ Appendix 1: Standards and regulations
DIN Year Title

DIN 1055 Series D<1sign loads for buildings; stored materials, building materials and struc-
tun-1.l members, dead load and angle of friction live loads, wind loads on
structures unsusceptible to vilnation
DIN 4021 1990 Soil; exploration by excavation and borings sampling
DIN 4022-1 to 3 Series Subsoil and groundwater
DIN 4030-1 to 2 1991 Assesment of water, soil and gases for their aggressiveness to concrete
DIN 4094 1990 Soil: exploration by penetration tests
DIN 4096 1980 Subsoil; Vane testing; Dimensions of Apparatus, Mode of Operation.
Evaluation
DIN 4113-2 1993 Aluminium constructions under predominantly static loading; static
analysis, structural design and execution of welded constructions (drawn)
DIN 4228 1989 Precast concrete lattice towers masts and columns
DIN 5901 1995 Flat bottom rails - Dimensions, sectional properties; steel grades
DIN 17122 1978 Steel Conductor Contact Rails for Electric Traction; Technical Condi-
tions of Delivery
DIN 18800 Series Structural steelwork; design and construction
DIN 31051 1985 Physical assets maintenence; definitions and actions
DIN 43138 1980 Flexible cables for overhead equipment and return current
DIN 43140 1975 Contact wires; technical terms of delivery
DIN 43141-1 1975 Grooved contact-wires for electric traction; dimensions and constant cur-
rent load
DIN 43147-1 to 3 Series Electric traction; dropper clamps
DIN 43148 1986 Wedge clamps for overhead equipment
DIN 43155 1985 Clamp holders for overhead equipment
DIN 43156 1978 Electric Traction; Conductor Rail; Dimensions and Characteristics
DIN 43167-1 to 3 1987 Rod-type insulator for overhead contact lines for operating voltages up
to 1000 V a.c. and 1500 V d.c.
DIN 43174 1970 Pantographs for electric traction; directives for selection of dimensions
DIN 43188 1980 Insulators for overhead equipment, 1000 V a.c./1500 V d.c.; mounting
dimensions
DIN 48200-1 1981 Copper wires for stranded conductors
DIN 48200-2 1981 Bronze wires for stranded conductors
DIN 48200-7 1981 Copper clad steel wires for stranded conductors
DIN 48201-1 1981 Copper stranded conductors
DIN 48201-2 1981 Bronze stranded conductors
DIN 48201-5 1981 Aluminium stranded conductors
DIN 48203-1 1984 Copper wires and copper stranded conductors; technical delivery condi-
tions
DIN 48203-2 1984 Wrought copper alloy (Bz) wires and conductors; technical delivery con-
ditions
DIN 48203-5 1984 Aluminium wires and aluminium stranded conductors; technical delivery
conditions
DIN 48203-11 1987 Wi1 es and stranded conductors; steel-reinforced aluminium stranded
conductors; tedrnical delivery conditions
DIN 50142 1982 Testing of meta.Ilic materials; Flat bending fatigue test
DIN 83305-2 1984 Fibre ropc\s; vocabulary
Appendix 1: Standarclsand regulations-------- 787
Al.6. Rules and regulations set down by selected operators
Al.6.1 Deutsche Bahn AG DBAG
Al.6.1.1 Business sector directives (Geschaftsbereichsrichtlinien)

134 Building contract regulations
300 Railway construction and operating regulations (EBD) dated 08.05.1967, Edition 1992
462 Operating of overhead contact. line network, principles
800.01 Clearance gauge and track spacing, standard gauge with overhead contact lines
800.02 Design of railway installations; new lines
995 Substations for railway power supply
997.101 Overhead contact lines; general principles

997.102 Overhead contact lines; planning and construction
997.103 Overhead contact lines; work on overhead contact line, monitoring and acceptance
997.104 Overhead contact lines; maintenance of overhead contact line installations
997.102 Overhead contact lines, return current and railway earthing installations
997.201 Overhead contact lines; principle rules for return current, earthing and equipotential bond-
ing installations
997.202 Overhead contact lines; planning return current installations
997.203 Overhead contact lines; building return current installations
997.204 Overhead contact lines; planning railway earthing installations
997.205 Overhead contact lines; building railway earthing installations
997.206 Overhead contact lines; planning and building equipotential bonding installations
997.221 Overhead contact lines; return current conductor applications
997.222 Overhead contact lines; special return current conductor provisions for high-speed railway
lines
997.223 Overhead contact lines; return current conductors and railway earthing in concrete struc-
tures
997.224 Overhead contact lines; return current conductors and railway earthing for slab track
997.225 Overhead contact lines; return current conductors and railway earthing on lines also used
by DC railways
997.241 Overhead contact lines; railway earth bonding of noise-reduction walls
997.242 Overhead contact lines; railway earth bonding of roadway troughs on piers
Al.6.1.2 DB standardised designations for DB-specified standard overhead

contact line designs
The meaning of the drawing numbers will be explained using the following example: 4 Ebs 0L02.0l.
The individual parts of the number are
4 : DIN A4 format
Ebs : Plan symbol
01. : Main group number
02. : Sub-group number
0L : Serial number (counter)
Appendix 1: Standards and regulations
The main groups of the Ebs drawing index comprise:

01 : Basic drawings of overhead contact line
02 : Structural design and construction procedures
03 : Foundations
04 : Poles
05 : Supports
06 : Supports in head span structures
07 : Overhead contact lines, non-insulated overlaps, insulated overlaps, neutral sections
08 : Tensioning wheels. section insulators
09 : Mast-mounted clisconnectors, electrical switchgear drives, cable end sealing
10 : Current connections, switch cables, feeder clamps
11 : Head span suspension, head span structures
12 : Arrangement of overhead contact lines and supports at superstructurs, tunnels, service tracks of
trains and containPr stations
13 : Insulators
14 : Signs, overhead contact line signals
15 : Earthing, return current conduction
16 : Feeder and booster lines
25 : Overhead contact line Re 330
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.
Al.6.2 Swiss Federal Railway - SBB

Installation manual OL6.l fully compensated contact lines (R-Fl), stations
OL6.2 fully compensated contact lines (R-Fl), main lines
016.3 fully compensated contact lines (R-Fl), tunnels
Al.6.3 Bern-Lotschberg-Simplon Railway BLS

Manual I Contact lines with tension-compensated contact wire and fixed catenary wire, Design
1961
Manual II Fully-compensated contact lines for two-track refurbishment of the Frutigen-Brig line,
1978
Manual III Fully-comp0nsated contact lines for high-speed traffic, 1989
Al.6.3 Austrian federal railway - OBB

EL 42 Official instructions concerning protective measures in high-voltage equipment
EL 43 Official instrnctions for protective earthing of contact lines a.ncl supply cables of single-
phase AC railwa.vs
EL 52 Official instr 11ctions for the opr.rntion of electrical installations of r.lec:tric-traction main
lines, local lines and con1wc:ting linc!s
P 40 Staff prntPct ion and accident prevention regulations
DB 720 SupPrvision ,tnd 111onitoring of building and co11struction work

DB 921 Contact lin<' poks used by Ll1< hstcncid1isdie Gunclesl>ahn
Appendix 1: Standards _and regulations 789
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
Al.7.4 Australian Railways
Transport Co1porntion in Victoria (splited up into priYat.e operater)

