DESIGN AND CONSTRUCTION OF THE ENERGY SUBSYSTEM

OVERHEAD CONTACT LINE

 Design and construction of the energy subsystem – Overhead contact line

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 Design and construction of the energy subsystem – Overhead contact line

CONTENTS

CONTENTS ................................................................................................................................................................... 3

1. GEOMETRIC CHARACTERISTICS OF THE OVERHEAD CONTACT LINE ........................................................... 4

1.1 Basic parameters ................................................................................................................................................... 4

1.2 Contact wire height ................................................................................................................................................ 5
1.3 Contact wire offset ................................................................................................................................................. 7
1.4 Gradient ............................................................................................................................................................... 11
1.5 Dynamic envelope for the passage of the pantograph ........................................................................................ 12

2. MECHANICAL CHARACTERISTICS OF THE OVERHEAD CONTACT LINE ...................................................... 13

2.1 Introduction .......................................................................................................................................................... 13

2.2 Working and breaking load .................................................................................................................................. 13
2.3 Actions to consider of external origin ................................................................................................................... 15
2.4 Assembly features ............................................................................................................................................... 16

3. ELECTRICAL CHARACTERISTICS OF THE OVERHEAD CONTACT LINE ........................................................ 23

3.1 Power line sizing .................................................................................................................................................. 23

3.2 Current density and temperature ......................................................................................................................... 23
3.3 Electric resistance................................................................................................................................................ 26
3.4 Catenary insulators .............................................................................................................................................. 28
3.5 Power insulators .................................................................................................................................................. 29

4. DYNAMIC CHARACTERISTICS OF THE OVERHEAD CONTACT LINE .............................................................. 33

4.1 Aerodynamic pantograph-catenary interaction tests............................................................................................ 33

4.2 Contact force measurement ................................................................................................................................ 34
4.3 Aerodynamic tests ............................................................................................................................................... 34
4.4 Dynamic behavior ................................................................................................................................................ 35

5. CONSTRAINTS IN THE DESIGN OF OVERHEAD CONTACT LINE ..................................................................... 39

5.1 Gauge .................................................................................................................................................................. 39

5.2 Climatological ...................................................................................................................................................... 42
5.3 Environmental:..................................................................................................................................................... 43
5.4 Operation ............................................................................................................................................................. 44
5.5 Infrastructure Typology ........................................................................................................................................ 45
5.6 References .......................................................................................................................................................... 47

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 Design and construction of the energy subsystem – Overhead contact line

1. GEOMETRIC CHARACTERISTICS OF THE OVERHEAD CONTACT

LINE
The design of the OCL is carried out ensuring that the current capture can be completed in the
best conditions, so it is necessary to do so with certain geometric characteristics that allow said
situation in different particular conditions of the infrastructure, the gauge of the track and the
tolerances. All requirements regarding safety and structural clearances must be taken into
account.

1.1 Basic parameters

Those geometric type parameters established at the time of designing a catenary system. Its
choice is important from the point of view of the operation of the railway. The following are
considered:

▪ Contact wire height. The height of the contact wire is the height between the contact wire
and the rolling rail of the track.

▪ Catenary height. The height of the catenary is the vertical distance between the contact
wire and the supporting cable at the support.

▪ Span. The span is a geometric parameter defined as the separation between two
consecutive supports.

▪ Offset. The offset is used to ensure uniform wear of the pantograph plates in their contact
with the contact wire. To do this, the contact wire is slightly offset from the track axis, then
taking the form of a broken line.

CLEARANCE OF
OBSTACLES
LOW PARTS
Electric traction
KINEMATIC GAUGE material pantograph
REFERENCE CONTOUR reference contour
Foundation

Figure 1. Gauges

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 Design and construction of the energy subsystem – Overhead contact line

1.2 Contact wire height

To determine the height of the contact wire above the plane of the rails, the maximum envelope
of the vehicles and the maximum working height of the pantograph must be taken into account.

The UNE-EN 5O119 standard defines four types of height to consider.

▪ The maximum envelope of the gauge limit, which is the contour line that can never be
exceeded by the gauge of the rolling stock.

▪ Contact wire maximum height which corresponds to a height greater than the maximum
envelope of the gauge limit, taking into account the distance of the electrical insulation in
open air and the minimum operating height of the pantograph.

▪ Minimum design height which will be the one resulting from the calculation of the sum
of all the movements of the contact wire downwards, considering:

o Tolerance in the levels of the track.

o Tolerance of the minimum height of the contact wire at the lowest point.

o Dynamic oscillations of the contact wire.

o Effects of ice and temperature on conductors.

At road crossings, the minimum height will also be conditioned by the reference value of
the supply voltage according to UNE-EN 5O122-1.

o For voltages below 1,000 V, the minimum height between the road surface and the
lowest point of the contact wire or feeders will be 4'70.

o For voltages greater than 1,000V, the minimum height between the road surface
and the lowest point of the contact wire or feeders will be 5'50.

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 Design and construction of the energy subsystem – Overhead contact line

Minimum design height

Minimum contact wire height

Minimum operating height of pantograph

Maximum envelope of the gauge limit

Figure 2. OCL Heights

▪ Maximum design height of the contact wire, which will be obtained considering the
possible movements of the OCL from the maximum operating height of the pantograph,
including:

o Elevation of the contact wire by the pantograph.

o Dynamic upward oscillation of the contact wire.

o Superior installation tolerance.

o Contact wire lifting due to wear.

o Elevation of the contact wire due to the influence of temperature.

We find below a table with the minimum, nominal and maximum heights of the three types of Adif
catenaries and those provided for in the Energy TSI (Technical Specification for Interoperability).

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 Design and construction of the energy subsystem – Overhead contact line

Minimum Maximum
Rated height
height height

CR160 5:30

ADIF CR220 4.60 5:30 6.00

HSL 5.20

C.L. 4,950 5 – 5.75 6.20

AC U.L. 4,950 5 – 5.50 6.20

TSI H.S.L. -- 5.08 – 5.30 --

C.L. 4.90 5.50 6.20

DC
U.L. 4.90 5.50 6.20

Table 1. Minimum, nominal and maximum heights of the three types of Adif catenaries

LE = Connecting Lines.

LA= Upgraded Lines.

LAV = High-Speed Lines.

1.3 Contact wire offset

As previously mentioned, to minimize the aggression of the contact wire on the pantograph during
power uptake, the overhead contact lines are designed in such a way that the contact wire is tied
to the support points in a zigzag shape with respect to of the axis of the track; at this distance is
what is called offset.

If there were no offset, the pantograph would always rub against the contact wire in the same
area, which would lead to one of the following situations:

▪ Greater wear of the pantograph in less time of use, therefore producing higher
maintenance costs.

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 Design and construction of the energy subsystem – Overhead contact line

▪ Risk of breakage (by partition) during operation, endangering the safety of the service and
the installation.

The maximum offset will be determined by the maximum width of the pantograph and by the
extreme position that the contact wire can reach due to the dynamic movement of all the elements
that intervene between the track and the point where the contact wire is located. Likewise, the
wind is a fundamental parameter that determines the offset, due to the lateral displacement
suffered by its action.

There are several widths of pantographs, depending on their functionality, but basically two types
are applied on the railway, depending on the width of the head bracket.

▪ 1,959mm.

▪ 1600mm.

The pantograph head bracket consists of three zones:

▪ Contact zone, which is the one that usually rubs against the contact wire.

