Ohe Manual II
Ohe Manual II
Ohe Manual II
TREATISE
ON
VOLUME - II
The soft copies of the four volumes were not available and hence the manuals
had to be typed afresh with the help of tiny staff available at IRIEEN. IRIEEN
acknowledge the efforts put in by CORE in supplying the drawings and RDSO for
verifying the draft. The outdated part like locations of water columns have been
omitted from these volumes. The setting distances revised recently by RDSO have
been included. Some practical layouts and worked examples have been added to
make the book useful. Attempts have been made to simplify the language of the text
to the extent possible though lot needs to be done in this area.
Before presenting the book, I would like to place my thanks on record to
Member Electrical, Shri Ramesh Chandra without whose guidance and help, these
volumes would not have come out, Shri U C D Shreni, in helping to bring out the
books early. S/Shri W W Kamble, Bukane, Nitin Deshpande Chauhan, and Balapure,
have done a tremendous work of typing these books. My thanks are to my present
and Ex Faculty Members, Sr Professors, Sh R K Mehta, Pravin Pradhan, Yegesh
Asthana, Sanjay Deep, Professors, S K Srivastava, R Bhargava, Ravi Agarwal, and H
R Khandekar for their untiring support. Thanks are also due to Shri Arvind Kishore,
COS C Rly for bringing out these volumes in short time.
This Treatise is intended for the guidance only and is not to supersede RDSO's
instructions or standards available on this subject. In case there is any disagreement
between the stipulations made in this Publication and RDSO's latest guidelines on the
subject, RDSO's guidelines shall prevail.
Suggestions for improvement are always welcome and may be sent to The
Director, IRIEEN.
Page No.
3.1.1 Introductory
Rolling stock move on the track. various fixed structures are built alongside the
track and the minimum clearances are required to be kept while building
structures alongside or over the track. Since the OHE is installed over the track,
the design must take into account the minimum clearances prescribed for such
structures in the schedule of dimensions. For the OHE design engineer the
main points of concern are, the minimum mechanical clearances to be
maintained between the rolling stock and fixed OHE installations and the
minimum electrical clearance to be ensured under worst conditions between
live parts of the overhead equipments and surrounding earthed structures.
The limits of dimensions/clearances for the fixed installations and rolling stock
are described in separate sections of Schedule of Dimensions for 1676 mm-
Gauge, revised 2004, which contains two schedules.
Schedule-I:
The Dimensions given in the schedule-I have been classified under two heads
namely for Existing Work and for New Works. Existing work means the
works which were existing before issue of this Schedule of Dimension (2004)
and would help the field engineers to provide the information about previous
dimensions followed at one place.
The dimensions, except for existing works, are to be observed on all 1676 mm
gauge on Indian Railways unless prior sanction is obtained from the Railway
Board through the Commissioner/Chief Commissioner of Rail Safety to exclude
the new works which infringe this Schedule of Dimensions.
Chapter V-A deals with the dimensions required for 25kV ac 50 Hz electric
traction and Appendix A to Chapter V-A prescribes the clearances required for
25 kV ac single phase 50 Hz traction.
Schedule II :
Schedule-III :
Note:-
3.2.1 Definition
When a consignment whose length, width, and height are such that any one or
more of these dimensions infringe with the Standard Moving Dimensions at any
point during the run from starting location to the destination, then the
consignment is called an over dimensional consignment (ODC), it is also known
as out of gauge load.
a) Length 13716 mm
b) Height - at center 2743 mm
- at corners 2134 mm
c) Width 2997 mm
d) Top width 610 mm
3.2.2 Classification
A Class: Loads having a gross clearance of 230 mm (9) and above from the fixed
structures all-round but infringe the standard moving dimension.
B Class: Load having a gross clearance of 150 mm (6) and above but less than
230 mm (9) from fixed structures.
C Class: Loads having gross clearance of less than 150 mm (6) but more than 80
mm (3) from fixed structures.
a) Special speed restriction is not required when gross clearance is more than 250
mm.
b) Speed must be restricted to 15 Km/h when the gross clearance is between 250
and 200 mm
c) Speed must be restricted to 15 Km/h and overhead power must be switched off
when the gross clearance from the contact wire is less than 200 mm.
No consignment with less than 100 mm gross clearance from the overhead
contact wire will be permitted in a 25 kV ac electrified section.
Section Controller and traction power controller must co-ordinate while an ODC
moves in electrified area to ensure that OHE masts are not damaged at
locations where the clearance is critical.
A list of structures where the clearances are restricted in the electric traction
area and also the clearance available under over-bridges should be with the
Section Controllers and TPCs.
Certified that the minimum height of contact wire on the section over which the
consignment is to move is less than except at the following locations
where restrictions as indicated below should be observed.
Since such a memo is not a permit to work earthing of OHE is not necessary.
Chapter 3
THE LAYOUT AND LAYOUT PLANS
3.3.1 Introduction
The following are based on the Principles for Overhead Equipment Layout
Plans and Sectioning Diagrams for 25 kV ac Traction issued by RDSO. Though
the fundamentals remain the same ,the principles are periodically
modified/brought up to date to suit the changes in design parameters. Hence
the latest version of the booklet for Principles for OHE Layout Plans and
Sectioning Diagrams for 25 kV ac Traction No.ETI/OHE/53 (6/88) with A&C
Slip no.1 to 4 issued by RDSO must be referred to.
3.3.2 Span
Definition: The distance between the centre line of the adjacent supporting
structures for the overhead equipment/lines is known as span.
On curves, for odd number of tracks the measurement of the span shall be on
the outer rail of the middle track and on the inner rail of the first outside track
(from the centre of the formation) for even number of tracks.
On main tracks the length of two consecutive spans shall not differ by more
than 18 m to ensure compatible flexibility over the adjacent spans.
3.3.3 Wind Pressure
Wind pressures for design of all structures and determination of spans are
based on IS:875-1987- Code of practice for Structural Safety of Buildings
Loading Standards. Vide an amendment issued in 1971 to this specification
wind pressures for structures of height less than 30 m can be reduced by 25%.
Accordingly the standard wind pressure adopted for overhead equipment
design for all new works falling under different wind zones is as follows:
For working of the wind loading the area as indicated below shall be considered
for different items:
3.3.4 Staggers
Stagger of the contact wire is the horizontal distance of the contract wire from
the vertical plane through the centre of the pantograph pan at the contact
surface (Fig.3.3.1).
The stagger of the catenary wire is the horizontal distance of the eye of the
catenary suspension bracket from the vertical plane through the centre of the
track (Fig. 3.3.1)
D IS P L A C E M E N T
O F PANTO
C O N T A C T W IR E
STAGGER
PANTO AXIS
CL OF TRACK
H IG H R A IL L E V E L
F I G . 3 .3 . 1
On tangent track, the catenary stagger is zero for masts supporting single
equipment. The catenary is fixed vertically over the contact wire at all supports
at which more than one equipment is supported, at flexible head spans and the
supports with reduced encumbrance, on tangent as well as curved tracks.
Curved tracks: On curved track the stagger of the contact wire is governed by
the versine. Stagger at support is given in such a way that contact wire is very
near to pantograph axis. On sharp curves even if the versine is more than 300
mm the stagger of contact wire at support is limited to a maximum of 300 mm.
The maximum span on curve track is limited by mid span stagger of the contact
wire. Table I of RDSO drawing No.ETI/OHE/G/00202 may be followed.
Stagger of Contact wire at Turn-outs and Diamond Crossings/Cross
overs: At turnouts and diamond crossings the stagger of the contact wire on
the main running line shall be in accordance with RDSOs Drg.
No.ETI/OHE/G/002002 (for conventional copper OHE). The stagger of the
contact wire branching line shall not exceed 300 mm at any point in the span.
This is achieved by selecting a suitable location for the structure near the
centre of the turn out in the case of overlap type of equipment or by suitably
adjusting the point of crossing of the two contact wires in case of crossed type
of equipment.
In the case of overlap type equipment the structure located at theoretical center
has three bracket assemblies and hence there are three contact wires and
therefore wiring of the diamond slips is easier. The two outer contact wires can
be staggered towards the two slips and consequently there is less rigidity to be
practiced for location of structures or adoption of staggers for three contact
wires. Overlap type equipment is adopted on main running lines.
I) The stagger of the in-running contact wire does not exceed 200 mm on
tangent track and 300 mm on curved track at any support at which only one
contact wire is running.
II) In any span at the centre of which only one of the contact wires is-running
(as in a four span overlap), the mid-span stagger of the in-running contact
wire does not exceed the values given in ETI/OHE/G/00202 (for conventional
copper OHE).
III) The two contact wires run parallel to each other between the intermediate
supports with a separating distance of 200 mm from each other.
Stagger of Contact Wire at Insulated Overlaps: At insulated overlaps the
stagger should conform to RDSOs Drg.No.ETI/OHE/G/02131, Sheet No.1. On
non uniform curves and at other locations where staggers different from those
shown in this drawing are adopted, the points mentioned against un-insulated
overlaps in the preceding Para will apply with the difference that between the
intermediate structures the two contact wires run parallel at a separating
distance of 500 mm from each other.
Contact wire stagger at Neutral Section: The stagger at overlap type neutral
sections should conform to RDSOs Drg. No. ETI/OHE/G/02161 sheet No.1.
The stagger at section insulator type neutral section should be so adjusted that
the stagger at the section insulator assembly is within the limit of 100 mm.
The stagger of contact wire at the location of the section insulator should
normally be zero but in no case should it exceed 100 mm.
The above three factors can be summarized by saying that the catenary
stagger depends upon the horizontal separation between the vertical through
centre of the track and centre line of the pantograph at the height of the contact
plane. This will be clear from the figure 3.3.1. On tangent track the catenary
stagger is zero for structures supporting a single equipment i.e. the catenary
shall be determined with reference to drawing No.ETI/OHE/G/00202 (for
conventional copper OHE).
3.3.5 Overlaps
Location
This is the dead section of OHE located approximately mid way between the
adjacent substations, which are connected to different phases. In other words it
separates the supply to overhead equipment from different phases. The
conventional overlap type neutral section shall be used except in heavily
graded sections and suburban sections as per RDSOs Drg.
No.ETI/OHE/G/02161, Sheet-1, Mod-C.
While providing overlap type neutral section the half tension length on either
side is to be restricted to 600 m. While providing short neutral section of section
insulator assembly type half tension length shall also not exceed 600 m.
Neutral section will be located away from stop signals and level-crossings and
shall be on level tangent track as far as possible.
If short neutral section is provided before a stop signal, the distance between
neutral section and the stop shall be such that the train shall not cross the
signal in an effort to coast the neutral section.
In case of overlap type neutral section, this distance should preferably be 1600
m away on section with gradient up to 1 in 300 and 2500 m with higher gradient
up to 1 in 200, if unavoidable.
ii) Where a stop signal is located after the neutral section, the distance
between the neutral section and the stop signal should be kept at least 400
m on 1 in 200 up gradient.
iii) Where a neutral section is located in down gradient, the distance of the stop
signal before/after the neutral section should be kept at least 400 m/200 m
respectively as in the case of level tangent track.
3.3.7 Contact wire height
Normally the height of the contact wire (underside surface) above the track
plane shall not be less than 5.50 m at any point in the span under the worst
temperature conditions. To ensure this, the normal height at the suspension
point shall be as under:
Regulated
a) Normal with 10 cm pre-sag 5.60 m
b) Old Electrification
Works with 5 cm pre-sag 5.55 m
Five centimeter pre-sag overhead equipment was provided up to 1968. For new
works 10 cm pre-sagged overhead equipment should normally be provided.
However overhead equipment with 5 cm pre-sag can be provided in long
tunnels and through girder bridges to achieve minimum prescribed electrical
clearance.
Unregulated
The height of contact wire can be reduced under overline structures. However,
the minimum height shall be 4.92 m to permit movement of C class ODCs
without physical lifting of wires. In case C class ODC movement is not
required the height can be reduced to 4.8 m.
Height can be further reduced to 4.65 m if rolling stock higher than 4.27 m are
not allowed on such lines. In case reduced clearances are adopted the
minimum height of contact wire may further be reduced to 4.58 m. In such
case, a board indicating clearly the reduced clearance adopted, shall be
provided at the location.
At electric loco sheds and loco inspection pits the minimum height shall be 5.80
m.
At all level crossings the minimum height shall be 5.50 m at any point in the
span.
The rail level may go up in future by 275 mm due to use of concrete sleepers
and strengthening of track structures. Provision should be made for lifting of
track by 275 mm (maximum). Overhead equipment arrangement indicated in
RDSOs Drg. No. ETI/OHE/G/02102, Sheet 3 should be followed in areas
where track raising is contemplated. No track raising is normally contemplated
near overline structures unless additional headroom is provided.
Any change in the height of contact wire should be made gradually and the
slope should not normally exceed 3 mm/m on main lines and 10 mm/m on
sidings. In no case shall the relative gradient of the contact wire in two adjacent
spans be greater than 1.5 mm/m on main lines and 5 mm/m on sidings.
3.3.8 Encumbrance
Normally the axial distance between the catenary and the contact wire at the
minimum dropper should not be less than 150 mm. Smaller droppers may be
adopted in special cases. If the shortest dropper is loop type and more than
150 mm, no speed restriction is called for. But if the dropper is without loop or
of rigid type or less than 150 mm, the overhead equipment is deemed suitable
up to the speed of 90 km/h. If section insulators are to be installed in spans
under overline structures, special designs will have be evolved.
3.3.9 Droppers
At the location of the section insulator the following conditions are to be fulfilled.
i) At the location of section insulators, the axial distance between the catenary
and contact wire shall be less than 450 mm in the case of single wire section
insulator and 600 mm in the case of double wire section insulator without
increasing the encumbrance at support beyond 1.4 m.
ii) The section insulator is to be located beyond the point where the track centre
distance between the two tracks is equal to or more than 1.65 m. If section
insulator is erected with free ends of the runners away from the centre of the
turn out this distance may be reduced to 1.45 m.
iii) The stagger of the contact wire at the location of the section insulator should
normally be zero but in no case it should exceed 100 mm.
iv) On loops the section insulator shall as far as possible, be located close to
the first support of the overhead equipment for the loop.
vi) In double line section, the runners should be in the trailing direction.
On double line sections with runners in trailing direction, the section insulator
assembly using porcelain sectioning insulators are fit for speeds up to 120 km/h
provided it is installed within the first one tenth and one third of the span.
In case the runners of the section insulator are in the facing direction or it is not
installed within the first one third of the span the speed has to be restricted to
80 km/h.
Half tension lengths of regulated overhead equipment, not greater than 750 m
between anchor points can be adopted wherever necessary. The equipment is
fixed at one end and provided with automatic tensioning device at the other, the
fixed end is determined to suit the convenience of erection. The half tension
length on either side of a neutral section should not exceed 600 m when the
whole or part of it is located on the curve. The distance of the axis of a 4 span
insulated overlap from the anticreeps/fixed terminations on either side shall not
be exceed 600 m.
Unregulated OHE:
With unregulated overhead equipment tension lengths up to 2000 m between
anchors may be adopted on tangent as well as curved tracks.
Unregulated overhead equipment shall not take off from main lines.
Wire runs linking two or more main lines shall be as short as possible. For
example the same wire run shall not be used for equipping wire run on an
emergency cross over and a loop line. The idea behind this is that in case the
wire run is affected for any reason, it does not affect other lines.
3.3.13 Anticreep
Where the catenary is anchored on the face of an overline structure the anchor
shall be the anticreep point. The anchoring on bridge structure is at times
necessitated because of inadequate headroom available under the bridge to
freely pass both catenary and contact wires through the bridge. Termination of
an overhead equipment or provision of anticreep is to be avoided as far as
possible inside tunnels and on structures set on bridge piers.
Live overhead equipment shall not be anchored near or over any hut or goomty
or building. In such cases the overhead equipment is to be isolated by providing
a cut in insulator and earthed by connecting it metallically with the anchor
structure without providing the insulator in the anchor assembly.
Crossing of equipments of different elementary sections in the anchoring span
should be avoided as far as possible.
Anchoring spans in the vicinity of signals, water columns, and fixed structures
should be avoided as far as possible.
Back to back anchoring two equipments on the same structure may adopted if
both the terminations are of the fixed type (without counterweights).
Anchor near buffers: In order to equip the full length of the buffer end siding the
scheme of anchoring indicated in Fig. 3.3.2 can be adopted.
6 m (MIN)
FIG.3.3.2
Anchor height: Where the contact wire is of unregulated overhead equipment
and raised from the contact plane, and anchored in a single span the anchor
height shall be fixed within limits on the considerations indicated below. The
maximum height shall be such that with the contact wire tension at its
maximum, the contact wire of the anchor overhead equipment does not leave
the contact plane where it is required to be in running. The minimum height
shall be such that with the contact wire tension at its minimum, there is no
possibility of the contact wire sagging too much below the contact plane where
it is out of run, to avoid pantograph entanglement. In both the cases the anchor
height is to be determined with respect to the anchor span, if there is no
crossing of the two contact wires and with respect to the distance between the
anchor structure and the point of crossing if there is crossing of wires.
Km to
Sl No.
___________________________________________________________
Location No.
___________________________________________________________
Chainage
___________________________________________________________
Details
Setting distance in m
__________________________________________________________
Step distance in m
___________________________________________________________
Reverse deflection in cm
___________________________________________________________
Any obstruction
___________________________________________________________
C.S.D MOD. DATE INITIAL C.S.D APPROVED MOD. DATE INITIAL APPROVED AS ERECTED STATION KJM-STN
LAYOUT NO. 341-344(JB-43)
PAGE NO.
CHAINAGE 341/388.40
FOR C O N T R A C T O R FOR C E E / R E TRACK REFERENCE DN. MN. UP. MN.
PROFILE REF :- LOC. NO. 341/14 341/13
341 1.355
1.355
14 FIG.Vol.3-Page 21 341
MAST TYPE RSJ 8'' X 5'' RSJ 8'' X 5''
R. C. MAST LENGTH 9.50m. 9.50m.
R. C. 13
REV. DEF. IN mm. +30 +30
1 .8 3 5
0 .9 0 5
NATURE OF SOIL NORMAL NORMAL
2 2
SBC
SOIL PRESSURE 11000kG/m 11000kG/m
FOUNDATION REF. 355/B-8 355/B-8
ANCHOR BLOCK A-3 A-3
SUPER MAST/X-ARM MSM/LC SSM/LC
EARTH
WIRE
R.C. HT. 9.01m. 8.08m.
EARTH
WIRE CATENARY HT.
CONTACT HT.
SPAN 63/67.50 72/58.50
9 .0 1 (R C )
RADIOUS TAN TAN
7 .6 5
7 .6 5
SUPER ELEVATION NIL NIL
8 .0 8 (R C )
9 .5 0
BRACKET ASSEMBLY & INSPAN ARRANGEMENT
9 .5 0
STYLE
0 .4 2
FIG. 3.3.3
LARGE BRACKET
0 .1 7
HRL RAIL LEVEL
1 .3 50
1 .5 5
1 .9 0
DRG. NO.