Train Overhead Design Standards For The Rehabilitation of Existing Routes, 1997, Issue 3.
Train Overhead Design Standards For The Rehabilitation of l'\ew Routes. 1997, Issue 5.
Train Overhead Design St.andanls For The Const.ruction Of New Railwm Overhead Works, 1997,
Issue 3.
Australian Standard AS 4292.2-1997, Railway Safety i\Ianagement, Part2: Track, civil and electrical
infrastructure.
!Vestra:il (\Vest Australian Government Railways)

Document. No . 819-800-001: The Design, Supply Const met.ion and Commissioning Of 25 kV Trac-
tion Ovc\thead Catenary Equipment..
Part "A'': Stamlard Specification.
Part 'I3" .: Detailed Ivlat.crial Specification
j
790 Appendix 1: Standards and regulations
Al .8 Regulations on urban mass transit

BOStrab 1981 German Federal Regulations on th(-\ construction and operation of light rail
transit systems (BOStrab)
VDV 500 1l 1991 Earthing provisions for DC traction systems with examples of operation
VDV 501 1993 Reduction of the corrosion danger due to stray currents in tunnels of DC traction
systems with return current via running rails
VDV 510 1992 Electrical power installations in tunnels of DC traction systems
VDV 515 1993 Cables for the traction power supply of DC traction systems and trolleybuses
with nominal voltages up to 750 V
VDV 530 1990 Maintenance of power supply, contact line and lighting installations
VDV 551 1996 Poles and Pole foundations for overhead contact lines
1) VDV Publications (recommendations) of the Association of German Transport Undertaking;;
(Verband Deutscher Verkehrsunternehmen), Kamenekerstrasse 37 to 39, 50672 Cologne
Appendix 2:
Frequently used abbreviations
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
DSS Decentra.l converter :-mhstation

DYN
e Blow off of contact wire
e Distance between foundation surface and (;op of rail
EB ElektriHche Balmen (magazine for electric railways in Germany)
EFS Electronic overhead contact line protection
Elrn DB-substation drawings handbook
EL Signal for electric railways in Germany
EMS Emergency neutral section
EN European Standard
eperm Contact wire stagger permitted
F Force
FEM Finite-Elemente Method
FH Horizontal force
FL Parallel feeder line
fp Pre-sag
FS Ferrovie dello State Italiane
G Load
GC Gabarit C
CPS Global positioning system
GW Large type of substation with workshop
ewe Gateway centre
GWS Gateway substation
HcA Catenary wire tensile force
Hew Contact wire tensile force
HIOB Working platform maintenance car
ICE Intercity Express Train in Germany
ICT Intercity Tilting Train in Germany
IEC International Eletrotechnical Commission
IFO Overhead contact line mainteneance car
IN Integrated network
frail Rail current
IRPA International Radiation Protection Association
IT Isolating transformer
ftrc Traction current
JBV Jernbaneverket Norge
JPEast East japan Railway
JPP Joint power plan
JR Japanese Railway
K Small type of substation without workshop
L Length
LCC life cycle costs
LCU Local control unit
lnmin Minimal dropper length
LH Headroom of Bridge
LSWH Lower cross-span wire height
Transition length
793
rn' Mass per unit

MCC master control centre
MZA Multi-purpose maintenance car with working platJonu
NCC Network command centres
OBB Operating bus bar
OEB October Railway in Russia
OHL Overhead contact Linc
OHL Overhead contact line
ONAN
OS Operational Hignals
PC Point centre
PCS Process computing syHtem
PE Point end
PH Point heating
PLCT Transmission device carrier frequency modulators
pp Power plant
PS Point Htart
R Rectifier
R Radius
RC Return conductor line
RCN Remote control nodes
Re Overhead contact line type in Germany
REB Russian railways
RENFE Reel Nacional de los ferrocariles Espanoles
RL Reinforcing line
RS Railway station
RSM Remote control module
RSS Rectifier substation
SCADA Supervisory control and data aquisition system
sec Satellite control centres
SG Synchronous generator
SG Switch gear
SH System height
SM Synchronous motor
SNCB Societe National des Chemins de Fer Beiges
SNCF Societe National des Chemins de Fer Franca.is
SP Switching post
SPT Standard penetrntio:1 test
ss Substation
SSH Stn1ctural support height
TBB TcHt bus bar
TC Telecommunication device
TCC TrausmiHsion control ceuter
TE Trnnsitiou curve end
TGV 'frain Grand ViteHse in France
TLSP 'l\actiou powc)r supply line
TP DisLalln~ bdwc<)ll track C<)ntre aud pole frollt face
____________ Appendix 2: Frequently used abbreviations
TPL Top of Pole

TPLH Distance between upper swivel bracket and suspension or termination of trac-
tion power lines
TR Top of rail
TS Transition curve start
TU Traction unit
urc Union International des Chemins de Fer
Uss Substation voltage
V Speed
VDE Verband Deutscher Elektriker
WT AC-telegraphy
Z1 Line impedance
Z1 Rail impedance
ZT Transition impedance track-earth
Ztrain T\ain impedance
- - - - - - - - - - - - - - - - - - ----------------~=-
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
asynchronous-synchronom; converter :38 bi-metal copper clad

at-grade section 683 sheet 182
attenuation constant 646 bi-metal copper-dad
audible noise 466 steel conductor 744
audio frequency 309 bird protection 103
track circuit 689 block
track release circuit 691 -type substation 44, 45, G3
Austrian Federal Railway 204 and pulley arrangement 119
auto-transformer 42, 676 foundation with steps 388
section 626 blow-off 240
system G72 bonding cable 128
automatic booster
compensation 118 transformer 677
dropping device 511 system G72
overhead contact line bore hole logs 381
re-closing 54 both rails insulated (:i89
reverse polarity testing 54 bouncing contact strip 684
testing 54, 616 boundary distance 655
synchronising device 55 bracing force 367
tensioning device 110 braking current 621
automatically bridge
tensioned overhead contact line 8G amplifier 471
automation component 53 drawing 264
auxiliary bridle wire 116, 117
catenary wire 122, 210, 453 broken contact wire 663
circuit group 58 bus bar
power 87 disconnect.or 46
supply 50 protection 51
supply at coupling post 51 bypass feeder 349
availability 754 disconnector 55 7
of the traction power supply 608 line 110
of train operations 755
average functional life 753 c-value 242, 2G2
axle cable
counting equipment 692 in parallel 677
shunt sensing 691 layout plan 259, 264
potheads sealings 171
back-up protection 610, 614 cant deficiency 76
provision 609 canted track centre line 2DO
ballast resistance 534 cantilever 345, 352
bare conductive strip 684 across several tracks U5, 346
basic calculation program :H 8
circuit 553 design 397
section disconnect.or GG8 drag 228
bearing capacity 382 length calculation 259
behaviour of insulators wit.h ti11w 747 mounting 731
IH\tHling stiffness 232 type :n8
cap-and-pin insulator 176 climatic
capable of high performance 69 condition 83
capacitance 538 effect 102
per unit length 536 stress 219
capacitive interference 635, 717 clipping device 411
capacity clothoidal point 278, 279
characteristic 609 coefficient
charge 94 of self-inductance 520
carbon collector strip 90, 113, 506 of thermal expansion 236
cardiac pacemaker 722 of variation 565, 566
carries drop 346 cohesive soil 377
casting-rolling process 598 collector
catenary head 89
curve 232 running characteristic 74
catenary wire 109, 112, 118, 762 strip 90, 267, 500
clamp 185, 346 mass 511
pulley suspension 189 material 504, 506
support 160 wear 74
clamp 186 combination
support clamp 162 factor 355
suspension clamp 189 instrume,nt transformer 46
swivel clamp 345 combined road/rail transport 77
cathodic come alongs 763
area 655 commissioning of the trackside facilities
current 653 669, 688
protection 653, 657 common mode rejection factor 4 71
change commutation process 723
in the conductor length 237 compact foundation 385
of gradient at supports 498 comparative tracking index 97
circuit compensation
condition 705 current 545
diagram 45, 311 joint 127
group 36 complete
connection 315 corrective maintenance 761
with reinforcing feeder conductor 555 parts list 259
circuit breaker 46, 534, 555 completely compensated overhead contact;
monitoring 51 line 118, 120
cis format 518 component 729
clamp 180 wear 466
for electrical connectors 182 compound
material 180 contact line 122
clearance equipment 201, 210
gauge 77 compression clamp 765
re::;triction 297 computer
to energised part::; 295 monitor 722
verification 330 simulation model 453
clevis end fitting 185 supported configuration 33G
798 Index
concentrated consistency of cohesive soils 381