▪ Working zone, or area designed to conduct electric current. Its length is greater than the
previous one since it corresponds to an additional area that is given to the head bracket
to absorb dynamic displacements.

▪ Bow, corresponds to the sum of the previous length plus an additional elbowed length,
called a horn, provided as a safety measure to prevent that part of the pantograph from
being introduced below the contact wire in a curve.

1 Horn made of insulating material

2 Minimum length of the contact strip
3 Projected length
4 Bow working zone
5 Bow width

Figure 3.1600mm pantograph width

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 Design and construction of the energy subsystem – Overhead contact line

In operating conditions, the contact wire must be within the work area of the pantograph, taking
into account that this will be the width of the pantograph head bracket minus a minimum of 2 x
200 mm (UNE EN 50 119-2001).

Schemes of different positioning

▪ Displacement of the pantograph from the vehicle.

▪ Vehicle movement and track tolerance.

Axis of the Axis of the

track track

Contact Contact
wire wire

Inclination due
to suspension

Wheel-rail
clearance

Transversal displacements
of the track between two
revisions

▪ Limits of the movement of the contact wire.

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 Design and construction of the energy subsystem – Overhead contact line

▪ Cant of the road.

Vertical axis of
the track

For:

Axis of the
track

Contact
D: Cant wire
F: Pantograph thrust
H: Height considered
force
FH: Thrust force on
the contact wires
E: Displacement of
the contact wire

▪ Wind and temperature conditions.

Steady
Registration arm
arm
Modification
of the cable-
Modification of stayed by
the position of variation of
the contact wire the position
due to the effect of the arm
of the wind

Axis of the track Axis of the track

Pantograph

▪ Mounting conditions.

Displacement of the steady arm due to defects in the track

The design parameters of the road will be taken according to:

▪ Track width tolerances.

▪ Cross displacements.

▪ Transverse leveling tolerances.

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 Design and construction of the energy subsystem – Overhead contact line

As assembly
tolerance, the
reference value
0.01m is taken.

These values are referenced in the UIC 505 sheet.

1.3.1. Displacements of the steady arm due to the pole

When designing the pole, it is necessary to check the possible displacements of the same due to
permanent efforts and extraordinary efforts, applying this value when seeing the influence with
respect to the steady arm.

With all the calculations carried out previously, it will be necessary to verify that the sum of all the
displacements or maximum displacement is in the work area of the pantograph.

1.4 Gradient

Theoretically, the height of the contact wire should not vary with respect to the track to allow the
pantograph to make an adequate current intake without having to vary its height.

In practice, maintaining the height without variation has a significant cost, due to the fact that
along the trace there are fixed conditions of the infrastructure that condition this parameter, for
example tunnels, overpasses, etc.

For this reason, the EN 50119 standard defines the maximum gradients or slopes between
supports according to the maximum speed of the trains passing through that point.

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Speed up to (km/h) Maximum gradient (per Maximum variation of the

thousand) gradient

10 60 30

30 40 20

60 20 10

100 6 3

120 4 2

160 3.3 1.7

200 2 1

250 1 0.5

>250 0 0

Table 2. Maximum gradients or slopes between supports standard EN 50119

1.5 Dynamic envelope for the passage of the pantograph

The pantograph, in its interaction with the catenary, generates forces greater than the static ones,
proportional to the speed, causing elevations of the contact wire.

As a consequence of this, it will be necessary to check that at the maximum height of the contact
wire elevation it is within the design gauge area of the line.

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2. MECHANICAL CHARACTERISTICS OF THE OVERHEAD CONTACT

LINE

2.1 Introduction

A metallic cable is nothing more than a set of twisted and helically grouped wires, constituting a
metallic rope, capable of resisting traction efforts. Its simplest and most fundamental elements
are the wires, with which more complex structural units, called cords, are built, and with these,
the ends, which, cabled around a core, will integrate the definitive structures of the cables.

The catenary cables are mechanically tensioned so that the pantograph circulates in the most
uniform way possible, a fact that is achieved by restricting the formation of an arrow in the contact
wire between its two support points, which will be smaller the larger the mechanical stress to
which the cable is subjected it is. But this tension has a limit, since the cable in an extreme case
could break. For this reason, one of the most important characteristics of the cable from the
mechanical point of view corresponds to its breaking strength or breaking load.

For the design of the conductors and their way of working, we will consider the following properties
of the cables:

▪ Laying stresses and breaking load.

▪ Actions to consider of external origin and environmental conditions.

▪ Assembly features.

2.2 Working and breaking load

It is convenient to make the distinction between the laying tension of the cables and the working
tension. Laying tension is that mechanical tension at which each of the cables are assembled,
which, once assembled, must constitute the catenary. The working tension is the mechanical
tension to which the contact wire and the supporting cable are subjected in the normal operating
conditions of the line.

It is important to differentiate these two concepts because it must be borne in mind that when the
supporting cable is laid, since the contact wire is not yet suspended on it, the supporting cable
must be given less deflection than it should definitely have. This is due to the fact that when the
support is loaded with the contact wire, it will experience an elongation, mainly due to the
phenomenon of elasticity.

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▪ Actual breaking load: It is the breaking load verified by a tensile test.

▪ Theoretical breaking load: It is the breaking load calculated by multiplying the metallic
section of the cable by the specific resistance of the metal used.

▪ Totalized breaking load: It is the breaking load obtained by adding that of all the wires
that make up the cable and that have been verified, each one of them by means of
separate tests.

▪ Calculated breaking load: It is the breaking load obtained by reducing the total loss
admitted by the wiring of the wires.

Wiring loss is the difference between the totalized breaking load and the calculated breaking load,
the value of which varies with the composition of the cable and the strength of the metal. This
wiring loss is explained by the inclination of the wires on the axis of the wiring and the unequal
distribution of the load in its cross section.

The maximum load to which the cable must be subjected must be less than the limit beyond which
the duration or safety of the cable would be jeopardized. Therefore, a safety coefficient is
established that depends not only on the elastic limit of the steel used, but also on the conditions
of the installation.

In the legislation and regulations regarding mines, elevators and personnel transport, rules are
given to set the value of this safety coefficient, being, in the case of those used in the overhead
contact line, coefficients greater than the value of 3, on the values of the actual breaking load of
the cable.

Other concepts that must be taken into account in cables are the so-called bending and crushing
efforts.

These stresses originate when the cable passes over a pulley or is rolled on a drum, as occurs
with the cables of the tails that are rolled on compensation pulleys.

The bending fatigue reaches its maximum value in the cable when complete bending occurs, that
is, when the contact length of the cable with the pulley is equal to the pitch of its cords.

In order to limit the passage of this fatigue in the cables and to obtain a suitable service life, the
minimum diameter of the pulleys and drums is usually determined by means of a relationship
between the diameter of the wires or the cable and the diameter of said pulleys and drums.

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Crushing stresses originate when the cable, when folded over the pulley, exerts pressure on the
bottom of the groove, which, if excessive, produces wear that can crush the cable and break its
wires.

2.3 Actions to consider of external origin

To the previous mechanical effects, it will be necessary to add the actions of external origin
produced by the environmental conditions of the area where the OCL must be isolated. The UNE
EN 50119 standard, in its Annex A, determines the parameters to be considered in each case:

2.3.1. Wind pressure

It will be necessary to take into account aspects such as the dominant direction for this purpose.
local conditions; buildings, and relevant heights.