1 .9 0
CL OF DN MN TRACK
CL OF UP MN TRACK
DROPPER
6 .5 6
6 .5 6
0 .5 0
0 .3 0
7.35 7.90
SPS FOR BRACKET MOUNTING
NUMBER PLATE MOUNTING
STRUCTURE BOND
FIG 3.3.4
3.3.16 Structure Erection Drawings
Structure Erection Drawing (SED) is prepared for each location incorporating all
the details included in the cross section drawing for the structure and as
installed at site together with details of the bracket assembly, structure
extension, isolator mounting frame, anchorage of overhead equipment at the
structure or anchorage of feeder, or return conductor proposed along with all
particulars necessary for correct erection of overhead equipment at the
structures. For structures with isolators the details of electrical connections are
also to be indicated. A typical proforma is given Fig. 3.3.4.
The as erected drawings as the word implies, incorporates all the particulars of
cross section drawing (CSD) and structure erection drawing (SED)
corresponding to actual work done at site. These are the drawings handed over
to the open line and made use of for future maintenance. Hence these are to be
carefully prepared, checked at site once again before finalization.
Overlap Type:
For equipping the turnouts for high speed running, a structure is located
near the centre of the turnout and the contact wire of the secondary track is
raised in one or more spans (exclusive of the anchor span) after the centre
of the turn out, before it is anchored. A cross over is equipped in the same
manner as two ordinary turnouts (overlaps type overhead equipment at
turnout taking off from main line shall be provided.
Crossed Type
Crossing of contact wires provides a hard point for the pantograph, which is
undesirable for high speeds as it causes sparking during contact. Speed has
therefore to be restricted while negotiating/passing this point.
FIG. 3.4.1(a)
CONTACTWIREFORTURNOUT
C
L OFTURNOUT
CONTACTWIREFOR
MAINTRACK
C
LOFTURNOUT
PANTOGRAPHONTURNOUT
NOTE:-ALLDIMNS. AREINmm.
TOS
STRUCTURELOCATIONTOWARDSNOSEATMAXIMUM
PERMISSIBLETRACKSEPERATIONOF700mm
FIG. 3.4.1(b)
CL OF TURN OUT
CL OF MAIN TRACK
The arrangement for the crossed type of equipment at the turnout is shown
in RDSOs Drg. No.ETI/OHE/G/02141.
Provided that all other points are satisfied, the obligatory structure should be
located between points where separation between the main and the turnout
track centers are 700 and 150 mm. The ideal location of obligatory structure is
within 2 m on either side of theoretical centre of turn out. The considerations for
fixing the location of the obligatory structure are as follows:
The limit of track separation of a) 700 mm and b) 150 mm have been based on
the assumption that staggers of 200 mm away from the turnout and 200 mm
towards the turnout would be possible for the contact wires of the main track at
these points. If however, the stagger of main line contact wire in the directions
specified is limited to a lesser value from other considerations then the
structure must not be located beyond the point where separation is equal to for
(a) above.
ii) Location and stagger at section insulator should remain within specified
limits.
In Figure 3.4.2 if, the first structure S1 on turnout falls on the straight line
between the two reverse curves, the stagger on this structure must be kept
zero. Section insulator can be located near to this structure. Next structure
at T1 must be kept near enough so that the versine between S1 and T1 is
within permissible limits.
This is uneconomical use of structure since the spans are very short.
However, this may be inescapable for a number of 1 in 16 and 1 in 20
turnouts being proposed now in a number of yards. With higher numbered
turnouts, therefore, obligatory turnouts should be erected as far as possible
at the points where track separations are large, so that the next support falls
on the reverse curve and the straight portion of track in between in skipped
enabling adoption of larger spans.
TP
STRAIGHT
TP
ON
CTU OUT
STR TURNS1
D
CURVE
RE
THEO - CENTRE
OF TURNOUT
U
T
NOSE
AIGH
STR FB
S
TRACK CENTRE
IOU E
RAD
P1
P
T
NOU
TUR
TOS
A B C D
L B C
O THEORITICALCENTREOFTURNOUT
A LOCATIONONCENTRELINEOFMAINTRACKWHERETRACKSEPERATION 0.15m.
B LOCATIONONCENTRELINEOFMAINTRACKWHERETRACKSEPERATION 0.70m.
X LOCATIONONCENTRELINEOFMAINTRACKWHERETRACKSEPERATION 0.45m.
C LOCATIONONCENTRELINEOFMAINTRACKWHERETRACKSEPERATION 1.45m.
D LOCATIONONCENTRELINEOFMAINTRACKWHERETRACKSEPERATION 1.65m.
FIG.3.4.2
A section insulator has also to be installed in the cross over OHE where the
track separation is 1.65 m as shown in Fig. 3.4.3.
CROSS OVER
THEO CENTRE
(P - a) COT F
TOS
D' C' B' O' A'
HT
AIG
TRACK CENTRE
STR
A O B C D
P X NO. OF TURNOUT
SIGNS USED
ALL DISTANCES TOWARDS A FROM O - Ve
ALL DISTANCES TOWARDS B FROM O + Ve
TRACK SEPARATION AT A , A' 0.15 m
FIG.3.4.3
The span adopted for the cross over and the location of structures chosen
should also be such that without exceeding the normal encumbrance of 1.4
m the location of section insulator is possible in this zone. To enable this to
be done, it is found that the masts must as far as possible be towards the
nose of the crossing i.e. at locations where track separations are large.
To avoid exceeding mid-span staggers prescribed, it becomes necessary to
arrange structures in such a way that they are approximately symmetrical
about the cross over so that both the cross over structures are as far as
possible at the same distance from the toes of respective turnout switches.
The best location for the first turnout structure specially with BG 1 in 12
turnout is one as near as feasible, towards the nose.
On tangent tracks the catenary stagger is zero. For curved track catenary
staggers may be given . These values are given in Table III of RDSOs
Drawing No.ETI/OHE/G/00202. The same may be followed.
It is normally seen that the crossing of contact wires must be designed to take
place at the centre of the diamond, if slips are also desired to be wired. This is
necessary since the pantograph moving on the slip whose track separation is
about 400 mm from man track has the contact wire farthest at the centre. If
the contact wire is brought nearer to one slip it will be farther by the same
amount from the other slip and hence unsatisfactory for that slip. Thus it is
necessary to be rigid on this account.
ii) Without crossing of contact wires with one main overhead equipment
and two overlap type of arrangements.
In this case there are three contact wires, the wiring of diamond with
slips is easier. The two outer contact wires can be staggered towards the
two slips and there is less rigidity for location of mast or adoption of
staggers for the three contact wires.
3.4.5 Conclusion
1. Normal Masts: These have a single swiveling bracket and support one
overhead equipment.
2. Overlap Anchor Masts: These masts are at the end of the tension length.
One of the overhead equipments is anchored on the mast and the overhead
equipment of the other tension length is supported from the swiveling
bracket as in the case of normal mast.
3. Overlap Intermediate Mast: These have two swiveling brackets and support
two overhead equipments in the overlap portion.
4. Overlap Central Mast: This mast has two swiveling brackets and support
two overhead equipments in the overlap central portion.
All anchor mast are provided with guys parallel to the track to counteract the
forces due to anchorage of the wires.
All the above permanent loads act perpendicular to the track. The only
horizontal permanent force acting parallel to track is the component of radial
pull due to swing of bracket. It may be noted that the swiveling bracket remains
in the normal position only at the mean temperature, if the overhead equipment
is regulated. In case of unregulated overhead equipment the swing of the
cantilever need not be considered.
The only occasional horizontal loads are due to wind, blowing perpendicular or
parallel to the track on the structure, steel work and wires. The two conditions
are to be considered separately. The assumed direction of the wind determines
whether the loads will be acting perpendicular or parallel to the track.
The moments at the top of foundation level under different conditions i.e. with
and without occasional loads, with wind blowing perpendicular or parallel to the
track are calculated by multiplying the above loads with the appropriate lever
arm.
b c Max.
b c Max.
y Max.
_
X Mxx X A
N
D
b c Max.
A b c Max.
_ STRESS ABOUT XX - AXIS STRESS ABOUT YY - AXIS
x Max.
B Mxx
____ _
= ___
Myy
____ _
= ___
Ixx y Iyy y
Y CL OF TRACK Iyy
Mxx
____ Ixx Myy
= ___
_ = Zxx ____ = ___
_ = Zyy
y y
Mxx Myy
= ____ = ____
Zxx Zyy
FIG.3.5.1
After the evaluation of loads and moments the structure is checked to fulfill the
following conditions:
a) The stress induced by the worst combination of loads should be within
the permissible limits.
b) The deflection at the top of the mast due to permanent loads should not
exceed 8 cm. While grouting the mast appropriate reverse deflection not
exceeding 8 cm is provided so that the structure becomes more of less
vertical under the action of permanent loads.
c) It is also to be ensured that the additional deflection due to wind does
not exceed 8 cm at the contact wire level. This is to ensure that the
contact wire in mid-span does not go outside the range of the
pantograph.
d) If the mast is subjected the action of torsion then the maximum angle of
twist of the structure must not exceed 0.1radian.
To check the safety of the first step is to sum up the under mentioned loads
and moments for the following conditions:
Conditions:
i) Permanent loads only,
ii) Wind load only,
iii) Permanent loads with occasional load and wind blowing
perpendicular to track.
The worst stressed section is obviously near the top of the foundation:
axial stress f a =
V , where a = area of cross section
a
bending stress f bx =
M xx
Z xx
bending stress f bx =
M yy
Z yy
where, M xx and M yy are the moduli of the section with respect to xx and yy
axes respectively, xx being parallel to track and yy being perpendicular to
track.
Shear stress caused by horizontal loads are not considered as these are
very low.
The permissible Axial Stress f a will depend on the slenderness ratio = l / r of
the structure, where I is the effective length and r is the minimum radius of
gyration of compression member. Effective length I of a compression
member for the purpose of determining allowable axial stress is assumed as
1.0 L, where L is the total length of mast above rail level.
Where:
ac = permissible stress in axial compression in Mpa
= Slenderness ratio
The values of permissible stress for fY = 250 MPa in axial compression for
steel conforming to IS-226 or 2062 Gr. A which is generally used in
Railway Electrification Projects are as follows:
ac ac ac ac
10 150 70 112 130 57 190 30
20 148 80 101 140 51 200 28
30 145 90 90 150 45 210 25
40 139 100 80 160 41 220 23
50 132 110 72 170 37 230 21
60 122 120 64 180 33 240 20
250 18
Having, determined the safe permissible bending and axial stress from the
code the safety of the structure is checked in accordance with clause 7.1.1
of IS 800-1984.
However, if the ratio ac.cal / ac is less than 0.15 the following expression
may be used in lieu of the above.
bcx.cal bcy.cal
( ac.cal / ac) + + 1.0
bcx bcy
Where,
152
Y
8.9 (t)
133.80 X X
203
(D)
(d)
(T)
16.5
Y CL OF TRACK
FIG.3.5.2
Permissible Stresses
Y1
t
D X X d
r
Y CL OF TRACK
FIG.3.5.3
Table 3.5.1
S. DESIGNA Wt. DEPTH WIDT THICKNESS DEPTH AREA MOMENT RADIUS SECTION
N. TION per OF H OF BETWEEN OF OF INERTIA OF GYRATION MODULES
M/k SECTI SECTI FILLETS SECTIO ABOUT ABOUT ABOUT
g ON ON d mm N
D.mm B.mm Cm2
WEB FLA XX YY XX YY XX YY
4 4 3 3
t mm NG cm Cm cm cm Cm Cm
E
T
mm
1. 8 x 6 52 203.2 152 8.9 16.5 133.8 66.50 4787.5 814 8.48 3.54 471 106.6
2. 200 x 200 49.4 200 200 10 11.2 --- 62.96 4460.4 1168.8 8.417 4.305 446.0 116.7
3. 8 x 8 52 206 204 8.0 12.5 16.1 66.40 5263 1770 8.89 5.16 510 174
4. 6 x 6 37.2 152 152 7.9 11.9 101.2 47.40 1973 700.1 6.45 3.84 258.9 91.7
Table 3.5.2
S.N TYP PERMISSIBLE ac PERMISSIBLE ac ac ac
. E OF AXIAL BENDING
(with xx PERMISSIBLE (with
MAS STRESS ac wind)
COMPRESSIO
(with wind)
T N STRESS
(with out wind) BENDING
(WITHOUT
wind) WIND)
COMPRESSIO
N
(with
(without
wind)
Table 5.1 of IS 800 Table 6.1 B of IS 800 Clause 6.2.1 of IS 800
N/mm Kg/cm Kg/cm N/mm Kg/cm Kg/cm N/mm2 Kg/cm2 Kg/cm
2 2 2 2 2 2 2
2. 200 x 40.04 408.4 544 117.1 1194 1592 165 1682 2242
200 0
Note : The permissible stress values are increased by 33-1/3 % as per clause
3.9.2.1(a) of IS : 800 1984 when the wind effect is taken into account
2. In Bending compression (As per Table 6.1 B of IS 800-1984)
The bending compressive stress bcxx for the value without wind = 110.4 MPa
D=300mm FOR
ALL MASTS
X X
300
(D)
CL OF TRACK
Y
K - 150 MAST
FIG.3.5.4
D=300mm FOR
ALL MASTS
X X
D
SIDE r TO
T
TRACK
CL OF TRACK
Y
FIG.3.5.5
PROPERTIES OF K SERIES MASTS
Note : The permissible stress values are increased by 33-1/3 % as per clause 3.9.2.1(a) of IS :
800 1984 when the wind load is taken into account.
Least radius of Gyration = 6.11 cm
= I / r = 815/6.11 = 133.4
In addition to check for bending and axial stresses fabricated masts are
also checked for shear. The maximum shear force in case of overhead
equipment masts, will be the sum of all the horizontal forces at top of
foundation level perpendicular to track being equal to H (assumed).
The force in each lacing of the fabricated mast will be equal to:
H 2
=
H
2 2
H
2 x area of lacing (as per IS 800-1984: clause 5.7.2
for lacing and clause 5.8 for batten)
This compressive stress should not exceed the safe compressive stress
arrived from l/r ratio of the lacing.
X X
S ID E r TO
T
TRACK
M .S .F L A T L A C IN G W E L D E D T O C H A N E L F L A N G E S Y
TY P IC A L FA B R IC A TED M A ST C R O SS S EC TIO N
F I G .3 .5 .6
Cantilever Masts
A. Permanent Loads
P W
a
a/2
Y + Z U + M
- -
V + N
-
I1
H2
H1
I2
SPAN
T STAGER
R A D IA L T E N S IO N ''V ''
F I G .3 .5 .7
iii) Dead wt. Of the mast and earth wire mounted on it = P. This acts
at the mast itself and so there is no bending moment for this.
In both the above two cases (b) and (c) B.M. is +ve or ve as the
masts is located outside or inside the curve respectively.
SF = 1.0 for rolled mast and 1.5 for fabricated mast (SF =
Shape Factor)
D IS P L A C E M E N T O F
BRACKET
F I G .3 .5 .8
= d = D / (T T)
Where,
D = distance of the mast from the anticreep point
= co-efficient of linear expansion
T = Maximum temperature = 650 C
T = Average normal temperature = 350 C
Due to this, all the loads U, V, M, N, W and w acting on the
bracket will produce BM along y-y axis of the BFB.
FIG.3.5.9
F I G .3 .5 .1 0
FIG .3 .5 .1 1
ii) Extra radial tension of the conductors due to the outgoing OHE.
X
=T (Approx.)
span
T T
X X
UA
VA
FIG.3.5.12
d2
FIG.3.5.13
i. Torsion arises due to the fact that Radial tension on the 2 brackets
are not the same.
ii. Length of the brackets on a mast are not the same even though the
vertical weight due to OHE may be same.
a1
U+V+
_M+N
W1 W1
U+V+M+N+U ANCHOR
W2 W2 +V ANCHOR
a2
FIG.3.5.14
The distorted shape of the mast section due to torsion is shown in the
sketch.
t
e
h
X X
Y
FIG .3.5.15
MI
Where,
M = Torsional movement
C = Torsional rigidity
in which again
The final angle of torsion is found out by summing algebraically all the
Torsional angles for all the forces as below:
1. Torsional Moment
d
X
A
FA
F1
P
X F2
B
FB
H
H1
H2
h
FIG.3.5.16
All the forces can be converted into 2 horizontal forces at the fastening
points of cross arms (A) & (B) shown in sketch.
F1 (H 1 h ) + F2 (H 2 h ) + Pd
FA = .(1)
H h
F1 (H H 1 ) + F2 (H H 2 ) Pd
FB = .(2)
H h
From above,
2. Torsion Angle
i) Torsion angle at A
M A (H + ) M B (H a )
A = +
C C
(F1 + F2 )X
= (H G a )
Pdx
+
C C
Where,
F1 H 1 + F2 H 2
HG =
F1 + F2
torsional angle at A = A
= (H G a )
(F1 + F2 ) + Pd
2C 2C
(F1 + F2 )x (
= h a)
C
ha
B = (F1 + F2 )
2C
N.B. 1. The +ve values for F1 and F 2 for forces towards the
track,
2. The value of h varies with locations but can approximately
taken as = height of contact wire 0.2 m = (H2 0.2) m.
What have been found out above are for one bracket carrying 1
OHE.
FIG.3.5.17
So, for torsional angle at the upper cross arm at A the following 2 values
are found out:-
LO N G BRACKET
CROSS ARM
SHORT BRACKET
F I G .3 .5 .1 8
0.5m
F IG .3 .5 .1 9
= 1 .3 A L - 0 .7 A S
F I G .3 .5 .2 0 ( a )
0.35
0.65
= 0 .7 A L - 1 .3 A S
F I G .3 .5 .2 0 ( b )
Similarly for the lower cross arm the net torsional angles are as below:
Case 1: As shown above = BL- BS
Loads and moments for OHE are same as in the case of normal masts
with single bracket. Extra loads and moments are as follows:
T
T
C O U NTER W EIG H T
O
45
FIG .3 .5.2 1
This is the vertical component of the tension of the anchored OHE = T (As
the anchor tie is at 45 inclined to the mast) = 2000 kgf for catenary and
conduct wire. To this are to be added the vertical load due to
counterweights and tensioning device = 400 + 100 = 500 kg. Total vertical
load = 2500 kg.
50kg.
H
X
F I G . 3 . 5 .2 3
X
All these extra BMs are acting on x-x axis. As the anchor mast is guyed
along track, force along the tack are all counteracted.
All loads and BMs are calculated as in case of normal mast with single
bracket. Extra loads and BMs are as follows:
T
H
O
45
F I G .3 .5 .2 5
F IG .3 .5 .2 4
All the BMs above are on x-x axis of the mast. There is no force and BM
along the track due to the anchor guy.
The loads and BMs for OHE are same as the case of normal mast with
single bracket. Extra load and BM are as follows:
FIG .3 .5.26
All the different cases of cantilever mast have been shown above. It will be
difficult and time consuming process to design every individual mast as
and when the case arises in the track line. Standard load and moments
tables are prepared for all the case mentioned below for all locations on
straight and curves of different radius (for masts located both inside as
well as outside of curve) and for wind blowing both perpendicular as well
as parallel to the track.