mass 445 constant
reactive force 445 availability 754
stray current corrosion 657 current distribution 645
conclusion drawn from experimental mea- construction and assembly work 731
surements 600 construction approvals 335
concrete consumed land 103
block 320 contact
foundation 385 behaviour 439, 467, 502
coverage 3 74 characteristic 598
foundation 320 interruption 477
mixing train 733, 766 performance 4 75
nominal strength 372 quality 48~ 497,499
pole 319, 742 strip mass 486
with solid core 352 contact force 466, 473, 474, 493
strength 351 calculation 463
condition effect 499
-related maintenance 755 graph 465, 495
check 756 measuring system 468
conductance 534 simulation 463, 497
per unit length 535, 659, 661 transfer function 482
conductive soil 622 variation measurement 476
conductor contact line 31, 109, 683
grip clamp 765 above loading or checking tracks 433
length assessment 466
change due to elastic strain 236 circuit 552
negotiable in the raised state 288 arrangement 517
non-negotiable in the raised state 288 design 553
rail 74, 109, 124, 219, 411, 588 diagnostic 755
disconnector 128 dynamic behaviour 480
overhead contact line 420 elasticity 467
ramp 128 equipment 234, 346, 348
separation 128 supports 301
support 125 feeding section 548, 553
system 110 height 80
wear 128 installation 731
sag 70 damage 608
tensile force 341 train 734
cone-design dead-end clamp 184 interruption 428
connection lateral registration 77
fitting 180 layout 731
material 180 plan 301
status 713 loop resistance 575
connector polarity 656
disconnector 557 requirement 69
failure 745 section insulator 75
consequential cost 776 service life 747
Index 799
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
post 36, 45 d' Alambert's

creepage current 748 wave equation 458
crimping tool 765 d'Alembert's
criterion of 100 m V (536, 658 principle 445
cross-connection of double-end feed con- damper 87
tact line installations 554 darn ping
cross-connector disconnector 557 coefficient 467
cross-country suited vehicle 733 element 212
cross-coupling 546 clay's load coefficient 563
cross-span 361 DC circuit breaker 66
equipment 159 dead
eye clamp 189 load 219, 341, 353
structure 733 weight 219
support 352 decentralised
tensioning spring 189 rotating converter station 35, 39
wire 347, 360 static converter station 35
clamp 166, 188 defining pole locations 273
spring 165, 360 definition for operation 739
crossbond 689 deflection 240, 350, 370, 375
crossing speed 444
-type contact line wiring 287 deformation 374
bar 281, 287, 293 degree
between light-rail and trolley bus line of elasticity uniformity 489
424 of freedom 454
between mainline railway and trolley of non-uniformity 143, 202
bus system 426 density 105
of different railway systems 409 density function of the standardised nor-
crossover dropper 281, 288 mal distribution 566
current depot 664
collector 434 area 685
device 110 track clisconnector 409
distribution 517 depth of good bearing soil strata 382
drop 466 design
flowing to earth 654 DB Rel00 202
impulse suppression chokes 574 DB Re200 202
inverter 66 DB Re330 202
lubricating effect 747 ice load 344
resistant dropper 195 load 364
through earth 636 of earthing installation 638
type 70 of overhead contact line system 86,
current-carrying 260
capacity 70, 74, 451, 576, 585--587, of the traction return 650
589 parameter 487
curve planning 257
in the track 22f> short-comings 752
pull-off mo va.lue :~55
curved point 279 wind V(~locity 84, ;342
Index
- ----------------------- 801
destruction process 743 double

determining the mechanical dimension -decker passenger wagon 77
219 -slip crossover 277
dewired pantograph 110, 663 bus bar 45
dewirement 240 channel pole 350, 369
diagnosis of equipment performances 615 insulation 101
diagonal U-clamp 184
feed circuit 554 double-end
strut 354 feed 543, 553
diffuse with cross-coupling 553
sky radiation 583 downtime 753
stray current corrosion 657 drag
digital coefficient 343
metering 55 factor 231
value transfer 55 drilled foundation 733
protection relay 615 drilling machine 766
diode rectifier 66 driven
Dirac delta function 441, 443 pile 733
direct foundation 320, 391
touch voltage 624 probe 380
traction earthing 626 steel pipe 649
traction system earthing 623, 663 tube 393
direct current 32 drizzle 231
railway 629 drop
traction 36 bracket 188
discharge earthing resistance 687 feed 315
disconnector 58, 75, 615, 616, 749 post 167
remote control system 311 verticals 34 7
dismantling 762 dropped pantograph section 741
displaced overhead contact line 100 dropper 112, 118, 140, 142, 155, 354
displacement at the pile head 395 clip 183
disposal cost 775, 776 height
distance differences 498
-time graph 73 layout 142
protection 611 length 325
travelled 474 calculation 259
distribution preparation 734
line 69 spacing 325
of energy 61 drum wagon 768
of single-phase electricity 39 dual mode rail- and road vehicle 767
of the return current 675 dynamic
disturbance 741 apparent mass 456, 482
classification 759 contact force 93
transfer function 482 range 477
Doppler correction 468
effect 449 criteria 490, 492, 509
factor 70, 139, 449, 452, 490, 508 effects of stitch wires 497
802 Index
force 469 effective

performance 493 current value 570
range of the internal forces 4 77 lcakance per unit length 650
uplift 288, 491 length 714
component 489 effective leakance per unit length 650
uplift position 480 elastic
dynamic behaviour cantilever 117
testing 757 converter 38
dynamic interaction 69 dropper element 122
dynamic quality criterium 70 support 117, 195, 307
dynamic uplift 288 elasticity 70, 119, 120, 138, 139, 451, 487,
492
earth 622, 638 at the middle of a span 487
bearing resistance 393 calculation 457
bus bar 685 of the overhead contact line system
conductor 661 495
current 642 uniformity 489
electrode 623, 647 electric
resistance 681 conductivity 598
electrode resistance 712 contact resistance 90
megger 639 isolating joint 693
potential 624 potential 622
pressure coefficient 394 rise 712
rail 692, 693 section 552
resistance 643, 64 7 shock 71, 97, 634, 677, 718
of the pole foundation 648 protection 622, 635, 667
return current 645 traction system 703
rod 648 wear component 505
earthed upper cross-span wire 165 electric field 94, 104, 635, 680, 718, 724
earthing effects on human beings 719
all metal parts 725 strength
bus bar 682 permissible value 718
conductor 109, 110 electrical
device 740, 765 accident 97
diagram 301, 309, 311 arc 466
effect of the tunnel 683 bonding of conductive metal reinforce-
installation 650 ment 666
line 737 characteristics 517
measure 663 circuit diagram 658
plan 259 connection 155, 180, 307, 422, 688
strip 647 disturbance 517
switch 409 energy 31
system 623, 682 erosion 744
maintenance 671 load 94
wire 110 on traction systems 31
effect of non-availability on train opera- power 32
tions 755 rating of the contact line 138
Index 803
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
804 _____________________________________________ Index
analysis 608, 615 French State Railway 201, 210