Wind pressure is a variable quantity, depending on the speed of the wind and the shape of the
surface.

2.3.2. Precipitation (snow, ice, moisture)

These values will be prescribed and normalized by national standards and regulations of the
country. In Spain, the Regulation of High Voltage Lines is applicable, where it is determined that
to calculate the thickness of the ice sleeves that can be deposited on the cables, the altitude of
the line will be taken into account, considering three cases:

▪ H1.- Land located less than five hundred meters above sea level.

▪ H2.- Land located more than five hundred meters and less than one thousand meters
above sea level.

▪ H3.- Land located more than a thousand meters above sea level.

In the first case it is not considered, being its value in the others the following:

▪ H2.- p = 180 d

▪ H3.-
p = 360 d

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Where:

▪ p = weight in grams of the sleeve per linear meter of the conductor.

▪ d = conductor diameter in millimeters. Room temperature.

In uncompensated catenaries, the mechanical stress of the conductors varies with temperature.

The variation of mechanical stress as a function of temperature variations can be calculated by

means of the change of conditions equation.

 s  a 2 p12 s    s  a2
T T2 +
2
 2+ ( 2 − 1 ) − T1  =  p22
24   T1   24  
2

Being:

▪ T2 = initial tension of the conductor in kg.

▪ T1 = tension in kg to which the cable is subjected when changing conditions (final state).

▪
2 = temperature in degrees centigrade in the initial state.

▪
1 = temperature in degrees centigrade when changing conditions (final state)
▪ a = span in meters.

▪ S = section of the conductor in mm2.

▪ P2 = driver load (weight and overload) in the initial state.

▪ P1 = conductor load (weight and overload) when changing conditions (final state).

▪ a = coefficient of expansion of the metal considered.

▪ 1 = coefficient of elastic elongation of said metal.

2.4 Assembly features

The mechanical stresses to which the conductors must be laid must be adequate in accordance
with the safety coefficients established in the design, where the following parameters have been
taken into account:

▪ Environmental conditions.

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▪ Maximum arrow and minimum height.

▪ Distance to other conductors or metallic structures.

▪ Effects of wind vibrations.

In addition, in the case of the conductors that make up the catenary (support and contact wire),
the dynamic effects and their behavior in their interaction with the pantograph must be taken into
account.

The calculation of the auxiliary cables (feeders, return, ground, etc.) will also be done taking into
account the factors indicated above.

From the point of view of maximum deflection and minimum height, the proximity of other cables
must be taken into account, so that they keep the minimum distances indicated in the UNE EN
50119 standard in point 5.2.10, 5.2.11, and those indicated in the UNE EN 50122.1 standard.

In the event that the railway has level crossings, the minimum height of the conductors will be
determined by what is indicated in the UNE EN 50122.1 standard:

▪ For nominal voltages up to 1kV AC/1.5kV DC, the minimum height will be 4.70 m.

▪ For nominal voltages greater than 1kV ac / 1.5 kV dc, the minimum height will be 5.50 m.

Mechanical stress will also be conditioned by wind vibration phenomena due to the tendency of
any string to vibrate, not only due to strong winds but even due to moderate winds of between 4
and 10 km/h.

This wind produces depressions and, as a consequence, turbulence that makes the conductor
move vertically, at a frequency of one to several tens of Hz (5 to 50 Hz) and with an amplitude of
the order of the diameter of the conductor, called Von Karman vortices, being able to even cause
the breakage of the wires due to fatigue of the suspension points.

The Spanish Regulation of High Voltage Lines establishes that, in the event that the appearance
of vibrations in the conductors and ground cables is to be feared in the area crossed by the line,
their tension status must be checked. When the designer does not have more exact information,
it is advisable to follow the recommendations of the Conférence Internacionale des Grands
Réseaux Electriques á Haute Tension (CIGRE) in this regard. Vibratory phenomena in line
conductors were studied in the 1960s and it became clear that the higher the mechanical stress
of a cable, the greater the probability that the vibration phenomenon will occur, that is, that these
fundamentally depend on the tensile stress state of the conductor and, to a lesser degree.

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Thus, a then-new concept was reached, which was called "everyday tension" whose definitions
are as follows:

▪ The tension to which a cable is subjected most of the time corresponding to the average
temperature, or temperatures close to it without overloading.

▪ The maximum allowable tension in a cable during the longest period of time of the year
without it experiencing wind vibrations.

Since mechanical stress is a function of temperature, it was necessary to determine at what value
it should be calculated, the "Every Day Stress". The representative value of the latter is usually
expressed in % of the breaking load of the cable and is expressed by the EDS coefficient whose
value is:

Ever day stress

𝐸𝐷𝑆 = x 100
Breaking load of the cable

This coefficient must be equal to or less than the one considered admissible. The determination
of which would have to be the temperature that should be adapted for the calculation of the tension
of each day was the object of studies, criteria and opinions.

One of them was to take the annual average of the average daily temperatures. Another, that of
the arithmetic mean of the temperatures recorded during the day, maximum, minimum and at six
and eighteen hours.

It was also considered advisable to adopt the arithmetic mean of the average daily temperatures
recorded more than ten days a year. More modern studies define the following three stress states:

▪ Stressed to the elastic limit: stressing at the elastic limit is the one that takes full
advantage of the breaking load characteristic of the cable. The maximum stress will be
limited by a safety factor at breakage of 2.5 or 3. In short, the maximum admissible traction
defined in Article 27 of the HV Line Regulation

▪ Stressed to dynamic limit (Every day stress) is the one that takes into account the wind
vibratory phenomenon of the cable under normal conditions.

CIGRE document No. 6 indicates the EDS limits, generally established, for various conductors
based on their composition.

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Protected lines
Unprotected
Driver type
lines Protection Rods and shock
Shock absorbers
rods absorbers

Copper 26 - - -

Aluminum-
18 22 24 24
steel

-
Aluminum 17 - -

Aluminum -
18 - 26
alloy

Steel with rigid

11 - - -
clamp

Steel with
13 - - -
oscillating clamp

Likewise, the document cited above indicates that these values may be different depending on
the climatology and topography in each case. In Spain, and in general in most of the world, the
average temperature adopted, when calculating the EDS coefficient, is 15ºC.

Stressed to the dynamic limit. Stressed in the cold hours (CHS): The tensing at the dynamic
limit (stressed in the cold hours) is the one that takes into account the wind vibratory phenomenon
of the cable in more frequent minimum temperature conditions without overload.

The recommended value for the CHS coefficient, at a temperature of –5ºC, without overload,
should not exceed 20% of the breaking load of the cable.

𝐶𝑜𝑙𝑑 ℎ𝑜𝑢𝑟𝑠 𝑡𝑒𝑛𝑠𝑖𝑜𝑛

𝐶𝑜𝑒𝑓(𝐶𝐻𝑆) = · 100
𝐶𝑎𝑏𝑙𝑒 𝑏𝑟𝑒𝑎𝑘𝑖𝑛𝑔 𝑙𝑜𝑎𝑑

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Catenary cables: As indicated above, for the stress of the conductors that constitute the catenary,
in addition to considering the parameters and effects indicated above, it will be necessary to
calculate the dynamic effects, since these are proportional to their masses and stress.

The sustainer stress case is limited for several reasons. If it is tightened too much, the material is
made to work at high loads, not being able to exceed certain limits set by line safety. It is also not
advisable to place it a little tense, because then it bends and causes a series of disadvantages,
namely:

▪ The supports have to be high and therefore more robust.