1. Normal Masts.
2. Intermediate masts with 2 brackets in insulated overlap span.
3. Intermediate masts with 2 brackets in un-insulated overlap
spans.
4. Anchor masts in overlap spans.
5. Anti-creeping Anchor masts.
6. Anti-creeping centre masts.
7. Overlap central masts.
Deflection:
Deflections of the mast should not exceed the value give below:
These values have been fixed up more from the point of OHE than that of
structural. Contact wire should not go beyond the effective zone of
pantograph of the loco in the extreme wind pressure.
8 cm.
ORIGIONAL ERECTED
CONTACT WIRE LEVEL
POSITION
POSITION AFTER
PERMANENT LOAD
IS PUT
FIG.3.5.27
R
F
P S
D
P1
L
L
R
h1
H
h2
L
FIG.3.5.28 FIG.3.5.29 FIG.3.5.29(a)
FH 3 L
Deflection d1 = 3 1 (Fig. 3.5.28)
6 EI H
Where,
For vertical load the deflection is found out on the above formula after
converting them to horizontal forces:
F
f1 + f2
WIND ON MAST
L
L
H
h2
F I G .3 .5 .3 0 F I G .3 .5 .3 1
Pd = RD
Therefore,
P.d
R=
D
R 3 3L 3 3L
d2 = h1 1 h2 1 (Fig. 3.5.29)
6 El h1 h1
P1 sL2
d3 = (Fig. 3.5.29 a)
2 El
TYPICALCANTILEVERARRANGEMENTONNORMAL
MASTWITHSHORTSUPERMAST
W P1
RECTURNCONDUCTOR
CATENARY
EARTH
WIRE
1.40
CONTACTWIRE
8.46
7.65
5.80
2.50
(SETTINGDISTANCE)
RAILLEVEL
0.500
1.350
C
LOFTRACK
FIG.3.5.32
RECTURN CONDUCTOR
b
a 72 72 c
CATENARY WIRE
CONTACT WIRE
FIG.3.5.32(a)
Note:- Figure no. 3.5.32 typical cantilever arrangement on normal mast with
short super mast setting distance shall be read as 2.80m in lieu of 2.50m.
Fh 3
d5 =
3El
d6 =
Wh 2
24 El
(
6 L2 4 LH + h 2 ) (Fig. 3.5.31)
Where,
W = kg per m
h & L are in m
E = 2.1 x 106 kg/cm2
l = cm4
d=cm
Calculations:
The catenary wire is on the centre line of the track. Hence the radial
tension is zero. For contact wire radial tension is
a b c b
= + * tension
L L
B. Wind load
Vertical Load
P = 115+60+60/2 = 205 kg
Allowing 10 cm allowance for track slewing, the lever arm for P will be
(2.80+0.10+0.10) = 3.0 m
P1 = (0.652 x 72) + 14 = 47 + 14 = 61 kg
Lever arm of P1 = 0.645
W = 495+30+23+266=814 kg
Displacement of bracket
d=Lt
= (750 4 x 72) x 17 x 106 x (65-35) = 0.236 m
Where,
Since the ratio ac.cal / ac is less than 0.15 as per clause 7.1.1 (a) of IS 800-
1984.
= 0.043 +0.388+0.048 1
= 0.479 < 1
Hence safe.
(i) Axial load on the mast (W) = Wt. Of mast+1/2 wt. Of Bracket
+ wt of earth cable +wt. of RC attachment fittings
+
P = 37.2x9.5+30+0.318x72+61+205
= 353.4+30+22.9+61+205
= 672.3 kg say 673 kg.
ac Cal 14.20
---------- = ------- = 0.043<0.15
ac 334
Mxx 2745x100
bc Cal = ------- = -------------- = 1061 kg/cm2
Zxx 258.9
Since the ratio ac calculated/ac is less than 0.15 as per clause 7.1.1 (a) of IS
800-latest version
Actual bending Comp. Stress about YY- axis.
Myy 114x100
bcy Cal = ------- = -------------- = 124.32 kg/cm2
Zyy 91.7
= 0.0425+ 0.690+0.055
= 0.788 < 1.0 Hence safe
FH 3 3L
d1 = 1
6 El H
S
R
F
R P WIND LOAD
ONMAST P1
ATTACHEMENT
W.kg/m
h1 = 8.00m.
L
h
WINDON
MAST
W.kg/m
FIG.3.5.33
The deflection at the top of the mast due to the vertical load p1 is given by
P1 xSxL2
d3 =
2 EI
If the deflection of the top of the mast due to all the permanent loads = d1
+ d2 +d3 Is less than 8 cm the section adopted is safe.
Checking of Mast for Deflection at the contact wire level.
At the contact wire level the deflection should not be greater than 8 cm
under wind loads,
d4 = deflection at height )
Fh 3 3H
h due to load F ) = 1
6 EI h
d5 = deflection at height )
Fh 3
h due to wind force ) =
3EI
on contact wire )
d6 =
Wh 2
24 EI
(6 L2 4 LH + h 2 )
d = d4 + d5 + d6
The properties of various portal structures used for supporting OHE are
indicated in Annexure 3.5.1.
Mast (WxL)
Half bracket
Earth wire
Anchored RD feeder
Anchored OHE
Terminations (OHE/RC/F/EW)
Guy Rod Assembly (half x n)
Isolator
Jumper
Pedestal Insulator
Guy Rod vertical component
Small Pars Steel:-
Cross arm upper
Cross arm lower
Bracket chair
Stay arm chair
Register Arm extension frame
Mast attachment for (RC/F)
Total T1 =
Vertical Non-Axial loads P1 P2 PF PR Lever arm
Kg Kg Kg Kg X-axis Y-axis
Total
N1 = T1 + P1 + P2 + PF + PR
Catenary
Contact wire
RC
Feeder
Earth wire
Total X1 = Total Y1 =
Catenary + droppers
Contact wire + droppers
Earth wire
RC
Feeder
Mast (W x L)
Bracket
Terminations (OHE/RC/EW/F)
Guy Rod (Half x n)
Isolator
Jumper
Pedestal Insulator
Isolating Link
Small Parts Steel
Cross arm upper
Cross arm lower
Bracket chair
Stay arm chair
Register Arm extension frame
Mast attachment for (RC/F)
Total X2 =
X = X1 X2
Y = Y1 Y2
2. O Type portal
This will cover 6 tracks with their multiple overhead equipments (say 12
overhead equipments) and return conductors for Up and Down main lines.
This is designed to carry anchors on their uprights. The clear span for this
portal shall not exceed 30.50 m. This portal can withstand a maximum
bending moments of 17,000 kgm at the base.
3. BFB portal
This is designed to cover 5 tracks, but can carry 6 overhead equipments only.
The clear span shall not exceed 24.6 m. This is a special type of portal and
can be used where the track centres are very minimum and un-avoidable. For
this portal more than one central piece shall not be used. This is not designed
to carry anchor loads on uprights. This can be used in combination with N
portal. This can withstand a maximum bending moment of 8000 kgm at the
base.
4. G Type portal
This portal is used for covering 6 tracks with their multiple overhead
equipments say 12 overhead equipments.
The maximum clear span permissible is 30.5 m. This is used where the track
centers are very tight. This can be used in combination with O type portal.
This portal can withstand a maximum bending moments of 17,000 kgm at the
base.
5. R Type portal
The clear span shall not exceed 36.00 m. This portal can withstand a
maximum bending moments of 20,000 kgm at the base.
Three upright portal is a non-standard portal and may be used in yards with
tight track centers only, where the use of standard `N `O & `P type portals
is not possible.
6. Drop Arms (Refer RDSOs Drg.No. ETI/C/0076)
The above two styles are made of 6x 6 BFB and 8x 6 RSJ. 6x 6 BFB
drop arm is suitable for single Back to Back bracket and 8x 6 RSJ drop arm
is suitable for multiple back to back brackets.
The above style of drop arms of rolled section helps in avoiding bird nesting.
Sr.N Type of Cross Section JSAGE Maximum PROPERTIES MAX.PERMI
o. Structure Clear Span SSIBLE
1 XX OF 1 XX OF WEIGHT BEND
LEG. BOOM OF LEG. MOMENT
550 Cm4 Cm4 Kg/m AT TOP OF
FDN
(Kg m)
550
1. N-TYPE TO CARRY 8 OHES 20.4 m 12856 12856 35 8000
450
300
4. P-TYPE TO CARRY 8 20.4 13290 12856 85 8000
300 OHES
250
5. G-TYPE TO CARRY 12 30.5 13981 29511 112 17000
400 OHES
2. Overall lengths of end places are 10.248 (GE1) and 10.748 (GE2).
3. Central piece for this portal is the same as that of O type portal.
4. Range of this portal are same as for O type portal.
5. All lengths and clear spans are in m.
Table showing the Clear Spans for BFB Type Portal
S. Designation End pieces Lengths Central piece Standard clear spans that can be covered
N. Of Portal One end Other end Lenghs
1 2 3 4 5 6 7 8 9 10 11
1. BFB1 BFBE1 BFBE1 Nil 17.00 17.05 17.10 17.15 17.20 17.25
2. BFB2 BFBE1 BFBE2 Nil 17.50 17.55 17.60 17.65 17.70 17.75
3. BFB3 BFBE2 BFBE2 18.00 18.05 18.10 18.15 18.20 18.25
4. BFB4 BFB 1 BFBE2 18.50 18.55 18.60 18.65 18.70 18.75
18.80 18.85 18.90 18.95 19.00
5. BFB5 BFBE1 BFBE2 1.5 19.00 19.05 19.10 19.15 19.20 19.25
NB 1.5 19.30 19.35 19.40 19.45 19.50
6. BFB6 BFBE2 BFBE2 19.50 19.55 19.60 19.65 19.70 19.75
19.80 19.85 19.90 19.95 20.00
7. BFB7 BFBE1 BFBE1 20.00 20.05 20.10 20.15 20.20 20.25
20.30 20.35 20.40 20.45 20.50
8. BFB8 BFBE1 BFBE2 3.0 20.50 20.55 20.60 20.65 20.70 20.75
NB 3.0 20.80 20.85 20.90 20.95 21.00
9. BFB9 BFBE2 BFBE2 21.00 21.05 21.10 21.15 21.20 21.25
21.30 21.35 21.40 21.45 21.50
10. BFB10 BFBE1 BFBE1 21.50 21.55 21.60 21.65 21.70 21.75
21.80 21.85 21.90 21.95 22.00
11. BFB11 BFBE1 BFBE2 4.5 22.00 22.05 22.10 22.15 22.20 22.25
NB 4.5 22.30 22.35 22.40 22.45 22.50
12. BFB12 BFBE2 BFBE2 22.50 22.55 22.60 22.65 22.70 22.75
22.80 22.85 22.90 22.95 23.00
13. BFB13 BFBE1 BFBE1 23.00 23.05 23.10 23.15 23.20 23.25
23.30 23.35 23.40 23.45 23.50
14. BFB14 BFBE1 BFBE2 6.0 23.50 23.55 23.60 23.65 23.70 23.75
NB 6.0 23.80 23.85 23.90 23.95 24.00
15. BFB15 BFBE2 BFBE2 24.00 24.05 24.10 24.15 24.20 24.25
24.30 24.35 24.40 24.45 24.50
rt 2
PART II
DESIGN OF FOUNDATIONS
3.5.12 Introductory
Side bearing foundation are now generally adopted for OHE structures.
Pure gravity foundations are however still used for fixed base portals, new
banks and where the soil has a very poor bearing capacity. In the design
of side bearing foundation top 0.5 m layer of soil is considered to be
ineffective in resisting side pressures. The block is assumed to rotate
about its center causing pressures on the sides as well as base. The
variation of pressure on the sides and base is assumed to be linear. The
pressure imposed should be within the safe bearing capacity of the soil. A
typical side bearing foundation with pressure on its base and sides is
given in Fig. 3.5.34.
A S S U M E D L O O S E S O IL
U P T O 0 .5 M E T E R P1
h
P2
P3
Z
a
F I G .3 .5 .3 4
When the width of the embankment is such that the distance e in Fig
3.5.34 is less than 0.3m side gravity foundation as per Fig. 3.5.35 is used.
In the case only one side of the foundation, towards the track is assumed
to be effective in resisting the overturning moment, in addition to the base.
C
ASSUMED LOOSE SOIL
h N
H
n
Z
a
FIG.3.5.35
i)Black cotton soil when loaded in dry condition has a bearing capacity
of 16,500 kg/m2,
ii)When black cotton soil is wet, It swells and the swelling pressure may
be of the order 16,500 kg/m2, When dry the soil shrinks and
shrinkage cracks may extend to 3 m below ground level.
The depth of black cotton soil foundation is therefore about 3.0 m so that
the base of foundation is free from violent swelling and shrinkage. The
foundation is so designed that the pressure on the base is within 16,500
kg/m2 and is checked for uplift pressure of same magnitude. In
considering the uplift the weight of an Inverted frustum of a pyramid of
earth making an angle of 30 with the vertical is assumed to resist uplift. A
typical black cotton soil foundation is shown in Fig .3.5.36
2.5
2.8
0.3
1.5
1.3
0.1
0.9
0.7
0.1
max. 2.3m
FIG.3.5.36
This is used in black cotton soil which remain dry in summer and
becomes wet in monsoon season. This soil swells in wet
conditions.
5. Wet black cotton soil Foundation
This is used in black cotton soil which remains wet through out the
year.
Consider the foundation black as above and let the foundation rotate
about a point w. If RR1 is an horizontal through w then the soil
pressure on the sides will be changing from one face to the other
opposite. The pressure distribution shown in the figure are either
triangular or trapezoidal.
Hypothesis:
A
N B
L O O S E S O IL
P1
C F
P1
X
R W H
h
R1
h1
Y
Z
B1
L
P2 O
P3
b
F I G .3 .5 .3 7
Design calculation
Bending moment = m
Distance of the point of application of the force on the mast for which
bending moments is m = A. Hence, horizontal force at that height = x =
m/A.
The bearing pressure P1, P2 & P3 and their respective distances x, y and z
are indicated in the figure. There can be two cases namely
i) Resultant of all the vertical and horizontal forces passes outside the
middle third of the base.
ii) Resultant of all the vertical and horizontal forces passes within
middle of the base.
1 1
X = bP1 x bP2 y (1)
2 2
1
N= bP3 Z (2)
2
1 X 1 1 a Z
X (A + H) = bxP1 h1 bY 2 P2 + bZP3
2 3 6 2 2 3
h m h
M = X ( A + H ) 1 = A + H 1
2 A 2
Xh1 1 X y a Z
Therefore M = = bxP1 h1 bY 2 P2 + N (3)
2 2 3 6 2 3
P1 P2 P3
By the second hypothesis = = = (4)
X Y Z
2N
From equation (2) above we have P3 =
bZ
1 1
From equation (1) above X = bP1 x bP2 y
2 2
1
= b(P1 x P2 y )
2
or (X Y) = X Z2 / N h1
Solving for the value of X and Y form this equation as well as equation (5)
above we have
1 XZ 2
X = h1 +
2 Nh1
1 XZ 2
Y= h1
2 Nh1
N XZ 2
P1 = h1 +
bZ 2 Nh1
N XZ 2
P2 = h1
bZ 2 Nh1
2N
P3 =
bZ
Putting these values of P1, P2, P3 & X Y in equation (3) above we have
2 3 3
Xh hN XZ 2 1N XZ 2 1N XZ 2 a Z
M+ 1 = 1 2 h1 + h1 + h1 + N
2 4Z Nh1 24 Z 2 Nh1 24 Z 2 Nh1 2 3
h3 a Z
On reduction we have M = N 1 2 +
6Z 2 3
3
M a h
Or Z 3 + 3 Z 2 1 = 0
N 2 2
N 2 2
Nh1 X
P1 = 2
+
bZ bh1
Nh1 X
P2 = 2
bZ bh1
2N
P3 =
bZ
A
LOOSE SOIL
GROUND LEVEL N B
W
P1
C F
CONSOLIDATED
GROUND LEVEL X
h1
R H
h
R1
Y
P2 O B1
L
P3
b
FIG.3.5.38
1 1
X = bP1 x bP2 y (1)
2 6
1 2Z a
N= bP3 a (2)
2 Z
Xh1 1 x 1 Na 2
+ M = bP1 x h1 bP2 y 2 + (3)
2 2 3 6 6(2Z a )
From the second hypothesis:
P1 P2 P3
= =
x y z
P3 x P3 y
or P1 = and P2 = (4)
z z
2 NZ
P3 = (5)
ab(2Z a )
Putting the values of P1 and P2 from (4) and (5) in (1) we have
x=
bP3 2
(
x + y2 = ) (
N x2 y2 )
2Z (2Z a )a
x(2Z a )a
or x 2 y 2 =
N
As x+y = h1
1 x(2 Z a )a
x= h1 +
2 Nh1
1 x(2 Z a )a
y= h1
2 Nh1
N x(2Z a )a Nh1 x
P1 = h1 + = +
ab(2Z a ) Nh1 ab(2Z a ) bh1
N x(2 Z a )a Nh1 x
P2 = h1 =
ab(2 Z a ) Nh1 ab(2 Z a ) bh1
Putting these values of P1, P2, P3 from (5) above and x and y above in
equation (3) we have
x(2Z a )a
2
Xh1 1 N
+ M = h1 h1 +
2 4 a(2Z a) Nh1
x(2 Z a )a
3
N
h1 +
24a (2 Z a ) Nh1
x(2 Z a )a
3
N Na 2
1
h +
24a (2 Z a ) Nh1 6(2 Z a )
On reduction we have,
h1
3
a2
M = N +
6(2 Z a )a 6(2 Z a )
h13 + a 3 a
or Z = N +
12 Ma 2
This gives the value of Z. The final equation for soil pressure are:
Nh1 X
P1 = +
ab(2 Z a ) bh1
Nh1 X
P2 =
ab(2 Z a ) bh1
2 Nz
P3 =
ab(2 Z a )
For bending moments parallel to the track, only check for stability is done
as follows:
When the embankment profile is such that the slope intercepts the
foundation block or where there is not adequate shoulder width on the
outside of the side bearing foundation block trapezoidal gravity type
foundation block is used.
a1
S U
W
N
E
n
P H
g g1
z1
O L
P3
Z
a
FIG.3.5.39
a + a1
P= bH x (the weight of the concrete per unit volume)
2
Ms
Hence, 1 should be satisfied.
M0
2N
P3 = Where N = P-V
bz
M Pg V1 a1
z = 3(a n ) Where n= and
N N
M= UH
Therefore,
Pg V (a a1 ) UH
z = 3 1
N
a1
W U
g g1
z1
b
PO
P3
FIG.3.5.40
2N 2N
P0 = (3Z1 a ) and P3 = (2a 3Z1 )
a 2b a 2b
Where
UH
Z1 = a n
N
3.5.16 Notes on Design and Execution of Foundation in Black
Cotton Soils
A. Design
Type and size of foundation block for masts carrying over head
equipments in block cotton soil is given below.