removal 741 frequency response analysis 482
repair 761 frequency-analogous digital signal 471
report 759 frequency-dependent
feeder finite element 457, 458
clamp 184 matrix 458
disconnector 557 frequency-effective power control 707
line 109 friction-induced force 229
section functional
with different phases 157 group structure 190
feeding module 191
section 36, 71, 539 specification 260
transformer 662 test 756
ferromagnetic material 520 fundamental waveform 707
finite element fusing current 592
analysis 245 future planning 264
method 457
modelling 455 galvanic
fishplate joint 689 coupling 621, 640, 641, 645, 704, 711,
fitting-free area 281-283 724
five-span overlap 148 interference 635, 725
fixed termination 154 galvanized steel
flash over 747 conductor 114
flat wire profile 112 wire 114
flexible Gaussian
cross-span 345 distribution 4 76
cross-supporting structure 357 standard error function 566
head-span 160,352 gear wheel 151
steel conductor 114 general
support equipment 34 7 control system 59
flood gate door 411 power system control 60
folding bridge 416, 417 protection 51, 64
force traffic railway line 594
coupling between contact wire and geotechnical
catenary wire 245 efficiency 393
exerted on the contact wire 453 reliability 395
in upper cross-span wire 360 glass cap-and-pin insulator 748
measurement method 467 glass fibre reinforced plastic cantilever
forced convection 580, 586 188, 749
forecast calculation 466 gliding
foundation 109, 376 dropper 141
removal 763 shoe 425
table 259 Global Positioning System 265
type 385 global radiation 583
four-point method 639 grade level crossing 295
Fourier series 441 graduated rule 77 4
free convection 580 graphite contact strip 7 16
1
Index ----~--~ ~---805
-----
Grashof number 579 helicopter 733, 766

greatest lateral offoet 240 high quality overhead contact line 755
grooved contact wire 112, 604 high-current
groundwater circuit breaking 610
clanger to concrete 381 prot.edion 610
table 391 high-duty overhead contact line 747
guarantee human safety 652 high-grade stainless steel wire 114
guard to prevent accidential access 173 high-performance
pantograph 87
H-beam high-pressure press 765
pile 733 high-speed
pole 370 overhead contact line 70, 111, 120,
steel pole 350 736
H-beam steel pole 210 railway line 551, 569, 595
half tensioning section length 111 Madrid-Seville 198, 208
hard porcelain 176 Tokaido 210
hard-drawn electrolytic copper 113 train traffic 493
harmonic frequency 71 high-voltage circuit breaker 63
harmonics generation 707 higher harmonics 705, 706
hazard model for calculating 708
of ground water to concrete 381 propagation 707
to persons 608, 703 higher-frequency electromagnetic interfer-
head span ence field 705
wire 347 highest
head-span 164, 188, 307, 357, 733 temperature 83
length 307 track-to-earth voltage 632
pole 348 hinged
structure 320, 766 cantilever 160, 162
wire 165, 320, 360 tubular cantilever 185
clamp 166, 188 hoarfrost 231
dropper 165 hollow aluminium extruded rail 125
support 166 hook clip 186
headroom restriction 296 hook end fitting 186
heat horizontal
energy 540 catenary contact line 123
proofness 608 component of the head-span wire 358
transmission conductor tensile force 341
radiation component 580 force 475
transmission coefficient 578, 579 force acting 224
heating time constant 578 registration 34 7
heavy-duty railway line 569 registration arrangement 361
height stitch wire 124
-adjustable dropper 155 horizontally
for passing oversize transport 428 swivelling contact line 432
limiting structure 427 hot-clip galvanisation 743
of contact wire 70 hot-dip galvanised steel cantilever 744
of fixing 3G3 hour's load coefficient 565
806 Index
hydraulic tensioner 152 insertion length 315

inspection 750, 759
ice installation wagon 773
accretion 341, 342 instructed person 738
effect 353 instrument transformer 610
load 71, 231, 344 insulated
impedance 517, 518 gliding runner 425
angle 528 overlap 146, 148, 156, 556, 557
measurement 526 rail joint 309, 664
per unit length 522, 530, 645, 675 steady arm 186
protection 610, 611 track joint 692
reactive component 518 insulating
imperfection coefficient 356 material 176
implementation 688 overlap 300
of changes 336 pad 641
impulse voltage withstand level 95, 97 rod 177
inclined catenary overhead contact line insulation co-ordination 71, 86, 94, 95
121 insulator 175
indirect eye cap 186
contact 99, 652 integrated
electrical contact 626 contact line stringing 735
touch voltage 624 installation unit 735
individual network 57
pole 135 overhead line installation 734
repair 761 interaction
individually sprung collector strip 455 assessment 466
indoor of a pantograph with an overhead con-
equipment 48 tact line 511
switch gear 63 of the contact line with pantographs
induced voltage 94, 688 509
inductance 518 pantograph with contact line 89
per unit length 524 interference 635, 680, 694
inductive to cathode-ray tube monitors 722
coupling 587, 621, 645, 712 parameter 704
interference 635, 680, 686, 712, 725 voltage 696
inductively coupled conductor loops 711 inter locking 55
influence 717 intermediate pole 348
range 703 intermediate track stage 265
voltage 718 internal force 4 73
information-technology equipment 722 measurement 468
initial internal friction angle 382, 396
sag 496 International Union of Railways 77
short circuit, alternating current- 591 intc!roperability 77
inner self-inductance 523 of the trans-European high-speed rail
inpermissible touch voltage 680 system 78
input amplifier 4 71 intt\rsecting point wiring 281
inserted pole 320 invc~11tory or revised plan 265
Index 807
investigation boring 379 intensity 86 .

investment 69, 139 protection 687
irregularity 741 conductor 109
isolating transformer 51 rod 47
Italian State Railway 200 strike 668
stroke 86
Japanese Railway 210 voltage surge 86
Joule's lightweight steady arm 289
heat 577 limit strength of a foundation 385
loss 586 limiting speed 450
line
keraunic level 86
branch 555
kinematic displacement 250
current load 550
of the centre of teh pantograph head
feed
250
plan 553
Kirchhoff's law 654
feeder 110
Lotschberg-Bahn 208 diagram 267
Lagrange's equations 457 gradient 77
latch-in device 151 impedance 518
lateral per unit length 525, 527, 540
contact wire forces post insulator 171, 175, 177, 205
examination 289 potential 655
contact wire position 475 running 483
deflection 225 list of co-ordinates 264
displacement 84, 247 load 219
earth resistance 385 current 549
force 225 due to erection 345
movement of the vehicle 248 due to maintenance 345
offset 225, 240 from crossbeams 348
position 286 interrupter 173
position of the contact wire 287 per unit length 219
voltage drop per unit length 540 probability of occurrence 566
lattice steel pole 344, 350, 363, 366 loading
layout plan 259 assumptions 349
lead-antimon alloy 749 combinations 349
leakage current resistance 176 due to erection 372
leakance per unit length 641, 645 due to transport 372
leg member force 367 facility 409
level crossing 423, 426 histogram 566
clearance increase 429 siding disconnector 55 7
life cycle cost 775 track 433
lifting local
bridge 420 control 53
drive 87 unit 58
lightning 687 track layout 301
arrester 668, 685 local-area
discharge 86 railway system 76
;e.:80=8:......___ _ _ _ _ _ _ _ _ _ _ _ _ _ ---------- Index
traffic 72, 74, 77 magnetic