▪ The unequal elevation of the contact wire when its longitudinal displacement occurs, due
to temperature variations, is more exaggerated when the support is tightened a little than
when it is tightened a lot, since the difference between the length of the hangers is more
accused. If all the hangers had the same length, there would be no unequal elevation of
the contact wire.

▪ The lateral offset of the contact wire is increased by the sag of the hanger.

▪ In the event that the catenary is not compensated, the variations in elongation and
contraction of the support will cause the position of the contact wire to vary, causing sharp
deflections in one case and counter deflections in the opposite.

▪ The elasticity, and its variation, of the catenary is determined by the UNE EN 50119
standard, where it tells us how to calculate the irregularity coefficient, which measures the
variation that exists between the point of maximum and minimum elasticity for a value of
pantograph pressure, determining it at the point of suspension, at each hanger and the
intermediate point between them.

In the case of interoperable high-speed lines, these values must be as small as possible,
therefore the TSI for the energy subsystem sets the values indicated below.

Driving speed in Km/h

OCL TYPE
200 - 230 230 - 300 >300

Without hanger Y <40 <40 <25

With hanger Y <20 <10 <10

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In these lines, the elasticity in the center of the span must be limited to values below 0.5 mm/N.

▪ Wave propagation speed. The mechanical stresses that are adopted must allow the
operating speed of the line to be less than 70% of the propagation speed of the waves
caused by the forces of the pantograph, as stated in the UNE EN 50119 standard.

▪ Permissible load mechanical stress in contact wires and cables. The permissible
mechanical stress of the cables depends on the parameters that we establish below. All
these parameters must be weighted with an individual safety factor. The specified
minimum breaking load of the cables must be multiplied by the product of these
coefficients to obtain the maximum allowable working load.

▪ Allowable load on the contact wires. In the case of the contact wire, a voltage must be
chosen in which the permissible load is taken into account, taking into account the
parameters indicated in the UNE-EN 50119 standard, where the voltage of the contact
wire in operation must not exceed 65% of the breaking load of the contact wire.

w=minx 0.65 x Ktemp x Kwear x Kload x Keff x Kclamp x Kjoint

o σmin: represents the minimum value of the resistance to mechanical stress of the
grooved contact wire.

o Ktemp: It expresses the relationship between the admissible work load and the
maximum working temperature of the conductor. It depends on the maximum
temperature calculated and the type of cable according to Table 2 UNE EN 50119.
It only applies to non-compensated lines.

o kwear: Allowable wear must be taken into account by applying the appropriate
factor to the amount of wear.

o Kload: The effect of wind and ice loads on the maximum tensile strength of the
contact wire depends on the design of the catenary. Table 3 UNE EN 50119.

o Keff: The precision and performance of the tensioning is defined by this factor. For
normal systems, 0.95 will be taken for cases in which tensioning devices with an
approved precision and performance of more than 0.95 can be assumed that said
coefficient is equal to 1.

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o Kclamp: This factor takes into account the effects of connection accessories. Said
coefficient has a value equal to 1 if the clamping force is equal to or greater than
95% of the work load, in any other case said coefficient will be equal to the quotient
between the work tension and the maximum load.

o Kjoint: The possible reduction of the breaking load due to the welded joints allows,
through said factor, to take them into account, considering 0.95 in the event that
welded joints are not contemplated and the unit otherwise.

▪ Allowable load on the conductor cables. The calculated working load of these cables
shall not exceed 65% of the specified minimum breaking load.

Tw = Tmin x 0.65 x Ktemp x KWind x Khielo x Keffort x Kfixation x Kload.

o K temperature: It is determined by table 4 of UNE EN 50119.

o K wind: It is determined by table 5 of UNE EN 50119.

o k ice: The effect of ice loads should be considered in determining the driver's
maximum workload. The Khielo coefficient depends on the type of anchor
according to table 5 of UNE EN 50119.

o K effort: As in the case of contact ice, 0.95 will be taken as a general case and
the unit when it is verified that the compensation performance will be greater than
95%.

o K fixation: The unit will be taken if the tension is greater than 95% of the breaking
load, in any other case the ratio between the working load and the breaking load
will be taken.

o K load: The effects of the vertical load attached to the catenaries will be considered
using a coefficient of 0.8. Any cable with no hanging vertical loads will use the
value of 1.0.

▪ Allowable load on non-conductive cables. The permissible mechanical tension of the

cables depends on the same parameters that were established for the conductive cables,
taking into account that in this material, non-conductive cable, it must not exceed 45% of
the minimum specified breaking load of the group of fibers that make it up.

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3. ELECTRICAL CHARACTERISTICS OF THE OVERHEAD CONTACT

LINE

3.1 Power line sizing

A railway power line must meet three design conditions corresponding to electrical dimensioning
criteria.

▪ The stress in the catenary must be between normalized maximum and minimum values
at any point of the layout.
▪ The current flowing through each conductor must not exceed the maximum allowable
value for the chosen conductors, according to UIC 798.
▪ The power demanded by the trains must not exceed the nominal power of the substation
groups, according to CEI 146.

All these conditions that characterize correct operation must be met both in normal operating
conditions and in degraded situations.

To know if these conditions are met, it is necessary to know the main factors involved in electrical
processes. The necessary data can be classified into rolling stock data, layout data, circulation
data and electrification system data.

3.2 Current density and temperature

3.2.1. Current density

Once the necessary power and the intensities that are going to circulate have been calculated, it
is necessary to distribute it through the conductors, that is, through the overhead contact line and
the necessary complementary cables.

The current density in a conductor is obtained by dividing the intensity that passes through it by
its section.

To avoid the excessive heat produced by the passage of current in the conductors, it is necessary
to reduce the energy loss to a certain value, it will suffice to limit the current in relation to the
ohmic resistance.

Therefore, the maximum allowable temperature in the conductors is subject to the fundamental
factors:

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 Design and construction of the energy subsystem – Overhead contact line

▪ Environmental conditions.

▪ Maximum admissible temperature in continuous regime.

These factors serve, in turn, as a reference for the mechanical dimensioning (deflection, angle of
rotation of the brackets, displacement of the counterpoises, etc.).

3.2.2. Determination of the temperature reached by conductors

Any element exposed in nature is subject to the following conditions, among others:

▪ Solar radiation.

▪ Wind action.

▪ Room temperature.

To perform this calculation, we will take into account the following parameters.

▪ Cable cooling through the action of a transversal flow of dry air, with an air speed and
temperature of 1m/s and 40º C.

▪ Solar radiation of 1000 w/m2.

The physical properties of air considered at 40º C are:

▪ Kinematic speed coefficient.

Vf = 16'96 x 10-6 m2/s

▪ Thermal conductivity coefficient.

 = 2,76 10 −2 w mº C
The calculation of the heat transfer during the transverse flow through the air can be calculated
using the Nussel Number (Nu) which is given by the following expressions.

10 <= Ref<=1000 Nu= 0.44* Ref0.5

1000 <= Ref<=2 *105 Nu=0.22*Ref0.6

Ref is the Reynolds number which is calculated by:

w d
Ref =
vf

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Being:

▪ w = wind speed considered (1 m/s).

▪ d = conductor diameter.

▪ Vf = kinematic coefficient of air speed.