3. Bearing pressure;
i) The bearing pressure of soil shall be taken as per test result when
the soil is dry. Foundation block designed on this bearing pressure
has to be adopted if on excavation the soil is found to be dry.
4. Design checks:
i) The foundation block is safe for safe bearing pressure for the
direct load and bending moments to which the mast is subjected
to with all the necessary check for stability against overturning
etc.
TOP OF FOUNDATION
O.H.E. MAST
1.35m
0.1m
0.4m
A2
6mmDIA M.S. ROUNDS 10 NOS. WITH
SUITABLE BINDERS OF 6mmDIA 3 NOS.
A1
A2
A1
B2
B1
FIG.3.5.41
ii) Test for stability against uplift due to swelling pressure of wet
soil normally equal to safe bearing pressure. For this purpose
the weight of the earth as per the following sketch can be
assumed to act against uplift.
EARTH
B
SECTION ON 'AB'
C D
A EARTH
5. Reinforcements
The size and shape of the foundation block for a normal mast in
tangent track may be as indicated in Fig. 3.5.41.
B. Execution at site
1. Period of Execution:
The foundation in black cotton soil shall be done only in dry season;
preferably starting from the middle of dry season and should be
finished before the monsoon sets in. Excavation should also be
avoided during occasional rains in the dry season. As it is necessary to
excavate and finish the concreting when the soil is absolutely dry care
should be exercised to protect the partly excavated foundation, against
sudden wet spells by suitable means.
3. Placing reinforcements:
GREEN CONCRETE
FIG.3.5.43
4.
Subsoil Water within 3.0 meters of ground level:
In normal case the mast is grouted in the core hole with M 15 mix of
concrete. This makes removal of mast difficult.
In sand core foundation, the core hole is filled with perfectly dry sand and
well packed with Bitumen sealing at the top. For details of sand core
foundation RDSOs Drg. No. ETI/C/0012/69 may be referred.
This type of foundation is not used for portals and location having bending
moment more than 5000 kg. m. The top of sand core foundation should
always be kept above ground level.
This para deals with the calculation of bending moments and reactions
generated on the base of portal due to various loads acting on the portal.
When the wind blows parallel to track though there is no load coming on
overhead equipment, considerable load acts on uprights, boom and drop
arms.
Step by step method of arriving at the Bending moment and vertical loads
are indicated below.
Deviation
Radial tension = X tension
span
Since the portal spans many tracks, for calculating the deviations a
reference track is considered and deviations of overhead equipment on
both sides are calculated separately. Deviation of the track itself due to
curvature is given by 4 x versine.
Wind acting on drop arms and overhead equipment constitutes this load.
The wind is assumed to be blowing in the direction in which the resultant
radial tension is acting.
This is due to
M=PxL
P = Total weight
= weight of overhead equipment + weight of bracket + man with kit
L = lever arm
M M M
N N N W IN D
B
A FIG .3.5.44
M
P
F IG .3 .5 .4 5
L
P RA A
RA
b
m N
B RB
FIG .3 .5 .4 6
B C
HA A D HD
MA MD
VA VD
FIG.3.5.47
P = Vertical load
M = Total horizontal load at catenary level
N = Total horizontal load at contact level
bRA PL Mm Nn = 0
PL + Mm + Nn
RA =
b
bRB + N (b n ) + M (b m ) = PL
PL N (b n ) M (b m )
Equivalent load at B = RB =
b
Step 6: Calculation of moments and reactions (MA, MD, HA, HD, VA &
VD)
Total direct load = total vertical load (VA or VA) + dead weight + dead
weight of all the components coming on the design leg = P.
E LE V A TIO N
TR A C K
PLA N
FIG .3 .5 .4 8
Step 8
Using the above values of bending moment and load the stability of
foundation is checked as follows. Formulae for checking gravity
foundations are adopted.
Let this be N
Eccentricity at XX axis e =
N 6M XX
P= +
AB BA2
A
Z= e
2
For bending moment Myy parallel to track only check for stability is done as
follows:
NB
Stabilizing moment =
2
NB / 2
Factor of safety for stability = > 1. 0
M YY
(B + C ) A
Volume of concrete = H
2
2.4 + 1.0
= 1.7 2.0 = 5.78 m3
2
C = 1.0
H = 1.7
B = 2.4 A = 2.0
TO TRACK TO TRACK
FIG .3.5.49
The resultant can fall within the middle third or middle half of the base
foundation. In this case if falls within middle third (i.e.) e = 0.299 < 0.333.
Hence, the foundation is stable.
19903 6 5953
= + = 4146 + 3721 = 7867 < 8000
2.4 2.0 2.4 2.02
Hence, safe.
2N A
P= < 8000 Kg/m2, Where Z = e
3Bz 2
19903 X 2.4
Stabilizing moment = = 23883 kgm
2
23883
Factor of safety against overturning = = 6.75 > 1.0
3536
Hence, safe.
It is apparent from what has been gone through so far that there are
several types of Mast/Portal with different loading, altered by types of
conductor used (copper or aluminium etc.) and also used in different wind
pressure zones, with different spans and located inside or outside the
curve with the degree of the curve varying from location to location. The
structure to be used for the loading at a particular location has to be
decided first before deciding the foundation which also has many varieties
like side bearing, side gravity, New pure gravity, black cotton soil
foundation, the size depending on the safe bearing pressure to be
adopted based on the site conditions. If for each one of these types met
with, the calculations have to be done over and over again by each project
and it would consume tremendous amount of technical man hours.
List of typical RDSOs Employment Schedule are given below for different wind
pressure, different soil bearing capacity and different locations.
EMPLOYMENT SCHEDULE OF OHE MASTS
25. ETI/C/0702 SH-5 B Employment schedule for cantilever mast regulated 20.09.05
OHE caty. 65/cu, cont.107/cu (WP 75 kgf/m2).
Unregulated OHE.
26. ETI/C/0703 SH-1 A Employment schedule for cantilever mast regulated 20.09.05
OHE caty.115/Al, cont.107/cu (WP 75 kgf/m2)
OHE only.
27. ETI/C/0703 SH-2 A Employment schedule for cantilever mast regulated 20.09.05
OHE caty.115/Al, cont.107/cu (WP 75 kgf/m2)
OHE + EW.
28. ETI/C/0703 SH-3 A Employment schedule for cantilever mast regulated 20.09.05
OHE caty.115/Al, cont.107/cu (WP 75 kgf/m2)
OHE + RC.
29. ETI/C/0703 SH-4 A Employment schedule for cantilever mast regulated 20.09.05
OHE caty.115/Al, cont.107/cu (WP 75 kgf/m2)
OHE + EW + RC.
30. ETI/C/0704 B Employment schedule for Tramway type regulated 20.09.05
OHE (WP 75kgf/m2) without EW and without RC.
31. ETI/C/0705 B Employment schedule for Tramway type regulated 20.09.05
OHE (WP 112.5kgf/m2) without EW and without
RC.
32. ETI/C/0706 B Employment schedule for Tramway type regulated 20.09.05
OHE (WP 150 kgf/m2) without EW and without
RC.
33. ETI/C/0707 A Employment schedule for 8 X 8 X 35 lbs BFB 20.09.05
(9.5m long) (WP 150 kgf/m2) for TARE section Gr.
40A only.(Cu OHE)
34. ETI/C/0708 B Employment schedule for 8 X 8 X 35 lbs BFB (9.5 20.09.05
m long) (WP 112.5 kgf/m2) caty 65/cu and cont
107/cu.
35. ETI/C/0709 A Employment schedule for OHE mast overlap 08.08.85
central location with 3.0m implantation.Caty 65/cu
and Cont 107/cu. WP 75 Kgf/m2
36. ETI/C/0710 A Employment schedule for OHE mast (9.5m)overlap 08.08.85
central location with 3.0m implantation. Caty 65/cu
and Cont 107/cu WP 112.5 kgf/m2.
37. ETI/C/0711 A Employment schedule for OHE mast(9.5m) overlap 08.08.85
inter location with 3.0m implantation. Caty 65/cu
and Cont 107/cu. WP 75 kgf/m2.
38. ETI/C/0712 A Employment schedule for OHE mast(9.5m)overlap 08.08.85
inter location with 3.0m implantation. Caty 65/cu
and Cont 107/cu. WP 112.5 kgf/m2.
39. ETI/C/0713 B Employment schedule for 9.5m long 20.09.05
200X200X49.9 kg mast Caty 65/cu and Cont
107/cu, WP 75 kgf/m2.
40. ETI/C/0714 B Employment schedule for 9.5m long 20.10.05
200X200X49.9 kg mast Caty 65/cu and Cont
107/cu, WP 112.5 kgf/m2.
41. ETI/C/0715 A Employment schedule for OHE mast(9.5m) overlap 08.08.85
anchor location with 3.0m implantation .Caty 65/cu
and Cont 107/cu WP 75 kgf/m2.
42. ETI/C/0716 A Employment schedule for OHE mast(9.5m) overlap 08.08.85
anchor location with 3.0m implantation. Caty 65/cu
and Cont 107/cu.WP 112.5 kgf/m2.
43. ETI/C/0717 SH-1 A Employment schedule for OHE mast (9.5m)wind 21.09.05
pressure 112.5 kgf/m2 for composite OHE
(1000+1000) kgf tension. OHE only.
44. ETI/C/0717 SH-2 A Employment schedule for OHE mast (9.5m)wind 21.09.05
pressure 112.5 kgf/m2 for composite OHE
(1000+1000) kgf tension. OHE + EW.
45. ETI/C/0717 SH-3 A Employment schedule for OHE mast (9.5m)wind 21.09.05
pressure 112.5 kgf/m2 for composite OHE
(1000+1000) kgf tension. OHE + RC.
46. ETI/C/0717 SH-4 A Employment schedule for OHE mast (9.5m)wind 21.09.05
pressure 112.5 kgf/m2 for composite OHE
(1000+1000) kgf tension. OHE + EW+RC.
47. ETI/C/0718 - Employment schedule for OHE mast (9.5m)wind 19.05.84
pressure 112.5kgf/m2 with 3.0m implantation
composite OHE(1000+ 1000)kgf tension. overlap
anchor location.
48. ETI/C/0719 - Employment schedule for OHE mast (9.5m)wind 19.05.84
pressure 112.5 kgf/m2 with 3.0m implantation
composite OHE (1000 + 1000) kgf tension overlap
central location.
49. ETI/C/0720 - Employment schedule for OHE mast (9.5m)wind 19.05.84
pressure 112.5kgf/m2 with 3.0m implantation
composite OHE (1000 + 1000) kgf Tension
. overlap inter location.
50. ETI/C/0721 SH-1 - Employment schedule for regulated OHE mast 26.08.86
(9.5m) wind pressure 75kgf/m2 for composite OHE
(1000+1000) kgf tension. OHE only.
51. ETI/C/0721 SH-2 - Employment schedule for regulated OHE mast 26.08.86
(9.5m) wind pressure 75kgf/m2 for composite OHE
(1000+1000) kgf tension. OHE + EW
52. ETI/C/0721 SH-3 - Employment schedule for regulated 26.08.86
OHE mast (9.5m) wind pressure 75kgf/m2
for composite OHE (1000+1000) kgf
tension. OHE + RC
53. ETI/C/0721 SH-4 - Employment schedule for regulated 26.08.86
OHE mast (9.5m) wind pressure 75kgf/m2
for composite OHE (1000+1000) kgf
tension. OHE+EW+RC
54. ETI/C/0722 - Employment schedule for regulated 01.09.86
OHE mast (9.5m)wind pressure 75
kgf/m2 for composite OHE with extra
setting distance. overlap anchor location.
Masts are arranged as far as possible in the same line parallel to the track
and transverse to the track. Normally, no structure is to be located
between any of the running tracks.
CL OF TRACK
CL OF TRACK
9.0 m 9.0 m
FIG.3.6.1(i)
13.5 m
FIG.3.6.1(ii)
If both the structure mentioned are anchor structures and both anchors fall
between the structures they should be staggered by 18 m. See Fig. 3.6.1
(iii).
CL OF TRACK
CL OF TRACK
18.0 m
FIG.3.6.1(iii)
If one of the structure is an anchor structure and the anchor falls away
from the structures and the out of run equipment runs close to the second
structure, the spacing of structures should be such that sufficient working
clearance is available between the overhead equipment and the second
structure. Cut in insulators or special anchor arrangements may be
adopted in special cases. See Fig. 3.6.1 (iv).
9.0 m
FIG.3.6.1(iv)
CL OF TRACK (MAIN)
CL OF TRACK (MAIN)
CL OF TRACK
4.5 m
FIG.3.6.1(v)
Masts shall not be located opposite trolley refuges, very close to culverts,
subways and on bridges of lengths less than 50 m.
FIG.3.6.1(vi)
Masts must be located sufficiently far away from level crossings and back
of abutments of bridges. The distance between the structure and the
border of the level crossings/abutment should not be less than 10 m.
1. Tangent track
The standard setting i.e. the normal distance from face of the mast
traction structure to the centre line of tangent track shall be 2.80 m as
per items (c) & (d) in Clause-II (iii) of Chapter-1 of Railway Boards
letter no. 80/WDO/SD/10 dt.03.06.2003 issued with an advance
correction slip No. 17 to B.G Schedule of Dimension.
Setting distance at bridges etc. should be fixed with the approval of the
Chief Electrical Engineer of the Railway concerned. In case of portal
uprights, legs carrying more than one overhead equipment and head-
span structures, the setting is normally not less than 3.00 m.
2. Curved track
Normally, the standard setting distance on main lines on curves should not
be less than the value given below:
a) On outside curves Standard settings
i) Radius of curvature
greater than or equal to 875 m 2.8 m
b) On inside curves
i) Radius of curvature
greater than or equal to 3500 m 3.20 m
In the case of structures with counterweights the term setting refers to the
minimum distance of the counterweight from the track centre in the worst
condition. For this purpose, the displacement of the counter weight due to
wind transverse to the track is assumed as 50 mm.
4. Platform masts
The setting distance of structures on platforms should not be less than 4.75
m. As far as possible, the structures are to be located in line with other
structures already existing on the platform and should be of minimum
possible dimension and fit in with the architectural pattern prevailing in the
vicinity. Location of structures opposite to public entrances, exits, staircases,
gangways etc. shall be avoided. No live conductor shall run over the platform.
The visibility of signals should be taken into consideration while deciding the
setting of the structure in the vicinity of signals. The following principles are to
be observed.
ii) Where approach signal is provided and for signals other than distant
signals
The minimum setting distance of structure before the signal shall 4.02,
3.80, 3.55, 3.35, 3.20 and 3.05 m for distance upto 60 m, beyond upto
125 m, beyond and upto 170 m, beyond and upto 215 m, beyond and
upto 250 m and beyond and upto 310 m respectively.
The minimum setting distance of structures before the signals shall 3.80,
3.55, 3.35, 3.20 and 3.05 m for distances upto 70m, beyond and upto
130m, beyond and upto 170m, beyond and upto 215m and beyond and
upto 280m respectively.
Setting distance may be reduced for starter signals of loop lines and
yard lines. The setting can be reduced in special cases, conforming to
Fig.6 to 9 of RDSO revised Drg. No. ETI/OHE/G/00112.
Colour light signals located between tracks
Drop arms of portals should also not normally be located in the lane where
signals are located at least for a distance of 600 m before the signal.
Where this is not possible for any reason, the signal should be mounted
on an offset bracket. In addition, a special study should be made in each
such case in respect of three drop arms before the signal to see whether
the drop arms can be offset from the centre line of the lane in a direction
opposite to the arms. Reduction in the signal height must also be
examined.
The minimum setting of structures before the signal should be 3.35, 3.20
and 3.05 m for the first, second and next three structures respectively,
starting with the first structure from the signal. For details RDSOs Revised
drawing number ETI/OHE/G/00112 may be referred.
Bracket Tube
- Standard 38 29.9
- Large 49 40.9
Depending upon the suspension distance, the size of bracket tube i.e
standard or large to be used is selected form relevant employment
schedule. Size of stay arm tube and register arm tube, which are
designated as small tubes, is same for all locations.
Free length available on the bracket tube beyond the catenary suspension
bracket shall be at least 150 mm to facilitate adjustment.
Length of stay tube shall be such that at any location its adjuster is free for
adjustments for a minimum of 90 mm on either side.
In case of curved track, where the rail level is raised or the super-elevation
is changed due to strengthening of the track structure, the pantograph axis
will also get shifted. If this shift is not within the adjustment limit already
available on the bracket assembly, new cantilever may have to be
provided ensuring that the contact wire stagger is within prescribed limits
at all points.
For overlaps, turnouts, cross overs diamond crossings more than one
cantilever are required to be provided on the same side of structure. The
cantilever may be symmetrical on either side (0.50 m on either side) or
asymmetrical (0.65 m on one side and 0.35 m on the other side).
3.8.1 Suspension
All switching stations have gantry with two or more main vertical supports.
Cross feeders are provided on the gantry to connect the various sections
of the overhead equipment through jumpers. The general arrangment is
shown in RDSOs Drg. No. ETI/OHE/G/05121, Sheet No.1, Mod-C & Drg.
No.ETI/OHE/G/05121 Sheet-3. Tension in cross feeders shall be 100 kgf
at 400 C in still air.
3.8.4.1 Setting distance
The maximum span is restricted to 30m. In station areas, where this type
of overhead equipment runs side by side with conventional OHE with
contact and catenary wires,the maximum span can be increased to 31.5m.
3.9.3 Tension
The tension in the wire is 1250 kg at the mean temperature of 350C for
107 mm2 contact wire.
Higher tension than that for normal overhead equipment is adopted to limit
the mid-span sag and in-span slope of contact wire.
The tramway type OHE cannot be used for turn-outs taking off from main
running lines equipped with high speed conventional OHE, as the rate of
fall in gradient of unsupported contact wire would not match with that of
conventional OHE and would decidedly be a risk leading to entanglement
of pantographs of main line high speed locomotives. Even for wiring of
cross-overs between two tracks, the location of section insulator would
present difficulties. In such a case it would be preferable to use
conventional overhead equipment. For these reasons, the OHEs for the
loop lines taking off from main high speed tracks have to be compulsorily
equipped with conventional OHE.
---
CHAPTER 10
BOOSTER TRANSFORMERS AND LT SUPPLY TRANSFORMERS
The distance between the booster transformer gantry mast and the centre
line of track is 3.5 m, minimum.
The distance between the booster transformer support mast and the
nearest overhead equipment mast shall be minimum 3m in case there are
no cross feeders and 4m minimum with cross feeders.
The return conductor shall normally be run on the traction mast on the
same side as the overhead equipment. The general arrangement is shown
in RDSOs Drg. No. ETI/OHE/G/05307.
Clearance: The clearance between the return conductor and the overhead
equipment must not be less than 400mm under worst conditions. The
static and dynamic clearance to any part of the return conductor form a
fixed earthed part must be 150mm and 80mm respectively.
3.11.1 Scope
This code shall apply to 25 kV, ac, 50 Hz single phase traction system and
covers the requirements for bonding and earthing of overhead equipment
masts, structures and associated rails of railway track. The bonding and
earthing at traction substation including feeding post, switching stations,
booster transformer stations, 25kV/240 V auxiliary transformer stations
and switching gantry as well as Signalling and telecommunication
equipments are beyond the scope of this CODE.