localized irregularity 439 induction 718
localized temperature distribution 604 permeability 519
location of sustained short-circuit; G15 space constant 520
long-distance magnetic field 94, 104, 635, 675, 680, 718
railway network 75 effects on human beings 719
traffic 72, 7G strength 718
long-lived component 7G2 permissible value 718
long-rod insulator 176, 748 main
long-term availability 754 circuit
longitudinal group 58
bond 689 equipotential bus bar 682
contact line equipment 112, 219 frame 87
disconnector 50, 557 line railway 563
displacement 285 maintenance 750
earth strip 684 -friendly component 755
line gradient 325 cost 775
profi~ 259,325,326 free long life 352
of the currents 644 installation 409
protective fixing 127 intensity 754
rail voltage 625, 635, 666 methods 750
resistance 670 of electric traction vehicles 409
per unit length 641 overview 758
span length 110,247,252 test run 479
voltage 674, 714 malleable cast iron 182
drop 539,636,666 component 182
gradient 666 management 729
per unit length 712 manufacturing investment 775
loop mass
conductor 685 inertial force 468
insulator 177 per unit length 219
loss Mass Transit Railway 195
by radiation 586 master
of contact 723 card 758
of functionality 751 control centre 54, 57, 59, 60, 616
low maintenance protection 609
aluminium cantilever 202 switch 409
cantilever 206 material
low silver tough-pitch 598 procurement 325
low- pass characteristic 707 data 759
low-voltage protection earth 673 disposal and separation 763
low-voltage transformer 50 list 335, 336
lower cross-span wire 165, 320 selection 336
lowest ambient temperature 83 maximum
clearance 426
Metro Leger de Tunis 192 contact wire
magnesium-copper-alloy contact wire 608 height 70, 427
Index
---- 809
sag 235 eros10n 654

deflection 356 metropolitan 689
due to wind 241 railway 74
expected load current 5\n mid-point 111, 167
lateral offset 243 anchor 119. 184
mean load 570 pole 312
operating speed 442 anchor pole 226
permissible contact wire uplift 433 pole 348
permissible touch voltage 628 mid-point anchor 149, 150
principle 593 minimum
rail potential 670, 678 air gap 70, 97
span length 247 clearance 326-328, 331
tensile force 219 at level crossing 427
vehicle height 428 verification 332
voltage drop 541 contact wire
calculation 548 height 70. 75
working temperature 583 creepage distance 97
mean cross sections of earthing conductors
annual power consumption 566 669
contact force 477, 499, 502, 509, 510 electrical clearances 756
power factor 550 short-circuit current 575
time between failure 753 tensile strength 105, 596
time to repair 753 mixed granulated soil 377
useable voltage 539 modal mass 461
wave propagation speed 451 modal node reaction 461
measured impedance of single-phase AC module 518
railway line 532 modulus of elasticity 105
measurement 638 momentum-loaded block foundation 388
technique 466 monitoring 109
measuring monthly mean load 563
car 469, 471, 737, 774 movable bridge 415
pantograph 774 mud 377
system for contact forces 468 multi-phase cable 704
mechanical multi-system traction unit 414
connection 180 multi-track cantilever 160, 164, 307, 346
design 94, 487 multiple
impedance 482 -phase system 626
load 94 electromagnetic coupling 519
rating of the contact line 138 pantographs 502, 510
requirement 70 system traction unit 412
separation 76, 164 traction unit 503
stress 219 mutual
wear component 505 impedance oer Huit length 525
medium-voltage protection earth 673 inductance 523, 525
melting temperature 59(; per unit len[!,tlt 523, 71(,
metal
collector strip 90, 506 natural
810 Index
frequency 451,458,460,462,467 pattern 705

vector 458 data 759
nature protection 69, 103 overcurrent 75
negative feeder 42, 626, 672 range
network of the pantograph 247
command centre 57, 61 of the tensioning mechanism 146
impedance 709 signal
power system control 57 standardised 55
neutral speed 139
earth 622 standard 739
section 36, 157, 158 tensile stress 254
new line 263 operation
node-type substation 44, 56 at near-maximum speed 493
nominal of the electrical equipment 729
contact wire height 287 of the network 61
tensile strength 596 of unmanned installation 57
voltage 70 operational current 576
tolerance 539 operational life cycle cost 137
nominated person 738 optical contact wire position measuring
non-cohesive subsoil 377 system 479
non-insulated overlap 272 optical plumb 774
non-routine maintenance depending on in- optimum efficiency 552
spection results 750 ordinary person 738
normal distribution 565, 753 organic soil 377
normal loading 372 outage method 750
normalised wear rate 505 outdoor temperature 83
Norwegian Jernbaneverket 205 over section insulator 749
Nusselt number 579, 586 over-current
relay tripping 75
object-class hierarchy 339 time protection 610, 614
October Railway time sensing circuit 613
Moscow-St. Petersburg 199 overall
ohmic earthing system 680
coupling 519 impedance per unit length 525
voltage drop 637 inductance 525
one-handed operation 53 speed 74
open traction earthing 626, 660, 663 strategy for earthing and bonding
open traction system earth 624 671
open traction system earthing 678 voltage drop 540
open-air depot 65 overhead circuit diagram 266
open-air switching equipment 63 overhead conductor rail 129, 415, 416
open-circuit potential 668 system 80
operating overhead contact line 51, 64, 74, 110, 111,
and operator cost 775 259
bus bar 48, 49 -rail voltage 94
condition 72 area 652, 663
current 94, 705 circuit 555
Index 811
collector interaction 114 section 276, 285

components 741 span 276
diagram 335, 336 oversize transport 426
disconnector 173 overvoltage
discontinuities in the position 480 protection 87
disturbance 761 protection circuit 687
elasticity 486 protection device 95
equipment 135, 183
inspection motor coach 770 pantograph
installation 190 / contact line
vehicle 772 interaction 91
wagon 767, 768 area 663
layout 311 assessment 466
lifting installation 429 characteristics 499
maintenance vehicle 771 contact line interaction 439
network 57 defect 485
operation 739 design 496, 499
position 4 79 dewirement 747
protection 51, 53 diagnostic 485
reconstruction train 773 dynamic characteristics 482
removal 763 for high speeds 499
service life 775 head
spectrum 451 working range 248
standard design 110 head working range 248
switching diagram 267 main characteristic data 89
swivelling 432 maximum development 427
symbols 301 mechanism 453
system 109, 111, 219, 257, 265 motion 463
conversion 265 oscillation modes 455
height reduction 259 passage 757
layout 257 requirements 509
layout plan 300 running performance 483
planning 257 test stand 468, 473
table 259 trap 283
thermal stress 570 vertical motion 467
type 110, 137, 247 zone 100, 110, 625, 683
uplift 467, 503 pantograph-type collector 115
with catenary suspension 118 parabola equation 233
zone 100, 110, 625 parallel
overhead contact rail feeder 307, 349
system 142 line 109, 110, 139
overhead traction power line protection feeder line 195
51 groove clamp 184
overlap 148, 272 reinforcing return line 657
section 137, :MS return conductor 667, 674
overlapping return current conductor 667
block 137 span 137
812 Index
parent substation 60 insulator 176, 748, 749