Taking into account that the radiation reflected by a cable located at an average height with
respect to the ground is estimated at 50%; the total radiation plus the reflected one received by
the cable is not completely absorbed but has a yield for oxidized copper approximately equal to
0.8.

Therefore, the maximum intensity will be determined by means of the energy balance equation,
considering that the solar radiation falls on the horizontal projection plane of the cable surface.

I 2  R +   wsolar  2  d  l =  (tc − t f )   d  L

Being:

▪  = heat transfer coefficient.

▪ Tc = room temperature.

▪ tf = final temperature of the cable.

▪ d = cable diameter.

▪ L = cable length.

▪ Solar W = radiation received by the cable.

▪ I = circulation intensity.

▪ R = cable resistance per unit length.

According to the EN 50119 (2001) standard, the maximum temperature is indicated in table B1
thereof, where it is indicated that the maximum temperature will be 80ºC, except for the copper-
silver alloy, which will be 100ºC.

In a transitory regime, it must be considered that solar radiation and intensity are the cause of the
heating of the cable and that this occurs over time until thermal equilibrium occurs. Therefore, it
must be verified that the heat produced by solar radiation, plus that generated by the electric
current, will be equal to the heat dissipated plus the heat necessary to raise the temperature of
the cable.

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In this case, the previous formula is modified to take the following form:

m  ce  (tc − t f )
I 2  R +   wsolar  2  d  L −  (tc − t f )   d  L =
0,24  t
▪ t = time in seconds.

▪ m = mass of the cable in grams per linear meter.

▪ ce = specific heat of the cable.

As all the cables that make up the catenary are not subjected to the same stresses, it will be
necessary to identify the different temperatures to which each of them may be subjected, and
therefore the maximum permanent and temporary operating temperature in short-circuit
conditions, allowing to ensure operation of the installation with the established degree of reliability.
In DC electrifications, the conductive section of the overhead contact line is basically conditioned
by the allowed voltage drop, while in DC electrifications, it is conditioned by the tolerated current
density. As a safety measure, the voltage drop must be calculated when feeding at one end.

According to a study by the ORE on tests carried out by different railway administrations on the
intensity limits for 3000 V cc, with two contact wires of 100 mm2 section, two copper contact strips
and a pressure of not less than 8 kg, the following values have been obtained.

▪ With motor vehicle stopped: 800 A.

▪ With a vehicle moving at a speed greater than 1m/s: 3,500 A.

In single-phase electrifications with usual voltages, the intensities are at lower levels.

3.3 Electric resistance

Considering the resistivity of electrolytic copper at 40ºC 18,8 / Km  mm , the resistance of

2

a contact line per kilometer would be:

l 18,8
R = 18,8  =  / Km
s s
Where s is the equivalent copper section in mm2.

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In the case of using aluminum-steel cables, the resistivity is of the order of 28 / Km mm2 . The
resistance of the return circuit is determined by the resistivity of the steel used, taking the value

of 190 /Km  mm so the resistance per kilometer for a track will be:
2

190  7,8 0,74

Rvia = = /Km
2 p p

Where:

▪ p = linear weight of the rail in kg/m.

In the case of non-welded rails, it will be necessary to increase the resistance caused by the
longitudinal connections of the rail by at least 25%.

In alternating current conditions, the calculations are complicated fundamentally due to the corona
or skin effect, the effective resistance being greater than in direct current, being necessary to
calculate the total impedance with its two components, resistance and reactance.

Calculating the reactance is not easy, since it depends on the conductive section, the number of
conductors and their arrangement, the nature of the terrain, the number of parallel tracks and
their location, as well as the current flowing through the rails, since magnetic permeability
coefficient varies with the value of intensity. Currently, in alternating current, these values are
calculated from measurements made in the field, measuring the intensity and the phase angle
between the voltage and the intensity.

Roughly, the resistance can be calculated using formulas such as Zickler's, where it establishes
the ratio of Rc (continuous) / Ra (alternating).

Ra
= 1 + 0,84 • x 4 para x  1
Rc

Ra
= 0,758 + 1,343 • x 2 − 0,183 para x = 1
Rc

Ra
= 0,758 + 1,159 • x para = 3
Rc

R a y R c = /Km

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Being:

r f 
x= 
100 
▪ r = radius of the conductor in cm.

▪  = coefficient of magnetic permeability.

▪
 = specific resistance per m and mm2.

▪ f = frequency in periods per second.

Therefore, the total resistance of the circuit will be:

▪ In dc Rt = Rlac + Rreturn

▪ in ac Zt = Zlac + Zreturn

In the case of conductors that are subject to wear, as is the case of the contact wire, it is
appropriate to consider a 10-15% wear when making the calculations.

3.4 Catenary insulators

As indicated above, the train pantograph during its journey and every 1,200 meters goes from
one catenary to another, that is, from one block to another in order to be able to carry out a
mechanical compensation of the stress of the conductors in a more efficient way. As it can be
understood, in the passage from one block to another there is an overlap of both catenaries for a
certain space. In other words, the pantograph does not pass instantaneously from one to the
other, but for several meters it rubs at both; It will continue to circulate through one of them while
it will abandon the other. This catenary overlapping distance is what is called the catenary
insulator area or more colloquially, insulation.

If there is electrical continuity between consecutive catenaries, the sectioning is called

compensation insulation. If there is no continuity, there is an air layer insulation.

For the latter case, there may be a switch or disconnector that electrically connects both, so it can
also function as compensation insulator.

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3.5 Power insulators

By means of power insulation it is possible to connect or disconnect the power supply to the
overhead contact line or from it to a specific nearby installation, as it is a widespread practice in
railway administrations to power other elements such as signaling booths and lighting tunnels
from the catenary. In this way, energy insulator could be classified according to the type of
elements they connect electrically:

3.5.1. Overhead contact or catenary line insulators

Sometimes it may be necessary to temporarily cut off electricity to the catenary of a specific
railway line, for example during maintenance or repair work. This is achieved by operating on the
catenary disconnectors, conveniently distributed along the railway route and which necessarily
coincide with the geographical location of the air layer insulation.

Detail

Detail

Figure 4. Insulator Detail

Remember that air layer insulators were defined as an overlap of two consecutive catenaries that
did not have electrical continuity if the switches were open and connection if they were closed.
There will also be catenary disconnectors in front of the detraction substations, specifically
between the power feeders coming from the medium voltage electrical park and the overhead
contact line.

Therefore, if we want to cut off the power supply from the substation, all we have to do is open
the corresponding disconnector. Another application of the catenary insulators is to connect in
parallel the catenaries of the tracks of a railway layout with multiple track and that run in parallel,
the most usual case being the double track.

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3.5.2. Insulators for systems associated with the catenary

When a railway installation is planned in the vicinity of an (electrified) railway line that requires
electrical energy for its operation, it is common for this energy to be obtained from the catenary
without prejudice to being able to feed that installation through other systems (generator sets,
public line, etc.), especially if it is an essential facility for the operation of the line, such as the
signaling and communications facilities.

The electrical circuit of the installation to be fed is connected to the catenary by means of an
energy disconnector that usually remains closed in most cases. Before the disconnector there is
a catenary voltage reducer transformer since these installations require voltages not higher than
380 V. It is therefore easy to see in the field an energy disconnector of associated systems since
the reducer transformer stands out in the catenary post or on another adjacent post (attached
figure).