3.11.2 Definitions
14. Wired track means a track provided with 25kV, ac, 50 Hz single
phase overhead equipment.
3.11.3 Bonding
In station yards or elsewhere, where a track is not wired for its entire
length, it shall be deemed to be wired for a distance of up to 50m beyond
the traction mast at which the overhead equipment has been terminated.
Rail-bond and one cross-bond shall be provided for a distance of up to 50
metres beyond the last traction mast.
All traction rails of loco shed and loco/EMU stabling sidings shall be
provided with cross-bonds at distances of not more than 100 m apart.
Further; all sidings and/or dead ends, whether wired or not, shall be
connected by rail bonds. The rails on wooden or concrete
sleepers/supports in loco/EMU inspection pits shall be provided with rail-
bonds for the entire length of the pit and also up to a length of 50 m on
both sides and connected to an earth.
3.11.13 Bonding of Rails in a Tunnel
In a tunnel all the traction rails shall be provided with rail-bonds not only
over the entire length inside the tunnel but also for a length of 50 m on
both sides outside the tunnel. Besides, a cross-bond shall be provided
between the traction rails at either ends of tunnel.
All the traction rails shall be provided with cross-bonds at only one
location which shall be within 5 m from either of the transverse edges of
the level crossing.
ii) Both the rails of the siding or secondary loop line shall be
provided with longitudinal-bonds. Besides, transverse-bonds
shall be provided between the rails at distances not exceeding
30 m apart.
iii) The rails of the siding or secondary loop line shall be connected
to an earth at both ends immediately outside the neutral zone.
3.11.23 Drawings
The drawings issued by RDSO in connection with the practices
prescribed in this CODE are listed below:
Annexure 1 Single rail track circuit & Double rail track circuit.
Impedance Bond
3.12.1 Purpose
120 m
FIG.3.12.1
Stations with loop line: The first loop line adjacent to the main line is
normally designed to be in the same elementary section as the main line,
refer Fig. 3.12.2. No sectioning is, therefore, required between the main
line and the loop line. Only where there are a group of loop lines of two or
more, sectioning should be provided to include the loop lines into an
independent elementary section. In case of large number of loop lines, the
chances of damage to the overhead equipment being more they should
invariably be isolated to keep the main line operative.
CL OF STN.
120 m
120 m
FIG.3.12.2
CL OF STN.
850 m 120 m
120 m 850 m
FIG.3.12.3
Stations with emergency cross over and no loops: The emergency cross
over enables diversion of train from up track to down tracks and vice-
versa. Trains coming on the wrong track can also be taken back to the
correct track, with the help of the emergency cross over. Isolation at these
stations should be as shown in Fig. 3.12.3, so that the longest train can be
pulled beyond the cross over before backing. It is advisable to locate the
advance starter sufficiently away from the cross over so that it is possible
to accommodate the longest train between the emergency cross over and
advance starter. Otherwise provision has to be made in the station
working rules for shunting of trains beyond the advance starter.
Stations provided with emergency cross over and no loops: The isolation
arrangement shown in Fig. 3.12.4 and 3.12.5 is adopted. Where space is
available, the insulated overlap and the isolator should be provided
between the points A and B as shown in Fig. 3.12.4. Otherwise, the
insulated overlap should be provided before the point and a section
insulator provided on the loop line as indicated in Fig.3.12.5.
CL OF STN.
850 m 120 m
B
A
120 m 850 m
FIG.3.12.4
CL OF STN.
850 m 120 m
120 m 850 m
FIG.3.12.5
Stations having one or more common loops on the same side of a track:
Generally the common loop is situated on one side of the main line. Such
a common loop can be electrically connected only to the adjoining main
line. Stations with such a common loop also have a facing cross-over
which can be used for diversion of trains from one line to the other without
reversing. The sectioning should permit diversion of trains from one line to
the other in both the directions. The sectioning given in Fig. 3.12.6 would
meet these requirements.
CL OF STN.
120 m
B
A
120 m
120 m
COMMON LOOP
FIG.3.12.6
C
L OF STN.
120 m
B
A
120 m
COMMON LOOP
120 m
FIG.3.12.7
B
120m A
120m COMMONLOOP
C
L SSP O/L (ONLY)
FIG.3.12.8
Common loop situated in between the two main lines: If the common loop
is between the two main lines the common loop can be connected to the
up or down line through a pair of interlocked isolators. The scheme is
indicated in Fig.3.12.9.
CL OF STN.
120 m
COMMON LOOP
FIG.3.12.9
Sectioning for loco sheds and major yards: A separate feeder may be
provided to feed overhead equipment of major yard/loco shed. The feeder
shall be provided with a circuit breaker of its own to isolate faults on the
OHEs of the yard/locoshed without affecting the main line.
Major yards are normally separated as Up and Dn yards. Each yard again
is subdivided as reception yard, dispatch yard, sorting yard, Marshalling
yard etc. These yards if electrified must be electrically independent of
each other. Each yard, if it consists of more than four lines each, may be
electrically divided into two or more elementary sections consisting of
groups of 3 to 4 lines each. Each elementary section is fed through an
isolator from a bus connected to the yard interruptor in such a way that
interruption to any elementary section causes minimum upset to the yard
working.
Take off from main line: The power supply from single line section at the
take off point (from main running line) must be made with duplicate
source. This would provide power supply all along as shown in Fig.
3.12.10.
UP MAIN
DN MAIN
SINGLE LINE
FIG. 3.12.10
If at take-off point any switching station exists, the power supply is such
cases may be ensured by provided an interrupter at switching station for
the single section.
Station with single/ double loop lines: The loop lines/ lines is/are to be
isolated by providing an insulated overlap on the main line and a section
insulator assembly on the loop line keeping the provisions mentioned
earlier for protection of the isolated section by a stop signal. The
arrangements are shown in the following two Fig. 3.12.11 and 12.
FIG. 3.12.11
S.S
FIG. 3.12.12
120m
120m
S.S
FIG.3.12.13
3.13.1 Introductory
2. An insulated joint in the rails of the track shall be provided to avoid risk
of propagating stray currents.
5. The insulated joints on the rails of the track and the short neutral
sections in the OHE shall correspond with each other at the respective
ends.
6. 25 kV isolators with earthing heels for the OHE and isolating switch
across the insulated joint in the rails and the equipotential line shall be
provided with locks and interlocks as prescribed.
10. The connections of the isolating switches to the rails across the
insulated joint in the rails shall be made with insulated copper cable
(similar to that for discharge/earthing pole assembly for 25 kV ac
traction) which shall be connected to both rails. The connection of
joints shall be by means of copper rivets.
11. Two bonds shall be hung on catenary wire to indicate the limits of the
loading/unloading zone.
3.13.4 Precautions
3. During operation for electric traction, the continuity of the OHE and the
rails of the siding/loop shall be maintained after the equipotential line
between the relevant track and petroleum siding facilities is opened.
C
L TRACK
<15mCL <15mCL
A E
E OF MAST OF MAST
E
E
J J
O.H.E
E E
L LOADING/UNLOADINGZONE
C D
TO
LEGEND:-
{
PETROLEUMINSTALLATION
EQUIPOTENTIAL LINK L 1. TRACTIONMAST WITHSTRUCTURE BOND.
NORMALLY OPEN
2. TRANSVERSE BOND.
J
3. INSULATEDJOINT ONRAILS.
5. EARTHELECTRODE. E
SKETCH No.
6. EQUIPOTENTIAL LINK L
ETI/OHE/SK/530,SH. 1, 7. 25 KV ISOLATOR C AND D WITHEARTHINGHEEL
MOD.- A, PAGE -1 8. ISOLATINGSWITCH A AND B ACROSS INSULATED
JOINT ONRAIL.
Notes
3. The 25 kV isolators for the OHE viz. isolators (C) and (D) and the
isolating switches across insulated joints on rails viz. isolating switches
(A) and (B) and the equipotential link (L) shall be so interlocked that
their sequence of opening and closing are as indicated below:
SKETCHSHOWINGARRANGEMENTSOF25KV,
A.C. OHEFORPETROLEUMDEADENDSIDDING
ELECTRIFIED BWA
TRACK
TOE
F.P.
UP
DN
E O.H.E
P.O.L.DEAD
ENDSIDING
FTA
ETI/OHE/SK/578
The actual site location of the railway track all along the route has so far
been approximately indicated by numbering of the telegraph posts. But
with electrification the overhead communication line running parallel close
to the track are replaced with underground screen cable. As for many
purposes the overhead equipment site location has to be correctly known,
particularly for maintenance and also in accident/breakdown situations,
therefore, the overhead equipment mast have to be numbered to indicate
their position i.e. kilometerage and the location within the kilometerage, of
.the route. The mast number is also used for identification of the section of
the overhead equipment and the line to which it belongs. There will
normally be 15 to 18 masts in a kilometer post. The number is in two
parts, the kilometer being shown above the line and the mast serial
number below the line. For example (70/1) indicates the first mast from
kilometer post no 70 on the up line. In times of accident, if the first Railway
person reaching the spot reels out the numbers of masts affected, over
the control line or any other means of communication, the overhead
equipment depot can arrange to send the correct relief material and avoid
much confusion/time delay in restoration.
All traction masts on the Up track are given odd numbers i.e 75/1, 75/3,
75/5 etc. and masts on the Down track even numbers i.e. 75/2, 75/4, 75/6
etc. 1 and 2 are the serial number of the masts immediately after every
kilometer post. Numbering is done progressively in the direction of
increasing kilometerage as shown in Fig. 3.14.1.
Since the overhead equipment masts on Up and Down line are normally
located opposite each other, the mast numbers 1 & 2 will be in one line
opposite each other. Similarly mast numbers 3 & 4 will be in one line and
so on.
In case the spans on the Up and Down lines are not equal and the masts
are not in one line, the masts are numbered in such a way that the higher
serial number does not occur at a lower kilometerage (see Fig. 3.14.1).
75/1 75/3 75/5
UP
DN
UP
DN
UP
DN
Km. 75
FIG.3.14.1
1015 1023 6025
X-15
UP
75/8
DN
75/10 75/14 75/16 75/18 75/20
75/2 75/4
1008 1010 1014 1022 1028
1002
3006 3012
FIG.3.14.2
3.14.4 Multiple section
3.14.6 Portals
In case of a portal the upright of the portal nearest to the main track is
given a number in 2000 series, the other upright of the portal is given a
number in the 3000 series. In case of three leg portals the farthest leg
from the main track is given a number in the 4000 series.
In case the portal is covering both Up and Down main lines as well as the
loops and sidings, the numbering shall be as for the main line tracks
irrespective of the fact that it also covers the loops.
The uprights of portals in Up yard shall have odd number i.e. 2001-3001,
2003-3003 etc. and the up-rights in the Down yard even numbers i.e
2002-3002, 2004-3004 etc.
3.14.7 Headspan Mast
Procedure for numbering the mast of a head span is the same as that for
portals detailed in preceding paras except that the masts of the head
spans are given numbers in 5000, 6000, 7000 series.
All masts on branch line taking off from the main line are to be given a
prefix letter indicative of the branch line status of the mast. For example
Pradhankanta Pathardih which takes off from the main line at
Pradhankanta is given to prefix letter P which is indicative of Pathardih
viz. 70/14 P.
Masts at the switching station are numbered with the station code of the
switching station for example KGP/1 means Kharagpur switching station,
mast No. 1.
CHAPTER - 15
NUMBERING OF EQUIPMENT
3.15.1 General
EHV (220/110/66 kV) circuit breakers are given two digit numbers
progressively increasing in the direction of increasing kilometerage
starting from 01. For example, the first high voltage circuit breaker is
numbered as CB/01 and subsequent ones as CB/02, CB/03.
25 kV circuit breakers are given three digit numbers odd numbers e.g.
CB/101, CB/103, CB/105 etc. for feeder breakers and even numbers
CB/100, CB/102, CB/104 etc. for transformer circuit breakers. The serial
number of transformer and circuit breaker also follow geographical
sequence within a substation/feeding post, Lower number is given for the
equipment connected at lower kilometerage and higher number for the
equipment connected to the higher kilometerage.
3.15.4 Interrupters
Elementary section for main line is given a number beginning with the
serial number of interrupter which feeds it (see Fig. 3.15.1).
The first two/three digits of the number for an elementary section indicate
the governing interrupter and last two digits indicate the progressive serial
numbers.
This serial number for the Up line are odd numbers starting with 01 for
example 3401, 3403 etc. and even numbers for Down line starting with 02
such as 3502, 3504 etc.
Yard elementary section: The elementary section number of yard lines
starts with the number of the isolator controlling the feed of the line with a
prefix X. For example if an isolator having number 118 controls the feed
of the lines of the reception yard the elementary section number of the line
is X118.
Elementary section fed from two sides: If the line is fed from two sides
through an interlocked isolator, numbering of the elementary section must
correspond to the isolator number which normally feeds the line.
TYPICAL DIAGRAMSHOWINGNUMBERINGOF CB CB
EQUIPMENTS AND ELEMENTARY SECTIONS 07 08
X-21 TR TR
07 08
21
SS- X-21
CB CB
4001 112 114
SP SP
FORYARD 112
BC
114
07
AT AT
47 48
S.P S.S.P SP SP
113A 115A
Km. 256/294.50 Km. 274/268.50
BX
CB CB
07
113 115
SP SP
113B 115B
BM BMBM BM
BM/37 SM/51 BM/40 SM/53
43 44 45 46
PT PT PT PT
PT/23 PT/24
UVR 26 27 28 29
4003 4001 4303 4301 4601
DN
PT/22 PT/25
TOYARD
BM/39 SM/52 BM/42 SM/54
SECTOR
General Arrangement
OHE
ETI/OHE/G/00112 ETI/OHE/G/04207
ETI/OHE/G/00131 ETI/OHE/G/04208
ETI/OHE/G/00202 ETI/OHE/G/04211
ETI/OHE/G/02102 ETI/OHE/G/04212
ETI/OHE/G/02104 ETI/OHE/G/05101
ETI/OHE/G/02106 ETI/OHE/G/05102
ETI/OHE/G/02108 ETI/OHE/G/05103
ETI/OHE/G/02111 ETI/OHE/G/05104
ETI/OHE/G/02113 ETI/OHE/G/05106
ETI/OHE/G/02116 ETI/OHE/G/05107
ETI/OHE/G/02121 ETI/OHE/G/05106
ETI/OHE/G/02131 ETI/OHE/G/05121
ETI/OHE/G/02141 ETI/OHE/G/05122
ETI/OHE/G/02151 ETI/OHE/G/05123
ETI/OHE/G/02161 ETI/OHE/G/05143
ETI/OHE/G/03121 ETI/OHE/G/05207
ETI/OHE/G/03151 ETI/OHE/G/05308
ETI/OHE/G/03152 ETI/OHE/G/05307
ETI/OHE/G/04201 ETI/OHE/G/05413
ETI/OHE/G/04203 ETI/OHE/G/05522
ETI/OHE/G/04204 ETI/OHE/SK/375
ETI/OHE/G/04205 ETI/OHE/SK/530
ETI/OHE/SK/578
PSI
ETI/PSI/004 ETI/PSI/0212
ETI/PSI/005 ETI/PSI/036
ETI/PSI/006 ETI/PSI/702-I
ETI/PSI/021 ETI/PSI/704-I
ETI/PSI/022
Assembly Component
OHE
ETI/OHE/P/1400 ETI/OHE/P/5500-1
ETI/OHE/P/1410 ETI/OHE/P/6100
ETI/OHE/P/3050 ETI/OHE/P/7501
ETI/OHE/P/5300
Civil
OHE
ETI/C/0026 ETI/C/0076
ETI/C/0048 ETI/C/SK/131
ETI/C/0056 ETI/C/SK/142
ETI/C/0064
PART- 4
Page No.
Chapter 9: Jumpers
SELECTION OF SPANS
4.1.1 General
One of the essential requirements of overhead equipment (OHE) for electric traction
system is that it should permit spark-less current collection at all permissible speeds in
all weather conditions and different conditions of track. On tangent track the contact
wire is staggered alternatively at supports giving a maximum stagger of 200 mm. On
curves it becomes necessary to keep the contact wire at supports slightly away towards
the outer rails so that the contact wire is within a reasonable distance from the
pantograph Center.
The main consideration for selection of span is that the contact wire should be within
the current collecting zone of the pantograph. Factors which affect the determination of
span of overhead equipment are summarized below :
b) Span length: The blow- off increases in proportion to the square of the span
length.
In case of regulated OHE, tension in both catenary and contact wire is kept
constant at all temperatures.
1.05( wp + wq )a 2
dw =
8(T1 + T2 )
Where,
Dw = Blow -off in m.
Wp = Wind load on catenary in kgf/m.
Wq = Wind load on contact wire in kgf/m.
T1 = Tension in catenary in kgf.
T2 = Tension in contact wire in kgf.
a = Span length in m.
Maximum displacement (blow -off + stagger effect) of contact wire under blow-
off condition is affected by the stagger of contact wire at support on tangent
tracks. The contact wire is staggered in a zig-zag manner on either side of the
track center. The maximum stagger at support of an in- running contact wire is
200 mm on either side on straight tracks.
s2
Stagger effect =
4d w
In order to get the maximum displacement of contact wire on the tangent track
the blow-off at mid span is increased by an amount equal to stagger effect.
On curved track, if stagger of the contact wire at adjacent supports is the same,
the maximum displacement of contact wire occurs at mid span and equals the
blow -off. Stagger of contact wire given at support also affects the span length.
In order to maintain the contact wire within the current collecting zone of
pantograph even in worst condition of blow off, the contact wire stagger is
judiciously decided so as to have minimum distance between pantograph axis
and contact wire at mid span, The maximum stagger of contact wire is 300 mm
on curved tracks.
The effect of change in the track level is magnified at the contact wire -
pantograph contact level. The value for this change may be taken as 33 mm.
5. Track slewing
For the purpose of maintenance and for other reasons, the tracks are sometimes
required to be slewed. The effect of slewing of tracks will affect the position of
contact wire from the axis of pantograph. For the purpose of selection of spans,
the effect of track slewing to a maximum of 100 mm may be taken into account.
The half width of Faively AM-12 pantograph used on Indian Railways is 900
mm. While determining the maximum span it is to be ensured that
displacement of the contact wire under dynamic condition i.e. including sway of
pantograph does not exceed 800 mm from the axis of pantograph under
dynamic conditions considered for wind pressure of 75 kgf/m2 and 860 mm
under static conditions for yellow and red wind pressure zones. Movement of
trains (hauled by electric locos) is required to be regulated when the wind
pressure exceeds 75 kgf/m2.While working out the maximum displacement of
contract wire from the axis of pantograph for yellow and red zones the effect of
oscillation/sway of pantograph is not taken into account.
While determining the permissible spans under various conditions, the effect of
parameters listed above must be taken into account and seen that under worst
conditions the contact wire remains well within the current collecting zone of
pantograph.