partial factor 350, 355. 399 section modulus 355
partial or complete dismantling 432 platform combustion motor coach 770
partial renewal 762 point. 277
passive earth pressure 396 centre 277
passive protection 657 designation 279
pendant-type suspension 116 end 277
penetration depth 524, 643 layout diagram 285
penetrometer 379 start 277
performance limits of the wheel-on-rail sys- wiring 278
tem 507 point of resonance 708. 710
permanent analysis 708
action 355, 364 assessment system 710
electrical connection 155 pole 348
elongation 596, 602 damage 742
load 372 erection 731
short-circuit 613 family 368
supervision of safety of people 638 gap 76
way 312 geometry 315
permissible length 314, 315, 359, 363
accessible voltage 629 location 296
contact wire gradient 70 position 353
final temperature 578 selection 312
operating current for a pantograph setting 766
90 table 259
soil pressure 382 type selection 319
tensile force 221 polling 59
tolerances 736 polygon calculation 259
touch voltage 628, 662, 679 porcelain
voltage values 635 cap-and-pin insulator 748
personal safety 341, 677, 687 insulator 748
phase portal 160, 167, 306, 307, 323
angle 518 bridge length 325
constant 646 structure 135, 201. 347
separation section 62 position of intersecting contact wires 756
separation section with a neutral zone potential
158 compensation 682
photogrammetric recording 265 control 673
physical property 104 difference 5,54, 695
piggyback drop 528
load 77 of the tunnel structure 670
transportation 77 on running rails 652
pioneer pole 768 potentially susceptible system 704
planning 257 power
document 260, 336 control concept 706
plastic electronic circuit 706
cantilever 182, 195 factor 568
==:.__
Index __________________ -----~------- _ _ _ _ _ __..::813
for propelling the train 518 relay setting 610

loss 74, 528, 540 tripping 678
duration 467 protective
network clearance 98
control centre 55 earthing 301, 308
voltage 704 equipment 109
plant 57 helmet 765
requirement 563 measure 71
supply neutral section disconnector 557
for DC railways 651 obstacle 98
system asymmetry 703 provision 608, 676
system against electric shock 652
control 55, 57 against stray currents 657
system control 60 section 413
transformer station 35 public grid 62
use 61 pull-off 169, 306
power-electronic converter 681 force 227
Prandtl number 579 support 120, 160, 497
pre-sag 142, 496 pull-over concrete pole 315
pre-stressed pulley
glass 176 -sheave 116
pole 351 -wheel tensioner 200, 201
preliminary design study 257 block 151
preparation of diagram 336 principle 152
preserve the planned status 750 system 733
preventive maintenance 755 pump storage plant 43
primary protection 609 push-off support 120, 160, 497
probability
factor 714 quality
of lightning currents 86 assurance system 730
probe boring 379 of energy transmission 466
processing of the wiring 336 quenching chamber 66
production 730
profile clearance 286 radial
profile gate 173, 295, 427 contact line registration 348
project force 272
-specific global data 337 load 227
-specific structure 259 in curves 325
documentation 335 of the catenary wire 353
implementation planning 257, 258 of the contact wire 353
schedule 264 radiation heat transmission coefficient
propagation constant 642, 646, 654 581
protection radio frequency interference 722
against electric shock 98 rail
against stray currents 651 -earth potential 94
by screening 98 -fracture detection 311
for the reinforcement 742 -to-earth impedance 640
SL! Index
-to-earth potential 626 reducing of repair times 755

-to-earth resistance 640 reduction coefficient 713, 714
measurement 640 reference earth 622
-to-rail resistance 641 reference wind velocity 342
bond 689 refler.ted wave 446, 447
joint bond 660 refledion
potential 623, 624, 637, 642, 645, 646, coefficient 446, 448, 450, 490, 509
664, 674, 678, 679, 683, 688, 695, factor 70, 450
696 of transversal waves 449
measurement 671 regenerative object 751
railway regional wind velocity 139
-owned earthing system 661 registration arm 354
bridge 299 dropper 186
crane 766 reinforcement 693
crossing 264 relative permeability 519
earthing 309 relay implementation 55
for general traffic 549, 563 reliability 736, 750
on viaducts 688 model 754
system of electric railway operation 69
instructed person 738 remaining service life 753
purpose 72 remote
traction supply system 158 control
raised working platform maintenance vehi- module 58, 59
cle 771 node 60
raising the contact wire by means of erec- system 59
tion devices 431 technology 57
rated voltage 568 unit 60
rating control system 55
based on Eurocode 355 diagnosis 57
of cross sections 366 earth 622
of foundation 366 remotely controlled disconnector 739
of poles 363 repair 750
of the support wires 362 representative overvoltage 95
reactance resetting force 228
bond 692 residual contact wire dimension 468
coil joint 689, 692 residual-current circuit breaker 662
coil joint transformer 692 resilient overhead contact line 109
reaction force 472 resin encapsulated current transformer
reaction moment 393 50
reactive component 519 resistance
receiver object 449 component 519
recrystallization 598 of earth return path 520
rectangular tunnel 169 per unit length 519, 530, 540, 646
rectifier to aggressive substances 69
equipment 574 to corrosion 69
substation 37, 65, 75 to earth 623, 670
reduced system height 155 to earth of tunnel systems 662
Index 815
to ice 69 connection 433

to wind 69 measures 660
resistive interference 680 of person 664
resistivity 519 of persons 635
resonance characteristic 442 verification 638
resonant-earthed condition 47 provision 650
restore the planned status 750 sag 326, 358
return circuit 110, 625, 626, 635, 651, 680 of a conductor 232
interruption 635 of conductor 70
return conductor 625, 672, 684, 693, 694 of head-span wires 357
installation 675 satellite control centre 60
system 672 scope of the project 264
return current 672 section
cable 110 disconnector 552, 557, 558
circuit 308 insulator 156, 158, 300, 552, 557, 765
conductor 109, 110, 208, 621 installation 736
connection 309 pole 348
contact blades 422 testing 613
rail 110 secure in operation 69
through track and earth 674 security 635
return feeder 677 selection of the erection technology 731
Reynolds number 579 selectivity
rigid configuration 552
conductor 125 principle 613
converter 38 self-impedance per unit length 525, 646
portal 345 self-inductance 523, 524
rippling and kinks 745 of conductor-earth circuit 523
road bridge 686 per unit length 523, 525
road vehicles with working platforms 767 self-propelled multi-purpose vehicle 770
rock 376, 378 semi-compensated overhead contact line
classification 381 118, 119
foundation 381 semi-horizontal contact line equipment
roughness parameter 342 121
round foundation 320 separation between electrification systems
route mean square 4 76 412
route-related constraint 294 separator for rolling doors 409
routine maintenance 750 seperate earth 622
running service frequency 563
performance 477 service life 69, 506, 736
rail 110 of concrete pole 74:3
potential 662 of contact wires 504
speed 76, 474 of porcelain iusulators 749
of the contact wire 745
safe traction current return 309 serviceability 356
safety servicing 750
belt 765 shear force 470
clearance 70 Shinkansen 210
816 Index
shoe sole resistance 628 simulation