Closed
disconnector

As will be seen in the following section, the installations associated with the overhead contact line
are mainly defined by signaling and communications installations, tunnel lighting and overhead
assembly. From the construction point of view, the energy disconnectors are made up of a frame
that is placed on the catenary post, presenting two well-differentiated parts; one of them is fixed
and consists of a slot in which the other part fits or connects, which is mobile, and which describes
a rotary movement of approximately 80º. In the open position, the mobile part is rotated by 80º,
while if the disconnector is closed, it will be describing an angle of 0º, both parts being connected.
There are metal rods called 'horns' whose function is to direct the moving part to the slot in the
fixed part. This is because there may be a certain slack produced by the passage of time and use
that will cause the moving part, at the moment of connection, to fail. The disconnectors can be
'load disconnectors' or 'no load disconnectors' depending on whether or not they can break the
electric arc that is generated when the two parts are separated.

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Therefore, if there is a switch on load, the opening or closing operation of the circuit can be done
directly. If the disconnector is empty, it cannot be operated directly, otherwise the device would
break. In this case, it will be necessary to first operate on a switch or circuit breaker that breaks
the arc, located in the medium voltage park of the substation, and then operate on the
disconnector. At this point the reader may have realized how important the power switch is for the
commercial operation of an electrified railway line. As seen above, various operations can be
carried out through it that may be necessary for the correct development of the operating activity:

▪ Operations on catenary sections:

o Electrical disconnection for maintenance or repair.

o Electrical connection of collateral catenaries, in case any of them lose power

because, for example, the substation from which it is fed breaks down.

o Electrical connection between parallel catenaries because, for example, there are
several trains on the route and the command post wants to make a more uniform
distribution in the transport of the traction current between the substation and the
trains, so that it is not overloaded a single airline of contact.

▪ Operations between electrical substations and the catenary:

o Connection or disconnection of the power supply between the medium voltage

park and the catenary because, for example, the transformer (or the rectifier, as
the case may be) has broken down and that substation has to be isolated, feeding
the system from another collateral.

▪ Connection or disconnection of systems associated with catenary

o Electrical connection or disconnection of the circuit of a signaling or

communications booth, for example, because the voltage in the catenary is going
to be cut and the booth has to switch to another energy source.

o Electrical connection or disconnection of the tunnel lighting circuit, for example in

cases of tunnel maintenance and therefore the lighting has to be switched on.

o Electrical connection or disconnection of the heating circuit of the overhead

assembly.

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Due to all of the above, most disconnectors are remotely controlled from the line operations and
control post, although they can also be operated in the field through the control cabinet that they
have installed.

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4. DYNAMIC CHARACTERISTICS OF THE OVERHEAD CONTACT LINE

4.1 Aerodynamic pantograph-catenary interaction tests

On lines where the operating speed is greater than 160 km/h, it is not enough to check that the
pantograph that is going to circulate complies with the established gauge and static pressure
requirements, but rather it is convenient to check that the interaction behavior of that specific
pantograph for the catenary where it will circulate is within the established technical margins,
demonstrating the safety and quality of the current collection system.

There are two ways to check the dynamic behavior, either by measuring the interaction forces or
by measuring the number of arcs and their duration.

So we will define in advance the basic concepts:

▪ Contact force: The vertical force applied by the pantograph to the overhead line of
contact. The contact force is the sum of the forces corresponding to all the contact points
of the pantograph.

▪ Average force: The static mean value of the contact force.

▪ Maximum strength: The maximum value of the contact force.

▪ Minimum force: The minimum value of the contact force.

▪ Electric priming: The current flow through the gap between the pantograph wiper and
the contact wire, usually indicated by the emission of intense light.

▪ Priming percentage: It is established by the formula expressed:

NQ =  arc • 100
t
ttotal

The result expressed in % is a characteristic at each determined speed of the vehicle.

▪ Aerodynamic force: Additional vertical force applied by the pantograph as a result of

airflow around the pantograph assembly.

▪ Quasi-static force: Sum of the static force and the aerodynamic force at a given speed.

Therefore, to check that the capture quality is acceptable, it will be necessary to measure at least
the following data:

▪ The contact force or the percentage of priming.

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▪ The elevation of the contact wire at the point of suspension when the pantograph passes.

4.2 Contact force measurement

Before starting any test, the following aspects must be checked, with the train stopped:

▪ That the pantograph actuation is satisfactory within the expected development and
pressure margins.

▪ As far as gauge is concerned, that the pantograph mounted on the vehicle complies with
the specifications of the gauge standards that apply to it.

▪ That the collection height covers the height margin, both minimum and maximum,
stipulated for the catenary under study.

▪ That the pantograph works correctly with any drive air pressure between the working
ranges. (Normally between 5 and 10 bars).

▪ That the center of the contact strip, in an up and down movement, moves along a
substantially vertical path.

▪ In addition, the static effort will be checked as a function of development, using a

dynamometer and noting the efforts as continuously as possible during the ascent and
descent. The static stresses should be approximately constant throughout the
development.

The aerodynamic tests will allow to determine the variation of the contact effort due to the
aerodynamic effect. These tests will be carried out with the pantograph in question mounted on
the vehicle itself circulating at different speeds.

The quasi-static vertical effort exerted upwards by the pantograph will be measured, checking
that a torque does not appear on the contact strip to the aerodynamic effect, which would produce
a discharge of the rear friction bands overloading the front ones or vice versa.

4.3 Aerodynamic tests

These tests are carried out with the pantograph raised but without touching the contact wire,
remaining at a certain height, so that the section of the object of the test remains below the
minimum height of the wire.

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The pantograph will be equipped with an effort measurement system and a recorder to
automatically record the efforts obtained along the route.

To avoid aerodynamic interferences, the locomotive that pulls or pushes the test train must have
the current collection pantograph located behind the one we are testing aerodynamically, or that
they be as far away as possible.

The measurement is carried out in both directions of travel and with different developments for
different speeds until reaching the maximum operating speed and, if possible, with a margin of
10% above said speed.

The efforts must be within the specified margins, taking as a reference, that it does not exceed
1.5 times the static effort at a speed of 100 km/h, 2 times the static effort at a speed of 140 km/h
or 3 times the effort static speed of 200 km/h, understanding speed as the relative speed between
the air and the vehicle measured in the direction of movement.

The pantograph must have dynamic behavior that is as homogeneous as possible in both
directions of travel.

Figure 5. Avelia Liberty homologation tests

4.4 Dynamic behavior

The pantograph-catenary interaction is a random phenomenon, in which it is necessary to collect

as many data as possible and subsequently submit them to the necessary statistical treatment.

For this, it will be necessary to collect for each pantograph the series of values for each speed
and for each section under study.

The contact effort is usually measured by means of load cells arranged in the contact strip
suspension or in the contact strips of the contact strip, for which it will be necessary to modify the
head bracket, instrumenting it in such a way that its aerodynamic characteristics are affected as
little as possible.

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The values measured by the load cells must be corrected taking into account the inertia of the
elements that remain between them and the catenary, and the mass of said elements must be
known exactly (it is important that it be as small as possible) and must be measured its vertical
acceleration using accelerometers.

Each type of pantograph requires a particular study to install the instrumentation, adapting the
design for this purpose.

The measurement system must behave homogeneously in the face of strong changes in
temperature, electric fields and magnetic fields, allowing a maximum deviation of 10 N (applicable
to the sum of the forces measured by all the sensors). The frequencies to be measured will be in
the range of 20 to 30 Hz, so it will be interesting if the measurement chain is suitable for measuring
frequencies up to 300 Hz.