CHAPTER 2
DROPPER SCHEDULE
The distance between the centerline of the two adjacent supporting masts/structures is
known as span of catenary (or overhead equipment). The maximum span selected for
conventional OHE is 72m. This figure of 72m is reduced in steps of 4.5 m for lesser
spans. The general distribution of droppers for a span is shown in RDSO drawing No.
ETI/OHE/P/00161 and the standard arrangement of dropper assembly is shown in
RDSO drawing No. ETI/OHE/P/1190. The first dropper is always 2.25 m apart from
centerline of support, the second dropper is either 6.75 m or 9m from first dropper
depending upon the length of standard span selected, other droppers are spaced 9m
apart. Sometimes it becomes necessary to go in for non-standard spans as in the case of
girder bridges. In such cases the dropper spacing is judiciously decided and dropper
calculations made.
4.2.2 Methods
There are two methods, by which the length of dropper (distance between axis of
catenary conductor and contact wire) can be worked out, viz. the moment method and
the resultant catenary method.
In this method each point of attachment of the dropper is treated as a point in static
equilibrium and the system is analyzed applying the conditions for such equilibrium.
C C
LOF
LOF
SUPPORT SUPPORT
A B
Pa/2
a Pa/2
T1 T1
Y1
s1
d
B B
H
H
T2 T2
Y2
s2
S2=PRESAGOFCONTACTWIRE
Pa/2
T1
h
O
B/2
pB
FIG. 4.2.1
a = length of span in m.
= w(a-2B)2/8T2
where T2 = tension in the contact wire in kgf.
Let,
Length of dropper (distance between axes of contact wire and catenary conductor) d in
m at a distance X from support A is given by
d = H - Y1 + Y2 (1)
= p x a kg
= Pa/2 kg
B
h = ( pa pB ). (2)
2T1
T1 x h = (Pa/2)B - (pB)B/2
Y1 = h + S1
d = H - Y1 + Y2
by substituting the values of Y1 and Y2 in the above equation we get
Pw w
d = H h ( X B)(a X B) + ( X B)(a X B)
2T1 2T2
B Pw w
d=H ( Pa pB) ( X B)(a X B ) + ( X B)(a X B)
2T1 2T1 2T2
Considering that the tension in catenary and contact wires are same that is T1
= T2 = T, on simplification the above equation we get
P 2w B 2 q Bw
d=H X (a X ) (a B) (5)
2T 2T T
The above equation is for equal encumbrance of overhead equipment at supports and
for same tensions in catenary conductor and contact wire for regulated OHE.
Example
C
L OF C
L OF
SUPPORT SUPPORT
63
1.40
1.40
FIG. 4.2.1(a)
a = 63 m
H = 1.4 m
p = 0.5973 kg/m (weight in kg/m of 65 mm2 cadmium copper catenary)
q = 0.9512 kg/m (weight in kg/m of 107 mm2 copper contact wire)
T1 = T2 = 1000 kgf.
8 x1000 x0.103
w= = 0.18085kg / m, say 0.18kg / m.
{72 (2.25 x 2)}
2
2.25 x0.18
(63 2.25)
1000
T1 RESULTANT
T3 m CATENARY
o
n
A B
T2
FIG. 4.2.2
The exact profile of this fictitious conductor can be found out as follows.
T1 x m = T2 x n or m/n = T2 / T1.
Thus at any point the distance of the fictitious conductor from the catenary and contact
wires is inversely proportional to the tension in the conductors.
Considering that the tension in contact wire and catenary conductor are equal as adopted
by Indian Railways for copper conventional OHE, it can therefore be concluded that the
fictitious conductor assumes a profile, which passes exactly between the catenary and
contact wire.
(X-B)
a
X (a-X)
(X-B)
H/2
B B O'
H
Y2 Y0 S
H/2
H/2
d2
A B
S2
a/2
FIG. 4.2.3
Then, based on the principle of resultant catenary, the resultant catenary will pass
through points 0 and 0', so that with T1 = T2 = T, 0A = 0'B = H/2.
H H PX (a X )
Yo = s =
2 2 (2T3 )
d = 2(Yo + Y2 ) or,
d/2 = Yo + Y2
W
Y2 = ( X B )(a X B)
2T2
W W
= . X (a X ) ( aB B 2 )
2T2 2T2
W
X (a X ) (aB B 2 )
2T
By substituting the values of Y2 and Yo in equation (7) above we get,
.
d H PX ( a X ) W
= + W
2T2 X (a X ) 2T (aB B )
X 2
2 2 2T2
(9)
d H PX (a X ) W
= + , W
2T X (a X ) 2T (aB B )
2
2 2 4T
On simplification we get,
( P 2 w) X (a X ) Bw (10)
d=H (a B)
2T T
The above is the equation for dropper length derived by resultant catenary method for
regulated OHE with equal tensions in catenary and contact wire.
Example
For the same parameters of OHE as considered on page 7 (for calculation of dropper
length by moment method) the dropper length as obtained on applying equation (10) is
given below.
It can been seen that the dropper lengths obtained by resultant catenary method and
moment method differ by 2 mm, which can be neglected and the values obtained by the
equation derived either from resultant catenary method or from moment method can be
adopted.
In case of un-regulated OHE, the tension in OHE conductors and therefore the sag vary
due to variation in temperature. Therefore, in case of un-regulated overhead equipment
the profile of the contact wire is kept horizontal at normal temperature so that sag of
contact wire in summer is not excessive and hogging of contact wire in winter is not
serious.
C
L OF C
L OF
SUPPORT SUPPORT
A B
X
CATENARY
T1
s
H
H
CONTACT WIRE
d
T2
FIG. 4.2.4
H = encumbrance at supports in m
a = span in m
As seen from the Fig. 4.2.4 the dropper length 'd' = H-S where,
PX (a X )
s=
2T1
Therefore
PX (a X )
d=H (11)
2T1
Example:
For the same parameters of OHE except pre-sag as considered on page 7 for calculation
of dropper length of regulated OHE, the dropper length for un-regulated OHE can be
worked out, by applying equation (11), as follows.
In such case the dropper lengths are first calculated assuming equal encumbrance. The
difference in encumbrance at the two supports is then proportionately reduced from the
dropper lengths calculated from equation (5) (10) & (11) as the case may be, to arrive
at the dropper lengths for spans with unequal encumbrances.
H
d1
d
h
x
a
A
FIG. 4.2.5 B
H = encumbrance at support A in m
h = encumbrance at support B in m
d = dropper length with, equal encumbrance H at support A and B in m.
d1 = dropper length with unequal encumbrances H/h in m.
a = span in m
then,
( H h)
d1 = d X
a (12)
Due to additional sag created by the heavy concentrated weight of the section insulator
the dropper lengths for spans carrying section insulators are shorter than those in a span
of same length but not having section insulator. To calculate the dropper lengths in
such spans it would be sufficient if the extra sag in the catenary due to the weight of the
section insulator at each dropper point is calculated in the first instance. This "extra"
sag can then be deducted from the normal dropper lengths for OHE with zero pre-sag to
arrive at the dropper lengths for the span carrying section insulator.
The calculation for the "extra" sag created by the section insulator is given below.
a
A B
C
T1' T2'
s
1 2
FIG. 4.2.6
In Fig. 4.2.6 let,
Then we have,
s = WL(a-L)/(aT)
s
Additional sag between A & C = --- X and
L
s
Additional sag between C & B = --- (a-X)
a-L
where, X is the distance of the point, where dropper length is required to be calculated,
from the support A.
Example
Considering the same parameters of OHE as on page 12 and assuming that the section
insulator is located at a distance of L = 10 m from support A, the dropper length d2 can
be worked out as follows.
s = WL(a-L)/aT
= 50.0 (10)(63-10)/(63.0 x 1000)
= 0.42063 m = 420.63 mm, say 421 mm
d2 = 0752 - s(a-X)/(a-L)
= 0.752 - 0.421 (63-18)/(63-10)
= 0.3905 m = 390 mm
The layout of the overlap spans in the case of un-insulated and insulated overlap are
identical except that : (i) the lateral spacing between two overhead equipments is 0.50
m (minimum) in case of insulated overlaps and is 0.20 m in case of un-insulated
overlaps, (ii) cut-in-insulators are inserted in catenary and contact wire 3 m ahead of
the bracket assembly supporting the anchor span in case of insulated overlaps and (iii)
rise of contract wire is 0.500 m (minimum) in case of insulated overlaps.
For calculation of the length of droppers, a few basic design features of overlap spans
are explained below.
From Fig. 4.2.7 it can be seen that the contact wire is raised by an amount 'r' m. The
standard values of rise of contact wire are 0.40 m. The contact wire sags due to its own
physical weight between points Q and B. The rise of the contact wire is given by the
expression,
qL2
r=
2T2
where,
r = rise of contact wire at support B in m
L = lifting span in m.
CATENARY
T1
Z Z'
RESULTANT CATENARY
H
(r+h)/2
h
T2
H/2
r
CONTACT WIRE
Q
x L
a
FIG. 4.2.7
At the point Q shown in the above Fig. 4.2.7 the contact wire is at the normal height. To
the left of the point 'Q' the contact wire is held horizontal by transferring its weight to the
catenary through the droppers while to the right of point Q the contact wire hangs freely
between the points Q and B. In other words it can be said that the weight of the contact
wire is transferred to the catenary through suitable droppers from A to Q while from Q to
B the contact wire hangs freely and the droppers float freely on the catenary without
transferring any weight of the contact wire to the catenary wire. The dropper calculations
are given below.
As already discussed resultant catenary assumes a mean position between the catenary
and contact wire having tension equal to the sum of tensions in the catenary and contact
wires and weight equal to the sum total of weight of both catenary and contact wires
including droppers and fittings. On this basis the resultant catenary would pass through
Z and Z'. Considering T1 = T2 = T, i.e. same tension, in catenary and contact wire.
AZ = H/2
BZ' = (r+h)/2
The resultant catenary would assume a parabolic profile, the ordinate of resultant
catenary at a distance X from support A is given by the following expression.
Y = (PX2/2T3)+BX+C
Since T3 = 2T
y = (PX2/4T)+BX+C (14)
at X = 0, Y = H/2 (a)
at X = a, Y = (r+h)/2 (b)
Substituting the above two conditions and simplifying the values of constants B & C
can be determined.
C = H/2
(15)
The above equation gives the value of Y i.e. the ordinate of resultant catenary at any
point in the span.
It can be seen from Fig. 4.2.7 that between the zone A-Q the dropper length would be
2Y while between the zone Q-B the dropper length would be 2(Y-rx) where the value of
rx given by,
For X <(a-L) the dropper lengths will be given by the equation d = 2Y; substituting the
value of Y from equation (17) we get,
d = (PX2/2T) - X{P.a2/2T)+(H-h-r)}/a + H
PX (a X ) X
=H (H h r)
2T a (19)
For X (a-L)
d = 2y-2rx
PX ( X a ) X q
= + H ( H h r ) ( X a + L) 2
2T a T
PX ( a X ) X q
=H (H h r ) ( X a + L)2
2T a T (20)
Example
Consider conventional copper OHE with tension of 1000 kgf each in catenary and
contact wire
D1
D2
D3
D4 D8 D9
D5 D6 D7
1.00
0.40
0.50
A B
2.25 6.75 9.00 9.00 9.00 9.00 9.00 9.00 6.75 2.25
FIG. 4.2.8
L = Lifting span in m
r = rise of contact wire in m = 0.500m
H = encumbrance at support A in m = 1.4m
h = encumbrance at support B in m = 0.900m
Lifting span
PX (a X ) X
d3 = H (H h r)
2T a
When X a-L
PX (a X ) X q
d6 = H ( H h r ) ( X a + L) 2
2T a T
= 495mm.
4.2.8.2 Insulated overlap
It can be seen from the Fig. 4.2.9 that 9 tonne insulator is installed in catenary and
contact wire at a distance of 3 m from the bracket supporting the anchor span. The
introduction of cut in insulators gives rise to an additional sag in the catenary as well as
the contact wire. Dropper calculations in such a case can be worked out by transferring
this additional sag of the catenary and contact wires to the supporting bracket. The
effect of the transfer of the sag would amount to the fact that the lift r of the contact
wire and encumbrance h will be reduced by an amount equal to the sag crated by the
cut in insulator. Now, if the values of that lift r and encumbrance h are designated by r'
and h', the calculations for the insulated overlap spans can be worked out in the same
way as for the un-insulated overlap spans. The only difference being that in the
equations (19) and (20) the terms h and r will be replaced with h' and r'.
Sag 'S'
a
3.00
Sag 'S'
d0 d1
h'
h
d2
H
d3
r
r'
Q
A B
2.25 6.75 9.00 9.00 9.00 6.75 2.25
L
Note:-All diemensions are in metre.
FIG. 4.2.9
With the substitutions the equation for dropper lengths in case of insulated overlap
spans shall be as follows.
From point A to Q when X (a-L), the dropper length
PX (a X ) X
d=H ( H h'r ' )
2T a (21)
PX (a X ) X q
d=H ( H h'r ' ) ( X a + L) 2
2T a T (22)
The lifting span L can be worked out as follows:
2Tr '
L=
q
where,
L = lifting span in m
T = tension in contact wire in kgf
s = sag due to cut in insulator in m
r' = (r - s) in m
a = span in m.
3(a 3) W
s= x
a T
d9
d0 d1 d8
h'
h
d2
d3 d4 d5 d6 d7
r
r'
FIG. 4.2.10
For the same parameters of OHE same as for un-insulated overlap span in Fig 4.2.9,,
the dropper lengths for insulated overlap spans can be worked out as follows:
Therefore,
L = 2Tr / q
= 30.998 m, say 31 m.
So (a-L) = 63 - 31 = 32 m
PX ( a X ) X q
d7 = H ( H h r ) (X a + L)2
2T a T
In the anchoring spans the contact wire is raised above the contact plane and is not
used for current collection through the pantograph. It is required to ensure that the
contact wire in the anchoring span is sufficiently above the contact plane so that under
the effect of push up, the pantograph negotiating the in-run contact wire does not get
entangled with the out of run contact wire of the anchoring span.
At the anchor end of the regulated OHE regulating equipment along with associated
fittings and 9 tonne insulator is installed. For termination arrangement RDSO Drg. No.
ETI/OHE/G/03121, Mod-E may be referred to. With the view to effect economy, use
of single wire termination of OHE is recommended.
Due to the weight of the terminal fittings, insulator, regulating equipment and counter
weights extra sag in addition to the sag due to OHE is created.
Z'
0.200
CATENARY
S
RESULTANT CATENARY
LOWEST POINT
Ha-S
Z
Ha
3.00
h
(h+r)/2
O 27kg
r
FIG. 4.2.11
FIGURE 4.2.11
Let,
h = encumbrance at support B in m
r = rise of contact wire, at support B
Ha = anchor height above contact plane in m
S1 = additional sag due to terminal fittings in m
S2 = additional sag due to counter weight in m
s = additional sag due to terminal fittings and counter weight in m= S1+ S2
As the tension in contact wire and catenary are the same in conventional OHE, the
resultant catenary passes through points Z and Z' so that,
h +r
BZ = = K and
2
CZ' = Ha
The additional sag s1 and s2 due to terminal fittings and counter weights respectively are
worked out as follows:
27 x3 81
s1 = =
T3 (T1 + T2 )
support, so
The weight of fixed part of regulating equipment counter weights and associated
fittings can be assumed to be equal to (Cw +50) kg acting at a distance of 0.290 m. from
the support where
(C w + 50 ) x 0.290
s2 =
T3
(C w + 50) x 0.290
=
T1 + T2
PX 2
Y= + BX + C (23)
2T3
At X = a, Y = Ha s
Ho s Pa 2 r + h
So , B =
a 2T3 a 2a
Substituting the value of B and C in equation (23) and simplifying we get,
r + h PX X r+h
Y= (a X ) + {( H o s ) }
2 2T3 a 2
PX X
=K (a X ) + ( H o s K )
2T3 a
The resultant catenary follows the profile given by the above equation (24). The
distance of the lowest point of resultant catenary from support B i.e. Xo can be found
by differentiating equation number (24) with respect to x and equating it to zero.
dY P H sK
= (a 2 X ) + o =0
dX 2T3 a
Ho s K P
So, = (a 2 X )
a 2T3
a T3 r+h
Xo {( H a s ) }
2 Pa 2
The dropper lengths in the anchoring spans are then worked out as follows. All the
droppers on the right hand side of the lowest point of resultant catenary 'O' upto the
compensating plate are to be taken equal to centre to centre distance between two holes
of compensating plate to which the catenary wire and contact wire are attached.
The dropper lengths on the left hand side that is between support B and lowest point of
resultant catenary 0 are worked out as follows. The horizontal through point 0 is
assumed as X axis and vertical through support B as Y axis.
Let,
Y1 = ordinate of catenary in m
Y2 = ordinate of contact wire in m
Z q
Y2 = ( X o X )2
2 2T2
Assuming T1 = T2 = T
pq
d = Y1 + Y2 = z + ( )( X 0 X ) 2 (26)
2T
Now at X = 0, d = h-r
pq 2
hr = z+( )X o
2T
so,
( h r z ) x 2T
pq = 2
Xo
It may be mentioned here that no droppers need be provided beyond the lowest point of
resultant catenary which is at a distance of Xa m for support B.
With the increase or decrease in temperature the conductors expand or contract , if the
tension of the conductor is not regulated, the expansion or contraction of conductor
leads to increase or decrease in sag of the conductor and so also to decrease or increase
in tension of the conductor. Further at a given working temperature any increase or
decrease in tension causes elastic elongation or contraction. The variation in the
tension and in the sag of the conductor is, therefore, a function of temperature co-
efficient of linear expansion and modulus of elasticity of the conductor material.
The following formula can be used for working out the tension of conductor due to variation of
temperature.
2
a 2 EA w1
x 2 + ( 2 1 ) AE }
2
T 2 {T2 T1 +
24 T1
a 2 EA 2
= xw2 (28)
24
where,
where,
s = sag in m
w = weight of conductor in kg/m
a = Equivalent span in m
T = Tension in the conductor in kgf.
a=
a 3
a
knowing T1, 1 and the constants the value of T2 and the corresponding sag can be
calculated for various temperatures.
Example
The erection tension of return conductor (spider) and sag can be calculated as follows.
Let,
T1 = 500 kgf at 35oC
T2 = to be calculated at, say 65oC
1 = initial temperature = 35oC
2 = temperature at which the tension is to be calculated = 65oC
a = 60 m
E = 6.08 x 103 kg/mm2
A = 233.5 mm2
= 23 x 10.6
w1 = w2 = 0.652 kg/m, when there is no wind.
Putting the values of above terms in equation (28), T2 at at 65oC can be worked
out.
T2 = 284 kgf
0.652 x 60 2
Sag at 350C = = 0.587 m.
8 x 500
0.652 x 60 2
Sag at 650C = = 1.033m
.
8 x 284
CHAPTER 3
4.3.1 Background
The OHE used for ac traction is generally flexible and is regulated to keep the
tension in conductors constant at different temperatures. The bracket
assemblies are more or less pivoted to the structure, capable of swiveling along
the track as well as adjustable transverse thereto. Since a number of long
components which are either hooked or pivoted at points are involved, it
becomes all the more important to pre-determine the position of each and
every clamp so that the adjustment required for the final positioning of OHE is
reduced to the minimum as any adjustment after it is strung becomes difficult.