short circuiting 622 of contact forces 497
short neutral section 158 of elasticity 497
short-circuit 141, 571 of two pantographs 465
capability 590 single
current 75, 94, 571, 576, 634, 705, 712 -arm pantograph 501
capacity 70 bus bar 45
cumulative frequency distribution cantilever 306
574 pole 306
duration 591 track cantilever 160
rise 575 single-end feeding 541, 553, 572
current-carrying capacity 590, 591 single-phase
duration 634 AC railway line 643
frequency 575 AC supply 33
initial symmetrical AC power 572 earth connection 576
localisation equipment 616 generator 37
position 757 oil transformer 46
rating 590 single-point suspension 115
sensing relay 615 single-rail insulation 689
state 71 site-related failure rate 752
tracing system 615 skew pendant 116
short-circuit current skilled person 738
initial symmetrical 572 slacking of the dropper 448
peak 572 sleet 231
sustained 572 sliding
symmetrical breaking 572 -type disconnector 50
thermally equivalent 572 contact 69, 504
short-circuiter 65 current collector 109
short-circuiting device 626, 664, 667 dropper 297
short-term current-carrying capacity 589 mount 116
short-term thermal effect 605 sling 765
side-contact conductor rail 125 slip switch 277
signal 295 smallest radius 77
and measured value processing 55 soffit
for electric traction 311 conductor rail 109, 111, 129, 132
position post 169
layout 264 soil
visibility 295 characteristic 382
signalisation 172 condition 263
signalling 422 conductivity 639
device 686 fill 376, 378
installation 664 investigation 378
silicone material 749 pressure 385
simple catenary-supported overhead con- re;sistivity 524, 623, 639
tact line design 118 type 320
simple contact line design 11 7 solar
simulated test runs on lines 48;~ absorption coefficient 577
Index
-----~------
radiation 583, 586 building 56

radiation intern,ity 577 equivak11t. continuous load cmve 571
solution loading diagram 56G
in the frequency area 457 standing surface 98
source static
of disturbance 704 force 469
of harmonics 706 clearance 296
spade end fitting 186 contact force 91, 510
span 110 quality criterium 70
span length 139,140,273,276,306,494 station
Spanish State Railway 208 branch 555
spark discharge 723 fmb-section 556
special statistical
equipment 763 analysis 759
installation vehicle 767 recording 759
vehicles 763 steady arm 160, 188, 354
specific attachment 744
electric conductivity 105 steady-state short-circuit 576
electric resistance 105, 519 steel
energy demand 705 cantilever 182
heat 105 catenary wire 745
resistance 519 conductor rail 125-127
speed 563 pole 733
of wave propagation 70 reinforced
spinning process 374 concrete pole 372
spring tunnel 683
constant 239 step voltage value 628
elasticity coefficient 460 stitch wire 112, 117, 119. 138, 1-13. 184,
spun concrete pole 350, 393 202, 496, 497
stability of the overhead contact line sys- stitched
tem 84 catenary 453
Stadtwerke Oberhausen AG 194 supported 110
staff training 738 contact line 120
stagger 70, 240, 267, 342 stope-type contact line 434
staggered pole location 306 straight stretch 228
stainless steel 208 strain gauge sens01 470
contact surface 127 stranded conductor 114, 220
standard stratification density 380
overhead contact line design 494 stratification of non-colwsi ve soi ls :rn l
penetration test :381 stray current 65, 625. G50, 7m, 70-1
substation 44 calculation 659
switching substation 61G collecting 672
standard deviation 476, 477, 565 net G59, (i(i()
for electrolytic copper 602 ('OlTOSIOn ;37. 71. G2 L G2G. (j;_l(j G5:l,
standard deviation of dynamic forces 499 GG7, G7 I, 72G_ 712
standardisation of contact li1ws 94 area 652
sfall(lardised drai11ag<! (i59. G7 I
Index
diode 659 surge

protection 662, 669 arrester 171
measures 660 impedance 642, 646, 713
strength 70 surveyor's layout plan 263
strip-type earth electrode 673 survival probability 751
structural suspension
analysis 483 insulator 171
connection 180 set 349
structure po~ 312,348,349
earth 623, 652, 661 sustained short-circuit 741
earthing system 663 swinging strap 189
sub-section 555 switch symbol 172
of open stretches 555 switch-gear 109
of stations 555 switchable overhead contact line 414
subgrade 640 switched connection 155
subsoil switching
condition 264, 376 and control transient 723
investigation 376 command controller 739
substation 44, 57, 682 dialogue 740
capacity 552 group 266,553,556
control centre 53 instruction 740
control protection system 64 operation 311, 739
earthing system 64 7 post 35, 45
section link disconnector 557 section 36, 276, 553
supply section 36, 553, 555 boundary 267,276
substitute service manager 739
feeder branch 555 substation 44, 555
substitute mass 454, 460 switchover 281
substituted network impedance swivel 185
frequency-dependence 710 cantilever 345, 346
suitability swivelling bridge 418
for pile driving 382 symmetrical oscillation 451
sunlight 71 synchronous-synchronous converter 38
super-elevation 76 synthetic rope 115
supercooled rain 231 system
superstructure 640 capability characteristic 593
asymmetric 641 configuration 651
symmetrical 641 constraint 263
supervisory control and data aquisition height 80, 140, 325, 326, 359
53, 59 separation section 412
supply feeder 349 in st.atious 433
support 110, 348 system height 495
height system separation
differences 498 st.a.tiou 414
type 353
supporting structure 109 f.augent.ial
surface t,arth electrode 64 7 switch wiring 281
Index 819
wiring of points 292 loading capability 576

tank leakage protection transformer 46 overload protection 610, 613
technical protection device 614
acceptance 737 rating
explanation 336 design method 593
requirement 260, 336 of contact lines 595
telecommunications and signalling 673 resistability 576
telecommunications device 686 stability 506
telegraph equation 713 thennovision 758
telescopic pole 774 device 77--1
temperature thimble 183
changes 749 thin walled steel pole 350
coefficient 519 third party
of resistance 105, 579 earthing inst.a.llation 669
drift 471 system 668
increase of the contact surface 606 third rail 64. 109
temporary dropper 734 third-party
tensile force 221 earthing installation 686
tensile strength three-phase
loss 599 AC feeding network 651
standard distribution 602 power supply (ifi2
tension length 253 three-span overlap 118
tensioning threshold voltage 626
equipment 119, 135 through-track 277
length 495 thyristor-controlled traction vehicle 710
mechanism 151, 225 time
pole 348 constant 584
section 348 graph of the load current 570
length 110, 143, 149, 247, 274 synchronisation 59
spring 154 window 570
system 118 time-weighted
weight 151 equivalent continuous load curve 570
termination pole 312 parameter 595
terrain formation 86 tolerance limit 498
terrestrial survey 265 top anchor 162
test topography 263,265
bus bar 48, 49, 613 torsional stiffness 370
operation 729 total current monitoring 51
standard 730 total reaction force 386
thermal touch
conduction 604 circuit 628. 62!l
conduction capacity 105 voltage 62--1, 635, 637, 638, 652, 685.
conductivity 90 688, 695
energy balance 5 77 protection 678
expansion 127, 285 track
coefficient 105 -earth pote1ttial 101
load capacity 571 -to-earth conductance 5:3--1
820
-to-earth leakance 517 collection 31