In pantographs that have independent contact strips, the efforts for each of them will be measured
separately.

The measurement system is considered to have adequate quality when the influence that the
system can exert on the measured values does not vary by more than 5%.

Once the measurements have been made, it will be submitted to the corresponding statistical
study of the data, obtaining for each section:

▪ Mean value (fm).

▪ Maximum value.

▪ Minimum value.

▪ Standard deviation.

▪ Histogram or probability curve of contact force.

The dynamic forces between the pantograph and the catenary follow a normal or Gaussian
distribution, therefore the standard deviation σ can be taken as a direct indication of the dynamic
behavior of the pantograph, the lower the value being the better.

In interoperable AC or DC lines, the maximum allowed value of typical deviation will be 0.3 Fm at
maximum speed.

The Spanish standard UNE EN 50119 indicates the maximum and minimum values based on the
power supply characteristics of the catenary.

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4.4.1. Measurement of the number of arcs

Another way to measure the capture quality of the pantograph is through the determination of the
number of arcs and their duration.

The importance of a pantograph detachment will depend, in addition to its duration, on the
characteristics of the arc produced, which will be a function of the voltage and intensity captured
by the pantograph. The measurement of the arcs is carried out by means of a detector sensitive
to the wavelengths emitted by the copper materials. For contact wires made of copper and its
alloys, a range of wavelengths of 220nm-225nm or 323nm-329nm will be used, this system will
be insensitive to wavelengths of visible light greater than 330nm.

The arc detector will be closest to the pantograph and behind it depending on the direction of
circulation. It is convenient to carry out the tests in both directions of circulation by changing the
detector or installing two units.

Said detector will be sensitive to a field of vision that encompasses the entire working area of the
pantograph contact strip, with its tolerance for this sensitivity greater than 10%. The response
time at the beginning and end of the arc is less than 100 μs and its detection threshold is a function
of the energy of the arc that is measured.

Detector location
Working height

Maximum working height

Minimum
working height

Arc detector

Running direction

Figure 6. Arc Detector Location

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Calibration will be performed according to the spectral shape of interest. The distance adjustment
will be made if it varies between the sensor and the pantograph. This adjustment will be made by
determining the power of the smallest arc that can be detected at that distance. According to the
1/d2 law, the new threshold value of the power that can be detected will depend on the new
distance, according to the relationship:

x•d2
y2
The values to be measured correspond to the duration of the arc and the number of arcs, train
speed during the test and the current passing through the pantograph. During the analysis of the
measurements, the values where the pantograph current is less than 30% of the nominal value
will be discarded.

4.4.2. Latest advances in the development of pantographs.

On high-speed lines, it is essential to adjust the interaction of the pantograph with the catenary,
being necessary to carry out different tests to correctly adjust the pantograph so that at maximum
speed, its behavior is suitable for both efforts and detachments. This adjustment is even more
complicated when the trains circulate coupled in double or triple composition, since the second
and third pantographs are vibrating the catenary, thus producing a greater number of
detachments.

A solution to this problem is found in the development of "Active Pantographs" such as the one
developed by the Deutsche Bahn and Bombardier, where the value of the static pressure of the
pantograph is not constant, but varies depending on the speed, having a series of functions that
allow it to be regulated automatically.

This new pantograph, called ASP (Actively controlled single-arm pantograph) is based on a
complex interaction of electronic equipment, tires and sensors, which manage to maintain a
constant thrust with the contact wire. The regulation is carried out in two phases. The first
influences the lifting control by the pneumatic pressure of the pneumatic actuator, for the second
two small pneumatic actuators have been fixed on the torsion bar springs located at the ends of
the vertex tube, achieving with these three devices, maintaining the contact force between the
contact strips and the contact wire, so that it is within the admissible area. The actual value of the
contact force is measured by four force sensors and four acceleration sensors.

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5. CONSTRAINTS IN THE DESIGN OF OVERHEAD CONTACT LINE

There are a series of conditions to take into account in the design and construction of an
electrification system. In relation to the Overhead Contact Line, the most important are:

5.1 Gauge

When conceiving a railway, it is essential to establish a certain gauge based on the characteristics
of the trains, modes of operation and characteristics of the infrastructure, well, these determining
factors will be the starting data for the design, construction and maintenance of the OCL system.

On Spanish railway lines, the implementation of all the elements of the catenary must take into
account the Railway Gauge Instruction (FOM Order 1630/2015).

The purpose of this Instruction is to define the gauges to be considered, both for the construction
of vehicles (rolling stock gauge), and for the placement of elements close to the track (obstacle
implantation gauge).

Likewise, the loading gauges in open wagons are defined, as well as the minimum distances that
the cargo must maintain with the side walls or stanchions of the freight wagons.

Compliance with this Instruction guarantees the safety of rail traffic, by avoiding interference
between vehicles, and between these and the infrastructure.

The aforementioned Instruction is consistent with the gauge standard EN 15273:2013 and
respects the technical specifications for interoperability of the infrastructure, rolling stock and
energy subsystems of trans-European high-speed and conventional rail systems.

5.1.1. Pantograph gauge

Before starting the calculation of the displacements of the contact wire, it is necessary to
determine the gauge of the pantograph to be installed on the line.

To determine the pantograph gauge, the indications referred to in Order FOM/1630/2015 "Railway
Gauge Instruction" of July 14, 2015 are used.

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According to section 3.5 of said instruction, the determination of the pantograph gauge as part of
the installation gauge of fixed installation obstacles must be carried out based on the
determination of the mechanical and electrical gauges and considering the following
considerations and parameters.

To determine the gauge of the pantograph, two gauges must be considered:

▪ Mechanical gauge. It takes mechanical interference into account.

▪ Electric gauge. It takes into account electrical interference. It defines a safety distance,
by insulation, between the part of the pantograph subjected to electrical voltage and the
obstacles. It depends on whether or not the pantograph has isolated switches.

The consideration or not of the electrical gauge depends on the conditions of insulation or

obstacle grounding:

▪ Obstacles that are at the same voltage as the overhead contact line do not need to respect
the electrical gauge. They will be located outside the mechanical gauge.

▪ Isolated obstacles also do not require verification of the electrical gauge. It is enough to
place them outside the mechanical gauge.

▪ Non-insulated obstacles (connected to ground or to a different potential from the overhead

contact line) must respect both gauges, being located outside of both.

The following figure shows the mechanical and electrical gauges of the pantograph. They will be

obtained from the reference contour of the pantograph.

(Y) Axis of the track (2) Electric gauge without insulated horns
(1) Electric Gauge with Insulated horns (3) Mechanical gauge

Figure 7. Mechanical and electrical gauge of the pantograph Order FOM/1630/2015

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Mechanical pantograph gauge

On lines on which rolling stock circulates with pantographs of different widths, the mechanical
gauge will be the envelope corresponding to the greatest width and height obtained.

The displacements that intervene in the calculation of the mechanical gauge of the pantograph
are:

▪ Half-width of the pantograph head bracket (bw).

▪ Pantograph Side displacements.

▪ Projecting parts.

▪ Quasi-static displacements.

▪ Lateral random displacements.

This last section includes the following:

▪ Lateral displacements of the track between two successive periodic maintenance

operations.