If the locations of clamps and lengths of tubes etc. are pre-determined
correctly, the components of the cantilever assembly are easily assembled to a
much greater accuracy in the depot of works. As a result, the adjustment
required after stringing of the wires can practically be eliminated except
perhaps the adjustment of contact wire stagger by a few centimeter which can
be done easily. Of course, the site data collected should be accurate.
It will be ideal if the masts can be located with a constant setting distance from
the track so that the same component items of bracket, stay arms, register
arms etc., can be used to cover most of the locations; but on practical
considerations, it is necessary to adopt different setting distances. Even the
adoption of a constant setting distance, will not completely eliminate different
types of cantilever assemblies, as those adopted for turnouts, diamond
crossing, overlap spans etc., will have to be of different types. To keep a
minimum of 2 m clearance between the overhead equipment of adjacent
tracks, to facilitate maintenance work while one of the track is kept alive, the
length of bracket tube and register arm should be as small as possible ,
otherwise large track centres will be required. The extra allowance in length of
bracket assembly provided should cover the adjustment required while the
tracks are slewed .
Taking into account the above conditions, it will be ideal if the various
components are pre-determined satisfying the bare minimum requirements.
Naturally this will result in a large number of sizes to cover all setting distances
under various conditions. Therefore, it becomes necessary to standardize the
setting distances and to standardize the lengths of various components such as
stay arm, bracket tube, register arm etc.
The standard lengths oftubes should be so chosen that the possibility for the
adjustment due to the track slewing is available even with the maximum setting
distance., The lengths may be longer than required for lesser setting
distances. But as standard setting distances occur more frequently, the tubes
of extra lengths will not many. While deciding the standard lengths, the length
of tubes available from the manufacturers should also be considered so that
the wastage due to cutting them into smaller lengths is reduced .
An analytical method to fix the position of clamps required for the cantilever
assembly is given below.
1. The mast bracket fitting is normally kept 300 mm below contact plane.
3. The distance between normal register arm axis and contact wire is 300
mm.
4. The mast bracket fitting has an inclination of 38 to the horizontal and the
swiveling clevis is 200 mm from the edge of the fitting and 156 mm above
its axis.
5. At the central mast of a turn out with knuckle type of equipment, the
contact wire of the turnout is kept 50 mm above contact plane of the main
line.
70.5
0
11
r
E
F
H
K
G
FIG. 4.3.1a
STEADY ARM
STEADY ARM CLAMP
d
BE
TU
ET
K
2
AC
b
L
a
BR
B
1
60
Z
Y
200
485
C
MAST
O
90
0
P
Q
125
In Fig.4.3.1a
a The distance between the mast stay arm fitting and the centre of hook of
catenary suspension bracket.
b The distance between the axis of the vertical swivel and the axis of the
catenary suspension bracket.
c The distance from the bottom cap of bracket insulator to the axis of the
register arm hook.
d The horizontal distance between the centre of the hook of the register hook
arm hook and axis of catenary suspension.
f The distance between contact plane and mast bracket fitting = 300 mm.
r Distance between the contact plane and the register arm axis (including
raised register arm) which is assumed to be horizontal.
therefore,
= 1 + 2
therefore ,
or
(The distance between the axis of the catenary suspension bracket and
centre of eye of adjuster is neglected, as it is very small.)
( D E T A I L S O F X ,Y ,Z )
R EG IS TER A R M H O O K
Fig 4.3.1 b
The value of 'c' as calculated will help the correct positioning of the register
arm hook. The register arm has to be kept at a specified height above the
contact plane for the efficient performance of the OHE. Incidentally, we can
also verify whether the location is suitable for fixing the register arm hook,
as a value less than the length of bracket insulator will not allow the fixing of
clamp due to the insulator. For this reason, the length of the insulator has
been kept constant. A large value of 'c' is also not desirable as it will cause
excessive stress in bracket tube due to the load on the register arm and
other loads. The value of this can be adjusted either by varying the setting
distance if possible, or by moving the mast bracket fitting up or down as
required. Lowering the bracket fitting is generally resorted to at locations
adjacent to over line structures where the contact wire height /
encumbrance or both may be reduced. While thus lowering the mast
bracket fitting it is necessary to see that there is no infringement of oversize
consignments and the bracket will not foul the pantograph in any way.
v) To determine distance 'd' for register arm:
d = L - 200 - OM - XZ
b = l Cos + 3 mm or
l Cos + 2 mm (6)
4.3.4. Determination of allowance on bracket tube for raising of
track
The extra length of bracket tube required due to raising of track by h1 can
be determined as follows.
Since h1 is small compared to b and h, the inclination of bracket is assumed
to be constant at even after the track is raised. When the track is raised
by h1, the point of suspension of catenary is also raised by h1. The distance
moved by the catenary suspension bracket on bracket tube b1 is
approximately equal to h1 SIN. The error by the approximation in normal
case is of the order of 2 to 3 mm for a track raising of 50 mm and hence a
fairly accurate figure can be obtained by reducing the calculated value by 2
to 3 mm. Hence the allowance required :
b1 = h1 Sin - 2 mm or
= h1 Sin - 3 mm (7)
4.3.5. Dimensions of the bracket assembly for OHE of a turnout,
crossover diamond crossings and overlaps
In case of bracket assembly of a turnout, crossover or diamond crossing an
encumbrance of 1450 mm is adopted and the contact wire is raised above
the contact plane by an amount of 50 mm. For calculation of a.b.c and d
dimensions, the formulae from 1 to 6 can be adopted but the value of 'e'
shall be 1450 mm and 'r' shall be 350 mm.
DESIGN OF OVERLAPS
4.4.1 General
In the overhead equipment the tension length i.e. the length between two anchor points is
restricted. It, therefore, becomes necessary to overlap the overhead equipment of one tension
length and the subsequent tension length for a certain distance to allow smooth passage of
pantograph from one tension length to the other. In the overlapping zone, the two OHE's are
kept at a specified distance apart. For smooth transition of pantograph the overlapping of the
two OHEs should be minimum 2 m.
Un-insulated overlap means an overlap in which the two OHEs are made electrically continuous
by electrical connection through annealed stranded copper large jumpers. A physical clearance
of 200 mm is maintained between the two OHEs by suitably staggering the contact wire at
supports. To facilitate anchoring of OHE reduced encumbrance of 900mm (standard) and
raising the contact wire to 400 mm (standard) are adopted at the structure preceding the anchor
support. It should be ensured that with the raising of contact wire at the support, the two contact
wires overlap each other for a distance of 2 m minimum.
Depending upon the permissible spans over the section either 3 span or 4 span un-insulated
overlaps are adopted. The principles for formation of 3 span or 4 span overlap are same. For
details of general arrangement refer RDSO Drg. No. ETI/OHE/G/02121 Sheet- 1, Mod-F,
ETI/OHE/G/02121 Sheet- 3, ETI/OHE/G/02121 Sheet- 4, Mod-A & ETI/OHE/G/02121 Sheet- 5
for conventional OHE.
The general principles for formation of insulted overlaps are same except that the physical
clearance between the two OHEs is 500 mm (minimum) and the two OHEs are insulated from
one another by inserting cut-in-insulator ( 9 tonne Insulator). In the catenaries and contact wires
of two OHE at a distance of 3 m from the support preceding the anchor mast. In case of
insulated overlaps the rise of contact wires at the support preceding the anchor mast is 500 mm
(minimum).
Depending upon the permissible spans over the section either 3 span or 4 span insulated
overlaps are adopted. The principles for formation of 3 span or 4 span overlap are same. For
details of general arrangement refer REDSO Drg. No. ETI/OHE/G/02131 Sheet-1,
ETI/OHE/G/03121 Sheet-2, Mod-A, ETI/OHE/G/03121 Sheet- 3, Mod-A & ETI/OHE/ G/03121
Sheet- 4, Mod-A for conventional OHE.
CHAPTER -5
NEUTRAL SECTION
4.5.1 Introductory
The following types of neutral section have been adopted by the Indian
Railways.
a) Overlap type.
In heavily graded section and suburban section where adoption of overlap type
neutral section is not feasible short neutral section of 5 m length comprising of
two section insulator assemblies may be adopted. The general arrangement is
shown in RDSO's Drg.No.ETI/OHE/G/02161, Sheet-2. Speed under such
neutral sections shall be restricted to 120 km/h if the runners are in trailing
direction, otherwise to 80 km/h.
Adoption of such neutral section on main line should be avoided due to their
heavy weight, speed restriction and frequent maintenance requirement.
The tension in OHE conductors and thereby the sag depend upon the
temperature of the conductors when the OHE is un-regulated i.e. fixed
termination of conductors is adopted. In such case the contact wire will sag or
hog depending upon higher or lower temperatures. This in turn will deteriorate
the current collection performance of OHE & pantograph.
Half tension length of regulated overhead equipment, not greater than 750 m
between anchorages may also be adopted where necessary. The equipment is
fixed at one end and provided with an automatic tensioning device at the other,
the fixed end being determined to suit convenience of erection.
The half tension length on either side of neutral section should not
exceed 600 m when whole or part of it is located on curve. The distance of the
axis of a 4-span insulated overlap from anti-creep/ fixed termination on either
side shall not exceed 600 m.
Where,
Since the counter weight is always one-third or one-fifth, (depending upon 3:1
ratio or 5:1 ration ATD) of total tension in OHE conductors, the tension in OHE
conductors will remain constant at all temperatures.
The 3:1 ratio regulating equipment basically consists of three pulleys, the
stainless steel wire rope, counter weights and associated fittings. The three
pulleys are in the same vertical plane. Two pulleys, at a given distance apart,
are fixed to the mast/structure through pulley arms and associated fittings. The
third pulley connected to OHE through pulley arms and associated fittings is
movable. With the increase or decrease of temperature, the OHE conductors
expand or contract. The third pulley connected to OHE moves towards anchor
mast or away from anchor mast depending upon expansion or contraction of
OHE conductors. One end of stainless steel (SS) wire rope is connected to
pulley arms of movable pulley through stainless steel wire rope end fitting. The
wire rope is then passed one round each of the pulleys and the other end is
then attached to counter weights through associated fittings.
In order to avoid falling of OHE on ground in the event of breakage of stainless
steel wire rope, the arrangement of anti falling device has been incorporated,
which has been modified in 3:1 ratio three pulley type modified regulating
equipment, by extending length of tie rod and connecting it to another mast
anchor fitting below the existing mast anchor fitting, to prevent the falling of
OHE in the event of breakage of eye & clevis.
For better rope life, the groove radius of the pulley has been modified and the
groove radius is now 4.65 + 0.1mm instead of 6.3mm as per the requirement of
standards and revised spec. no. TI/SPC/OHE/ATD/0060 has been issued in
Aug 2006.
For a given tension and ratio of the regulating equipment, the weight of
counter-weight can be found from the formula given in 4.6.3.
With the increase of the temperature the OHE conductor expand and the
movable pulley moves towards the anchor mast / structure causing slackness
in the wire rope which is finally taken up by counter weights (suspended at the
other end of wire rope) which travel down-wards. With the decrease in
temperature, the OHE conductors contract thereby the movable pulley moves
away from anchor mast/structure causing the counter weights to travel
upwards.
1 = L (1 - 2) x 1000 mm
where,
m = R x 1 mm
where,
Let the distance at normal temperature between axes of fixed pulley and
movable pulley be 1050 mm (as in case of 3:1 ratio regulating equipment) and
the corresponding distance between bottom of counter weight and top of muff
be 2300mm (as in case of 3:1 ratio regulating equipment) then the X-Y values
of regulating equipment for various temperatures and tension lengths can be
worked out as follows.
= 1050 + 1 mm
= 2300+ m mm
4.6.6 Illustration
Let,
L = 750 m
1 = 35C
2 = 25C
X = 1050 - 127.5
= 922.5 mm, say 923 mm
In this way the X-Y chart covering the range of temperatures from 0C to 65C
and for various tension lengths can be worked out.
4.6.7 Stainless Steel Wire Ropes used with ATD
In the early stage of electrification, Stainless steel wire ropes used with
the regulating equipment were procured from France and Belgium as per their
own specification. In the year 1971, RE prepared the specification
no.RE/OHE/14(11/71). The material of wire specified for manufacturing of SS
wire rope was any of the grade of steel of BS:970 Part-4 (latest version) viz . (i)
Unstablised austentic chromium nickel steel (ii) Stabilised austentic chromium
nickel steel (iii) Austentic chromium nickel molybdenum . The tensile strength of
each wire was kept as 180 kgf/sqmm and total breaking load was 4300 kgf.
In order to reduce the failures due to ageing effect, stress corrosion on account
of residual stress and alpha martensite formation etc. the specification was
revised deleting the use of unstabilised austentic chromium nickel steel and
new specification no. ETI/OHE/14(7/83) was framed in 1983. The minimum
UTS prescribed was (180+10) kgf/sqmm and breaking load was retained viz.
4300 kgf (minimum).
In the year 1999, RDSO increased the breaking load to 4200 kgf in order to
reduce the failures of SS wire ropes due to inadequate breaking load by
increasing cross sectional area and modifying construction of wire rope as per
A&C slip no.3 of spec no. ETI/OHE/ 14(9/94). In the year Aug 1999,
introduction of Nylon core in place of WSC core and endurance test was also
incorporated in the specification.
Contact Wire(107/150)
750 (NORMAL)
D
RO
Y
GU
6750
5:1 PULLEY BLOCK TYPE REGULATING EQUIPMENT
FIG. 4.6.1
COUNTER WEIGHT
RAIL LEVEL
200
TOP OF MUFF
Catenary (65)
Contact Wire(107/150)
1250 (NORMAL)
D
RO
G U ID E TU BE
Y
GU
5:1 WINCH TYPE REGULATING EQUIPMENT
6750
FIG. 4.6.2
COUNTER WEIGHT
RAIL LEVEL
200
TOP OF MUFF
Catenary (65)
Contact Wire(107/150)
1050 (NORMAL)
O D
YR
GUIDE TUBE
GU
3:1 THREE PULLY TYPE REGULATING EQUIPMENT
FIG. 4.6.3
6750
COUNTER WEIGHT
RAIL LEVEL
200
TOP OF MUFF
CHAPTER - 7
CLEARANCE STUDY
4.7.1 Introductory
i) For a given height of the contact wire the minimum headroom of the
overline structure required can be worked out. This is normally
applicable for a new section being taken up for electrification when the
idea is to find out whether the existing headrooms under various over-
line structures are adequate.
ii) The other aspect of the problem is to fix up the best height of the contact
wire with existing headroom. This aspect is more important because
requisite clearances are to be obtained between the overline structure
and the catenary on one side and between the contact wire and the
moving stock/loads (including ODC), on the other.
The static load gauge enlarged to allow for the maximum possible
displacement of the vehicles, when at rest or in motion, with respect to the rails
taking account of the vehicle suspension characteristics including
arrangements for body tilting if provided and making allowance for maximum
permitted tolerances in the manufacture and maintenance of the vehicles
including wear. The effects of parasitic movements of rolling stock resulting
from both horizontal and vertical curvature of track are disregarded in the
development of the kinematics load gauge but must be taken into account
when determining clearances.
It should be noted that for certain vehicle displacements other than those due
to parasitic movements are greater on curved track than on straight track.
These must be taken into account when developing the kinematic envelope for
determination of clearances on curved track.
4.7.2.3 Push up (up lift)
The figures for push up are given in the Tale 4.7.1. These are based on
experiments in France with three pantographs raised simultaneously with an
approximate separation of 15.2m and at a speed of about 100 km/h. The
figures are applicable to simple polygonal OHE comprising of 65 mm2 cadmium
copper catenary and 107 mm2 hard drawn grooved copper contact wire with
1000 kgf tension in each conductor.
Table 4.7.1
Span, m Push up
(Uplift), mm
72 260
67.5 235
63 210
58.5 190
54 170
49.5 150
45 130
40.5 115
36 100
31.5 87
27 76
The uplift of the overhead equipment during the passage of the pantograph
where reduced clearance has been adopted should not exceed 50 mm. This
can be achieved by special constructional features of the overhead equipment
and or speed restriction as the case may be.
4.7.2.4 Oscillation
Span, m Oscillation, mm
72 120
67.5 108
63 98
58.5 88
54 80
49.5 74
45 67
40.5 60
36 56
31.5 52
27 50
c) The up lift of the live overhead equipment and pantograph when the two
area in contact taking into account the design of the equipment and the
speed of traffic.
Rise of catenary Y ( P w) xX 2
= (in case of OHE with pre-sag)
2T1
PX 2 (in case of unregulatedOHE)
=
2T1
(in case of un-regulated OHE )
where,
y = rise of catenary referred from center line of span to the point of
catenary which lies vertically under the end of overline structure
in m.
P = weight of loaded catenary in kg/m.
X = distance of the point under consideration from center line of span
in m.
T1 = tension in catenary wire in kgf.
w = unsupported weight of contact wire in kg/m.
6. Based on the above the clearance study for new condition of regulated OHE
can be summarized as follows:
(if the sum of figures z and b is less than long time clearance then figure for
long time
clearance shall be considered in place of b+z).
When the temperature decreases the tension in the catenary and contact wires
increase causing the reduction in the sag of catenary and therefore the
clearance between the underside of overline structure and catenary wire.
In the case of un-regulated overhead equipment the dropper system is
designed to maintain a horizontal profile of contact wire at normal temperature.
Based on these considerations the clearance study can be summarized given
below for new condition of OHE.
cantilever assembly.
v) Erection of overhead equipment.
For erection of overhead equipment inside tunnel, special bracket assembly will
be required. The typical arrangement of the bracket assembly and the required
prescribed clearances are shown in RDSO's Drg. No. ETI/OHE/SK/473 Sheet-
1, 2 & 3.
O H E P A S S IN G F R E E L Y U N D E R T H E B R ID G E
W IT H R E D U C E D E N C U M B R A N C E
F IG . 4 .7 .1
INSULATOR
WIDTH INSULATOR
4.5 m
CATENARY CATENARY
9 cm
CONTACT WIRE
FIG. 4.7.2
> 4.5 m WIDTH < 14.0 m
INSULATOR
INSULATOR
9.0 m 9.0 m
CONTACT WIRE
i) If the width of the bridge is less than or equal to 4.5 m the catenary may be
anchored on the face of the bridge on either side as shown in Fig. 4.7.2.
ii) If the width of the over-line is more than 4.5 m and equal to or less than 14 m,
the contact wire may be suspended from the over-line structure at an
intermediate point, and catenary anchored on to the face of the over-line as
shown in Fig. 4.7.3.
iii) If the width of the over-line structure is more than 14 m, the overhead
equipment may be suspended from the two faces of the over-line structure as
shown in Fig. 4.7.4.
BRIDGE
WIDTH > 14.0 m.