-to-earth potential 635 decentralised supply :rn
-to-earth voltage 71, 534, 634, 642, distribution 31
645,646,656,667,673,674 feeding 31
bond 689 generation 31
circuit 691 line 326, 328, 348
operation 691 rectifier station 35
design 72 substation 31
insulation supply 31
layout 264 supply line 264, 737
layout 263, 265 supply system 651
plan 300 transmission 31
point 277 traction-force/speed characteristic 73
designation 279 traffic volume capacity 72
radius 325 train
radius-dependent position limit 251 -in-section effect 676, 677
release circuit 309, 681 frequency 73 /l
release installation 664 weight 563
release system 641
return circuit 637
with tilting bodies 76
tramway 74
(
return system 110
spacing 76
line load 565
operation regulation 82
I
I
superelevation 325 transfer function of disturbances 482 \

superstructure 650 transformer 64, 706
to be wired 264 protection 51, 52
to earth circuit 522 relay 53
to-earth voltage 630, 631 transient earth fault relay 52
with both rails insulated 691 transient load 219
with concrete sleepers 640 transition
with one rail insulated 691 length 527, 645, 646
traction range 527, 704
current 621, 682 resistance 744
of tractive units 548 section 645
return path 691 transmission
earth 626 control centre 57, 61
earth bond 693 of electrical energy 39
earthing 622 transversal impulse propagation :l3!)
earthing system 712 transverse profile 259, 261
design 694 diagram 312, 335
energy generation 34 travel of the cantilever 28!)
substation 662 triple tangential wiring of poiuts 292
system trolley bus contact liuc 346
earth 678 trolley bus overhead contact line l l 2
system earth 623 trolley wire contact li1w 192
vehide impedance 548 trolley-type
(;raction power 57 contact. li1w 74. 115
central supply 38 with stitch susp<)ttsiou 117
Index
overhead contact line 111, 434 acceleration 475

trolly bus line 74 catenary suspension 74
tube-type swivel ca1ttilcwr 353 component of support forces 358
tunnel load 341
cross section 141 due to the contact line 353
earth 623 due to the ice-covered contact line
earthing system (i5 35:3
overhead cont:u:I. line pant.ogrnph lllotiou 474
equipment, 14 l po:-;itionof the pantograph t.op 475
support :307 viaduct 685
turntable equipuw11t -llO vibration pile driver 7GG
twelve-pulse direct. ctlrt(~nt. GG visual inspection 688
twin contact wire 1 l2 voltage
two-handed operntio11 53 condition 546
two-stage distance protect.ion 610 drop 74. 466, 538, 541, 543, 545, 660
algorithm for calculation 546
unbalance or asymmetry 724 fuse 678
unbalanced ice accretion :350 fuses 652
under-impedance trigg(\riug 611 limiter 101, G26, 692 1 743
undisturbed soil :376 limiting clPvicc 623, 652, GG0
uniform electric load distrilmtion 654 limiting fuse GG3
uniformity 70 loss 467
uniformly-distrilrnted line load 541 monitoring device GG4
uninsulated track 691 of the contact line net.work 70
unintentional cnergiziug of the earthed sec- stability 517
ti011 413 transforn1er 50
unistrut 169, 683 unballaun' 40
unit weight 382
uplift measmiug d(ivini 48[ washing and (fo-icing plant. 410
upper cross-span win' 1G5. :J20 waste dump 7G:J
urban railway 71, 7G water to cenwnt. rnt.io J74, 742
wave
vacuum circuit IH('ab1 45, 49, 63 equation 140
value mo11it01ing 55 model ,Ol
valve-type ancst.or 87 propagation sp((id l:18, 440, 442, 447,
variable action ;$j.l 45L -lG2, -l!J0, 508
variable load 342 wear 492. 7-11
variation iu the hmi,,ontal tensile force measur<'lll('ltl SOS
2S4 rate 5(l:"i
vehicle wcdgc-typ(' d(';1d-<'11d cla111p l 84, 185
gaug(i envelope ;H)(j weighting fuuct io11 l(i l
passage 29;> \Venner uwt hod G:rn
sway 471) wet suow 2:31
verification \\heel t.ensiot1(t 21 (l
1ll(!itS\lrt~n1c11t (i(j$ wheeled ladd('l 1(i:1
of ca1thi1tg provisions G88 wiud
vertirnl action l l l . :\:i:l
822 Index
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
yield strength 355, 596
zig-zag 267
arrangement 112

SIEMENS - Contact Lines For Electric Railways

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SIEMENS - Contact Lines For Electric Railways

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C t Lin f

The publication of "Fahrleitungen elektrischer Balmen" in English gives the interna-

Paris, October 2001 Wcn1,er Breit;li'llfJ

a current collector width of 2,10 m.

mechanical aspects of power transmission in his book "Technik der Bahnstromleitungen

Moskow, Erlangen, Dresden, A natoli lgnatjewitsch Gukow, Friedrich Kiej]ling,

1 Traction power supply systems 31

1.3 16,7 Hz traction power supply of the German Railway (DB) 43

2 Requirements and specifications 69

2.6.1 General . . . . . . . . . . . . . . . . . . . . 102 I

2.6.2 Environmental relevance of electric traction 102

4 Design of contact lines and cross-span equipment 135

4.6.2.4 Electrical and mechanical rating 177

5 Calculations for overhead contact line equipment 219

5.5.2.4 Contact wire limit position with deflection by wind 250

6 Planning of overhead contact line systems 257

6.9.6 Multiple-track cantilevers 307

7 Cross-span structures, poles and foundations 341

7.1.3.2 Wind loads 342

7.1.3.4 Simultaneous action of wind and ice . 345

7.6.4 Soil fill . . . . . . . . . . . . . . . . 378

8 Contact line designs for special applications 409

8.6.1 Crossing between mainline railways and tramways . 423

9 Interaction of pantographs and overhead contact lines 439

...C.C-"-o=nt=--=e=nt=s_ _ _ _ _ _ _ _ _ _ _ _ _ ,,,__,__, _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ___:c2~3

10 Currents and voltages in traction power supply networks 517

10.2.1 Basic relations . 517

11 Current-carrying capacity and protective provisions 563

11.1.3.2 Parameters affecting the current-carrying capacity of a conductor . 579

12 Current return circuit and earthing 621

12.3.2.2 Track-to-earth voltage in operational conditions .. 632

12.5.6.6 Current through short-circuiting devices in the stations . 671

13 Electric traction contact lines as emitters of electromagnetic distur-

13.3.3.3 Direct-current railways . . . . . . . . 710

14 Erection and operation 729

14.5.1 Scop<\ of maintance . 750

Appendix 1: Standards and regulations 781

Appendix 2: Frequently used abbreviations 791

1.1 Functions of traction power supply

1.2 'Traction power supply networks

Figure 1.1: Traction power systems for mainline railways in Europe'.

Table 1.1: European voltage systems of electric railways according to

These problems could not be solved satisfactorily at that time.

Traction power plant

110 kV grid .) 110 kV grid

1 Decentralised Traction power :

DC railway Traction power Decentralised Central

Figure 1.2: Structure of the traction power supply systems [1.4].

1.2.2 Basic structure of the traction power supply

Traction substation Rectifier Decentralised ro- (Decentralised) Switching post (SP)

Figure 1.3: Types of substations used in traction power supply.

1.2.2.2 Traction power distribution

Line to A Line from C

Line from A Line to C

Direction of feeding A Direction of feedin C

Section supplied by SS "B"

Figure 1.4: Mainline section supplied by a substation.

1.2.3 Direct current traction networks

Direct current switching substation

Figure 1.5: Direct current traction power supply system of a tramway.

and up to 10 MW in mass transport and main line systems.

1.2.4 AC 16, 7 Hz single-phase traction networks

Single-phase AC with the special frequency of 16, 7 Hz is generated by special single-

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