▪ Geometric and quasi-static displacements due to a deviation of the actual cant with
respect to the theoretical, between two successive periodic maintenance operations.

▪ Vehicle asymmetries caused by asymmetric distribution of loads or tolerances in the

adjustment of the suspension.

▪ Vehicle oscillations generated by road irregularities.

Electric pantograph gauge

On lines on which rolling stock circulates with pantographs of different widths, the electrical gauge
will be the envelope corresponding to the greatest width and height obtained.

Only the non-insulated parts of the pantograph will be considered. Therefore, the isolated horn is
not taken into account.

Said gauge will be obtained from the mechanical gauge, adding the electrical insulation distance
(belec) defined in table 3.7, and subtracting the width (horizontal projection) of the insulated horn
(cw).

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Electrical isolation distance (belec)3

Catenary voltage
Static (mm) Dynamic (mm)

1.5kVdc 100 fifty

3.0kVdc 150 fifty

25kVdc 270 150

Table 3. Electrical isolation distances Order FOM/1630/2015

5.2 Climatological

It will be necessary to know the climatological characteristics of the area through which the railway
runs, mainly those related to:

▪ Temperature: Extreme temperatures for the mechanical calculations of conductors,

applicable compensation systems, calculation of the maximum temperature in conductors
for the limitation of the current density and finally the maximum deflection of
uncompensated conductors.

▪ Rain: This characteristic will be fundamental in the design of the insulators.

▪ Wind: This phenomenon intervenes directly in the dimensioning of the catenary support
structures, as well as in the calculation of the maximum support spans and the consequent
minimum electrical distances.

▪ Electric storms.

Therefore, it will be necessary to define certain climatological operating conditions in which the
LAC system must be designed for its correct operation with the following environmental
conditions:

▪ Minimum ambient temperature.

▪ Maximum ambient temperature.

▪ Maximum temperature in conductors.

▪ Regarding wind speed, they are considered in accordance with the reference values
indicated in CTE-SE-AE.

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▪ Rain and thunderstorm data, if applicable.

5.3 Environmental

In this section, the pollution levels and their characteristics must be fundamentally identified, being
necessary to know them for the dimensioning of the insulation, as well as for the characteristics
of some materials and their protection against corrosion.

Figure 8. Pollution by sand AVE La Meca – Medina. Saudi Arabia

Figure 9. National Air Quality Index. Government of Spain

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5.4 Operation

It is extremely important to know the operating conditions, since it directly influences the electrical
dimensioning of the system, and consequently, the dimensioning of the support structures.

We can distinguish, for example, according to the tension maintenance system used, the
catenaries are classified as:

▪ Compensated catenary: The one that has a constant mechanical tension in its cables,
which ensures the horizontality of the contact wire at any temperature. It is achieved by
joining the support and contact wire to some counterweights with the possibility of vertical
movement

▪ Uncompensated catenary: It is anchored on the end poles. It is only used on secondary

roads, and can have voltage losses problems.

Figure 10. RFIG Map Maximum Speeds, Types of Electrification and Catenaries

As for the type of traffic, the Spanish RFIG is made up of mainly mixed traffic lines (Freight and
Passengers), although there are lines today that are exclusively for passenger traffic (High-Speed
Lines).

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The Spanish RFIG consists of lines with three different gauges:

▪ Iberian width (separation between rails 1,668 mm).

▪ Standard width (separation between rails 1,435 mm).

▪ Metric width (1,000 mm).

Figure 11. RFIG Traffic Map

5.5 Infrastructure Typology

Fundamentally those corresponding to tunnels, overpasses and level crossings, since the
geometric values of the installation are derived from them, taking into account the isolation
distances.

All these conditions are critical both for the project and construction of an electrification system,
as well as for its subsequent maintenance, since they will have a direct influence on it.

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 Design and construction of the energy subsystem – Overhead contact line

We can distinguish the following types of catenaries depending on the infrastructure of the line to
be exploited:

▪ Catenary for tram line.

▪ Catenary for trolleybus lines.

▪ Flexible overhead catenary.

▪ Rigid overhead catenary.

Figure 12. Rigid overhead catenary

Figure 13. Rigid overhead catenary installed

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5.6 References

▪ REGULATION (EU) No. 1301/2014 OF THE COMMISSION of November 18, 2014 on the
technical specifications for interoperability of the energy subsystem of the Union railway
system.

▪ UNE-EN 50119:2010 Railway applications. Fixed installations. Overhead contact lines for
electrical traction.

▪ UNE-EN 50122-1:2011 Railway applications. Fixed installations. Electrical safety,

grounding and return circuit. Part 1: Protection measures against electric shocks.

▪ UIC 798:1996-07 Integration periods over which parameters can be averaged

▪ CEI/IEC 146-1-1: Semiconductor converters - Common specifications and mains

commutated converters. Part 1-1, Basic Technical Requirements Specifications.

▪ Order FOM/1630/2015 "Railway Gauge Instruction" of July 14, 2015.

▪ IIR Spain. Railway electrification. Traction substations and overhead contact line
electrification systems, 2007.

▪ Critical review of data on energy consumption and emissions of public means of transport.
Ricard Riol Jury 1st Edition, June 2012.

▪ [Boix O., Córcoles F., Sainz L., Suelves F.] Electrical technology. CEYSA Editions 2002.

▪ [[UIC 600 OR] Electric traction with aerial contact line.

▪ [CEI IEC 60850 2] Applications railways-Tensions d'alimentation des systèmes de

traction. Railway applications: Supply voltages of traction systems.

▪ TECNORAIL CO. Electric traction power systems. 2008.

▪ Operating Procedure (OP) 12.2 Facilities connected to the transmission network:

Minimum requirements for design, equipment, operation and safety and commissioning:
Section 1 “Energy exchange conditions”. REE
[http://www.ree.es/operacion/procedimientos_operacion.asp].

▪ Railway Electrification. Jose Conrado Martinez. 2003.

▪ Royal Decree 337/2014, of May 9, which approves the Regulation on technical conditions
and safety guarantees in high-voltage electrical installations and its Complementary
Technical Instructions ITC-RAT 01 to 23.

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▪ ADIF Dec. 1, 1996NAE 107 Definition and measurement of geometric parameters of the
overhead contact line (Catenary).

▪ ADIF 1/Oct/1997NAE 108 Execution and assembly of support and contact wire of the
overhead contact line (Catenary).

▪ ADIF 1/Apr/1998NAE 110 Technical specifications for the assembly of the feeder or
feeder cable (bare and aerial) of the overhead contact line (3 kV DC catenary).

▪ ADIF 1/Apr/1998NAE 111 Execution and assembly of the ground cable of the overhead
contact line (3 kV DC catenary).

▪ ADIF 1/Jan/1999 NAE 112Symbology and documentation of the overhead contact

line (3 kV DC catenary).

▪ ADIF 1/May/1999 NAE 113 Execution, assembly and types of anchoring necessary for
the installation of different types of poles.

▪ ADIF 30/Apr/2008NAE 114 Assembly of insulated cables for direct current feeders.

▪ ADIF June 1, 2001NAE 115 Execution, assembly of overhead switches (3 kV DC

catenary).

▪ ADIF 1/Dec./2007NAE 116 Calculation and assembly of the suspension for overhead
direct current contact lines (conventional lines).

▪ ADIF 1/May/2000 NAE 120 Guide for quality control in the execution of railway facilities
of the OCL.

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