INSULATOR INSULATOR
FIG. 4.7.4
If steam traction would continue even after electrification, insulators used for
anchoring catenary or suspending the contact wire would require frequent
cleaning because of soot accumulation. This can be done only under power
block but taking frequent shut downs is not desirable. Therefore, arrangements
as shown in Figs. 4.7.2, 3 & 4 are to be adopted only in unavoidable cases
where cost of modification to the overline structures is very high.
Clearance Study:
Clearance Study:
X Y
(iv) Example for supporting the OHE through insulator with girder bridge.
(1) Head room from rail level inside tunnel (m) 6.70
(2) Span under bridge (m) 40.50
(3) Ht. Of contact wire at support (m) 4.85
(4) Minimum height of contact wire (m) 4.83
(5) Erection Tolerance (m) 0.020
(6) Conductor(193mm ) dimensions (m) 0.017
(7) Encumbrance (m) 0.90
(8) Height of catenary(65mm ) from RL (m) 5.70
(9) Static clearance from insulator cap (m) 0.250
(vi) Example for Twin (Double) Contact wire.
Remark : (i) Guard contact wire is running parallel with OHE contact wire
& guard contact wire is anchored on portal booms at either side
of the bridge.
(ii) Catenary wire is anchored on the face of bridge on either side.
(iii) OHE is made dead due to less clearance available between
contact wires and under bridge.
4.7.6 Clearance study of platform sheds
1. Transverse section of the platform giving the minimum distance between the
center line of the adjacent track and the eves of platform shed and height from
rail level.
2. In case the platform shed is on a curved track, the super-elevation of the track
and whether the platform shed is on the inside or on the outside of the curve
should also be obtained.
The clearances of the existing platform shed can then be checked by
superimposing the appropriate clearance diagram. In case there is any
overlapping between the platform shed eves and the clearance diagram the
platform shed should be modified to obtain adequate clearance.
4.7.7 Worked Example for clearance study for conventional regulated OHE in new
condition with 1000 kgf / 1000 kgf and 100
mm pre-sag for 72 m span.
1. Bridge width = 9 m
2. Span adopted = 36 m
3. Encumbrance at support = 0.40 m
4. Span centrally located under overline structure.
5. 'C' class ODC of height 4.80 m to be run in the section.
Minimum height of contact wire required to pass "C" class ODC under power
off condition without physically lifting the contact wire shall be = (OCD height
4.80m + track maintenance allowance 0.20m + physical clearance between
contact wire & ODC 0.100 m) = 4.920m.
CHAPTER 8
OVERHEAD EQUIPMENT STRUCTURE ON BRIDGES
4.8.1 Approach
Before commencing design work, each bridge must be surveyed and data
regarding water level, level of the beam or the girders, their sizes, condition
of girders and piers are to be collected. After preliminary approach, the
design tentatively decided must be inspected at site to make sure the
assumptions if any will stand. Some design considerations are discussed
below.
2. If sufficient space is not available on the pier for the concrete foundation,
and the bridge spans are not sufficiently large, the structure may be
erected on the pier and stayed by stay wires anchored to the next
adjacent pier on either side.
3. If the pier is too narrow or for other reasons it cannot take an OHE structure,
one alternative is to support the structure on a horizontal beam provided in
between the girders with suitable counter weight at the other end of the
beam. The horizontal beam should not in any manner restrict the movement
of the bridge girders on its rollers under temperature variations. If this is not
possible, the other alternative is to support the OHE structure/bracket
assembly from the bridge girder itself. This is not a good arrangement as
the vibrations under train movement will also be transmitted on to the OHE
and these vibrations are detrimental in the long run to the fittings. This
arrangement should be avoided.
<
FIG. 4.8.1
TOP
C
L
UP TRACK
IMPLANTATION IMPLANTATION
2.50(NORMAL) 2.50(NORMAL)
SUPPORTING
RAIL LEVEL RAIL LEVEL BEAM
FOR
REPLACEMENT
OF BED
BLOCKS
4.77 m
C
L UP TRACK
C
L DN TRACK
FIG. 4.8.2
a) that the resultant of vertical forces and moments fall within the middle third,
b) that the pressure on the pier top due to bending moment and direct load of
overhead equipment do not exceed the permissible bearing pressure of
the base and
c) safety against overturning. Check calculations are given in Fig 4.81.
Adequate number of dowel bars are to be provided to have proper bond
between the pier and the foundation base.
2. Structures on base plates, fixed on the piers with holding down bolts.
Where the space on the pier is not enough for a mass concrete foundation, the
next best solution is the single upright structure fixed on a base plate which in
turn is fixed to the pier masonry with the help of holding down bolts.
The important check calculations are for arriving at the size and
thickness of the base plate so as to afford a safe base plate connection to the
overhead equipment structure as well as keep the pressure on the pier
masonry within safe bearing pressure of masonry, and to arrive at the diameter
and length of the holding down bolts. The safety of the holding down bolts is
also to be verified. The minimum size recommended is 25mm diameter. The
length of core hole may be kept slightly more than the length of the holding
down bolts say up to 40mm for working convenience. Anchor angle is to be
provided at the bottom of the holding down bolt assembly.
CHANNEL
CHANNEL
PACING PIECES =0.01 INITIAL GAP O.O5
203 KGM 203 KGM
FIG. 4.8.3
STRUCTURES FIXED ON JACKETS AROUND
MASONRY PIERS
4. Steel portals resting on beams clamped to bridge girders. There are some deck
type bridges with the pier level far below the rail level. Hence the structure for
overhead equipment has to be supported by the bridge girder. Fig. 4.8.4 shows the
arrangement.
C
L
GIRDER
GIRDER
OF DN TRACK
L
C
L
C
CROSS
GIRDER
FIG. 4.8.4
Pin-based portals with pins resting on the joists made of two channels, clamped
to the cross girders have been used. The portals have however been made safe
in the longitudinal direction by guys anchored on to the top boom of the girders.
The guys are normally designed for taking the full stress incident under broken
wire conditions.
When all the solutions given so far are of no avail, ultimately a structure resting
on a horizontal beam which is clamped to the main girder may be adopted. Fig.
4.8.5 shows the arrangement.
BRIDGE
TROUGHS
0.0254 LT
0.0254 PLATE
C
L OF MAST
OHE MAST
0.20X0.15
C
L CL
OF UP TRACK OF DN TRACK
BRIDGE
TROUGH
STRUCTURES
RESTING ON
C
L OF PIER
BEAMS
CLAMPED TO
THE GIRDER
FIG. 4.8.5
If the space on the pier is inadequate and the masonry base is too narrow to take
the bending moment, a pin based steel portals is used so as to avoid bending
moment on the pier. It is longitudinally stabilized with the help of guys in both
directions., Fig. 4.8.6 shows the arrangement.
C
L CL
OF UP TRACK OF DN TRACK
ANCHOR
BOLT
PIN
C
L OF PIER
FIG. 4.8.6
(i) Drawing no.M-N/MET/GHER/PR-1 for OHE and Feeder profile under through
bridge at Chambal
(ii) Drawing no.M-N/J-J BHA/PP-1 for OHE profile under through bridge at Khari.
(iii) Drawing no.E-P-06 for OHE profile and OHE supporting arrangement at Sindh
Bridge (UP line)
(iv) Drg.No.E-P-05 for for OHE profile and OHE supporting arrangement at Sindh
Bridge (Dn line)
(v) Drg.No.M-N/MIA-JJ/PR-1 for OHE and RC profile under through bridge at
Banganga.
Annexure-A
1.0 Introduction.
1.1 The steel structures ( masts or special portals), to carry the 25 kV ac 50
Hz single phase traction overhead equipment are normally embedded in
concrete foundations. However, on bridges various types of supporting
arrangements are adopted. These may be by way of masts or special
portals in concrete foundations or outrigger arrangement on bridge pier
tops or fixig cantilever assemblies on steel super structure of the bridge.
The choice of the arrangement depends on the type of bridges.
2.0 Design loadings.
2.1 The permanent loads are due to radial pull, if any in wires due to stagger
or curvature and dead load of wires, brackets etc.
2.2 Wind loads.
2.2.1 Wind pressures for design of OHE structure and determination of
spans are based on IS:875 1987 Code of practice for structural Safety of
Buildings- Loading Standards. Vide an amendment issued in 1971 to this
specification, wind pressures for structures of height less than 30 m were
reduced by 25%. Accordingly, the standard wind pressures adopted are as
follows for all new works for different zone as indicated in the specification:-
2.2.2 On long (more than 150 metres) bridges and within 100 metres from their
abutments on either side and on banks where the height of the catenary above
surrounding mean retarding surface is more than 30 metre, 25% reduction in wind
pressure should not be taken into account/consideration. These masts should be
designed for full wind pressure (i.e)
i) Green Zone (Light) -100 Kgf/m2.
ii) Yellow Zone (medium) - 150 Kgf/m2.
iii) Red Zone (heavy) - 200 Kgf/m2.
2.2.3 for working wind load, the total projected area for the rolled structures,
150% of projected area for fabricated structures and 2/3rds of the
projected area for conductors and other circular member is taken into
account.
2.2.4 The safety of structure are checked for two conditions (i) at 350 C
temperature and full wind pressure and (ii) at 4 0 C temperature and 20
% of the governing wind pressure.
2.2.5 The maximum span should be restricted to 54 m for Red zone and 63 m
for yellow zone. In case of curves on the banks of such bridges, the
span should be 4.5 m less than the maximum span permitted by relevant
span and stagger chart, but should not exceed 54 m for Red zone and
63 m for yellow zone. Structural design and analysis of the steal mast or
special portal is to be done as per IS:800-1984 Code of practice for
General construction in steel.
3.0 Provision of OHE support on Bridge superstructure, if it is not
possible to provide OHE structures on the piers.
3.1 In case of through type steel bridges, the cantilever assemblies which
carry the catenary and contact wires, may be fixed either to a vertical
member or to a drop arm and fixed to a cross girder depending upon the
position of the support required and clearances available.
The strength of the bridge super-structure to withstand the loadings on
account of the OHE structures should be checked and permission of the
Chief Engineer be obtained for adopting any OHE support arrangement
on the bridge super structures.
4.0 Provision of foundation for OHE mast or special portal on bridge
pier tops and abutments.
4.2 OHE mast foundation (gravity type ) on top of piers and abutments
The diameter of core holes depend upon the diameter of the holding
down bolt, size of aggregate in case of concrete grout and the
permissible sheer stress of the parent material of the pier/ abutment
containing the core hole. The length of the core hole may be kept slightly
more than the length of the holding down bolts, say upto 40 mm, for the
working convenience.
For every bridge, it has to be studied upto what depth below the base
plate/ pier top or abutment top, the uplift forces from the holding down
bolts cause any tension and shear stresses. In case of weak concrete
or masonry within this depth, the pier / abutment may be strengthened
by any one of the following methods:-
i) Cement pressure grouting.
ii) Epoxy grouting.
iii) Guniting.
In case of stone masonry bridges and old concrete bridges, careful
inspection of abutment and pier should be done to check for any cracks
or loose masonry or broken concrete, cavities, cracks in joints, in the
location where the foundation for OHE mast or special portal is to be
constructed.
The work of rehabilitation of weak sub-structure should be undertaken
with prior approval of the Chief Engineer.
4.5 The earthing arrangements for the structures should be done as per code
for bonding and earthing for 25 kV ac 50 Hz. Single phase traction system
code No. ETI/OHE/71(11/90) Amend-2 ( 3/93) issued by RDSO.
4.6 All construction materials brought to site, including holding down bolts,
anchor angles, epoxy grouting materials, should be passed by an officer
now below the rank of Assistant Engineer,
The depth of excavated core holes in the pier and abutments should be
checked and passed by an officer not below the rank of Assistant Engineer.
The construction work of the foundation should be supervised by the site
supervisor/ representative now below the rank of Inspector of works.
The Inspection of the existing masonry/ concrete of the bridge pier or abutment
to decide the condition for the purpose of rehabilitation if needed, should be
carried out by an officer not below the rank of an Assistant Engineer.
4.8 All concrete works for foundations of OHE structures on bridges should
conform to IS: 456-1978 Code of Practice for Plain and Reinforced Concrete.
4.91 The procedures for inspection and maintenance of foundations for OHE
structures on bridges, should be similar as for bridge inspections and
maintenance by Engineering Department, and general instructions to be
observed while working in electrified areas should be as per the provisions of
Indian Railways Way and Works Manual. 1983 and Indian Railways
Permanent Way Manual, 1986, in addition to the instructions, if any, issued by
the Chief Electrical Engineer and the Chief Engineer.
4.10 Conclusion
There are several arrangements for the provision of the OHE mast or special
portals on a bridge, as discussed in this report. The suitability of any
arrangement is to be decided after a proper study of the individual bridge, the
bridge spans, space constraints on bridge super structure and sub structure,
clearances ( mechanical and Electrical ), the strength of existing bridge to
carry the additional loading due to the OHE arrangements, while ensuring the
safety and economy aspects.
TYPICAL DESIGN OF BASE PLATE
The bending moment is quite large compared to vertical load the centricity (e=
M/V) is also large. In such cases it will be economical to take advantage of holding
down bolts.
Depending upon the size of mast, assume the dimensions of base to the
location of holding down bolts and the permissible bearing pressure,
Bending moment =M
Vertical load =V
1 kh
------x p x k xh xB x(h- ------ ) = (V XC+M)
2 3
Equating the vertical forces to zero, find the value of T (Tension in bolts from,
1
T+V= ------- x k x hx Bx p
2
Find the value of stress(fs) in steel bolt by assuming the modular ratio
1-k
px ------- x18
k
T
Area of steel bolts on one side = --------
fs
The diameter of bolts by assuming the number of bolts on one
Assuming the concrete grout with M15, the bond stress is 6 kg/cm2 as per IS:456 1978.
The bottom of bolt shall be bent as U shape or welded with a plate angle to have sufficient
resistance.
Thickness of base plate will be designed to take the bearing and bolt tension acting as
cantilever. The critical sections m and m1
R 1 2
B M at section m1 = [ QxR x ------- + -------- ( P-Q) R x ------ x R]B
2 2 3
Bt2
--------- x fb = BM at m or m1 whichever is higher.
6
Gusset plate.
The load consists of the upward pressure on the base plate in the zone hatched in fig. The
intensity of pressure is shown in the pressure diagram. The center of gravity.
R(2P+Q)
e = -----------
3(P+Q)
P+Q 1
The maximum shear stress = fs = (-----------x Rx S)x -------
2 txE
Provide necessary stiffeners across the gusset of having thickness equal to thickness of gusset
plate.
Design of weld
Assuming all the vertical load is effective, the total force at the junction of column flange and
V M
gusset =F = -----+ ----------------------
2 Depth of Column
F
Force per linear cm = -----------------------------
Length of weld kg/cm
Note : This is only a typical guidance. A detailed design, considering all the datas and site
requirements, has to be done.
CHAPTER 9
JUMPERS
4.9.1 Introductory
The jumpers should be flexible so that the required shape can be given to them
easily to suit the requirement of the location. The jumpers are manufactured
out of annealed copper conductors or aluminum conductors and are stranded .
Parallel groove (P.G.) clamps are used for connection of jumpers to the
conductors and terminal connectors are used for connection of jumpers to
equipments.
2. Large jumper or 'G' jumper is used to connect electrically one OHE with
another, as in the case of un-insulated overlaps, turnouts, diamond
crossings and crossovers in order to carry the full OHE current. The
jumper is of stranded annealed copper conductor of rope lay
construction (19/7/1.016mm) and has an equivalent copper section of
105 mm2. For typical connection, RDSO's Drg.No. ETI/OHE/G/05103 &
05106 may be referred to.
The following points are to be taken into account while deciding jumpers.
--
CHAPTER 10
SWITCHING STATIONS
4.10.1 Introductory
Basically these are meant in normal times to parallel the overhead equipments
and in emergencies to bifurcate and quickly isolate the faulty section through
remote control operation. In addition the feeding post feeds the power into the
overhead equipment sector wise and the sectioning post bifurcates the
overhead equipment at the neutral section to avoid mix up of power fed from
different phases (different substations). The sectioning post also helps in
extending power supply in times of emergency like outage of one of the
substations. The parallelism of overhead equipment helps to reduce the
voltage drop by making use of all the overhead equipments to share the load.
iv) lighting arrestor for the protection of each subsector of the overhead
equipment.
Since the interruptors are meant to operate only under command there is no
relay associated with switching station except the sectioning post.
1. Lay out: As the name implies this post is meant to feed the power supply
into the overhead equipment system drawn by feeders from the 220kV,
132kV, 110kV, 66kV/25kV, single phase traction substation. For a
double line section there will be a minimum of four interruptors. The
typical Drg. No. ETI//PSI/006 issued by RDSO gives the layout details.
As the interruptor will require periodical maintenance, arrangements are
made for its total isolation by a double pole isolator. The two incoming
feeders from the traction substation are kept separate at the feeding
post. No common bus is provided. The lightning arrestors as usual are at
the top at the entry point of the feeding post looking from the overhead
equipment side.
4. General: The level for the feeding post is kept as the rail level of
the nearest siding track, if any. Similarly the levels for the opposite
gantries which carriy the cross feeders is kept as the highest rail level of
tracks falling in between. The foundation level is kept as the datum
level. At the same time the finished ground level is kept at 200 mm
below the datum level. The gantry masts are to be chosen depending
on whether the overhead equipment carries a return conductor or not.
With return conductor this mast has to be 12.4 m long and without return
conductor 11.4m long mast is sufficient. The tensions in the cross
feeder is reduced to 100 kgf at 4C. Aluminium bus bars are used for
power connections inside the feeding post. The minimum radius of bend
for 36 mm aluminium bus bar is to be 200 mm. The inside area of the
feeding post is spread with 20mm size stone chips to a depth of 100 mm
and finished at ground level.
7. Return conductor: Feeding post is also the point where the return
current to substation is collected from the rail and earth and transmitted
to the substation. For this purpose, rail is buried along the tracks
approximately one meter below ground level. Connections are taken
from the buried rail to the running rail by means of Mild Steel flats (75
mm x 8 mm) two numbers for each track. These flats are given suitable
protective coatings to prevent corrosion. The typical return current
connection to buried rail arrangement is shown in RDSO's Drg. No.
ETI/PSI/0212.
The return conductor, which is insulated from the structure is
connected to the buried rail on either side of the overlap in front of the
feeding post.
The general arrangement of connection of return conductor to
track is given in RDSO's Drg.No. ETI/OHE/G/05306.
The layout of the SP is similar to the feeding post ( FP)except that in SP there
are no incoming feeders. The location of potential transformer, auxiliary
transformer, lighting arrstors are all similar. Being the tail end of the feed from
the sub-station the sectioning post is also to act as a paralleling post for the
feeds on either side. At sectioning post a neutral section is provided to prevent
bridging of feed on either side belonging to different phases. The general
arrangement is given in RDSO's Drg. No. ETI/OHE/005. Bridging interrupters
are provided at the sectioning post in case the feed has to be extended
because of any difficulty at a sub-station. At the sectioning post, the return
conductor, if any is connected to the buried rail on either side of the neutral
section.
Closing bridging interrupter when feed is available on either side from
different substations can lead to a phase to phase fault. Hence as a protective
measure a wrong phase coupling relay is included as a part of TSS equipment.