MINISTRY OF RAILWAYS

TREATISE

ON

ELECTRIC TRACTION DISTRIBUTION

VOLUME - II

INDIAN RAILWAYS INSTITUTE OF

ELECTRICAL ENGINEERING
NASIK ROAD
 FOREWARD.

"Old order changes yielding place to new", thus goes a saying.

Railway is no exception to this rule. The steam loco now seen as insignia
and a traffic sign at railway crossings, was chuffing the entire Indian
Railways when I started my career on Railways. Since then, many things
have changed in Railways, the designations of Officers, divisional
boundaries, new zones, new technologies, modern equipments, and of
course, the Electrification of Railway Lines in a big way. Upto seventies,
the electrification was almost confined to the three Metros. Delhi had yet
to see the electric trains. After seventies, the Electric Traction made its
appearance in segue. Therefore, the need was felt by the Officers and
Staff of Electrical Department to understand the Electric Traction
Technology properly. The amount of technical information available then
was scanty and scattered. I have delivered some lectures in Staff College
with the available information and the additional information gathered by
me during my tenure in RE. Since then, I always felt a need to have a
book on the subject. The original ACTM was a single volume and since
then, it has expanded to four volumes with ephemeral content. The ACTM
should be a manual used by the staff who have been trained in the
Traction Technology and not a text book to teach them. I, therefore, think
that subject covered in these two volumes should also be delinked from
ACTM. The bulky volumes of ACTM, will get reduced to a required size.
The subject matter dealt with, has been based on the manuals earlier
prepared by RITES, but the soft copy of the same is not available now.
IRIEEN was entrusted with the job of bringing out the books with the help
of RDSO and CORE.

I am delighted to note that IRIEEN has put in lot of efforts in bringing

out the two volumes "Treatise on Electric Traction Distribution" in the
present form. I am sure that these books will serve the needs of Traction
Engineers.

NEW DELHI. RAMESH CHANDRA.

14-06-2007 Member Electrical,
 PREFACE
Railway Board vide their letter No.2005/RE/170/1 dated 02.09.2005, assigned
the work Preparation and issue of "Treatise on Electric Traction Distribution". At the
beginning, the entrusted work appeared to be simple but as the time passed by, the
complexity of the task became known. Newton said that by standing on the shoulders
of his seniors, he could see far. These two volumes are based on the four volumes
issued by RITES which undoubtedly was based on the pioneering work done by many
of the seniors. Acknowledgement of their contribution is, therefore, my foremost duty.

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.

NASIK ROAD. S. P. KHADE

08-06-2007 DIRECTOR, IRIEEN NKRD.
 PART- 3

OVER HEAD EQUIPMENT

 CONTENTS

Page No.

Chapter 1 : Schedule of Dimensions, 1676 mm Gauge :

Salient Features 1

Chapter 2 : Over Dimensional Consignments 5

Chapter 3 : The Layout and Layout Plans 9

Chapter 4 : Wiring of Points and Crossings 25

Chapter 5 : Structural Design of Overhead Equipment Supports 33

Chapter 6 : Arrangement of Masts 101

Chapter 7 : Cantilever Arrangement 109

Chapter 8 : 25 kV Feeders and Cross Spans at Switching Stations 111

Chapter 9 : Tramway Type Overhead Equipment 113

Chapter 10: Booster Transformers and L.T. Supply Transformers 115

Chapter 11: Bonding and Earthing 119

Chapter 12: OHE Sectioning 127

Chapter 13: Guidelines for Electrification of Petroleum siding/Loop 135

Chapter 14: Numbering of OHE Masts 141

Chapter 15: Numbering of Equipment 145

List of Important Drawings issued by RDSO 149

 CHAPTER 1

SCHEDULE OF DIMENSIONS, 1676 mm GAUGE SALIENT FEATURES

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.

New works would include altogether new construction, additions of new

lines/structure, gauge conversion and doubling. However, it is not intended to
include the works of alternation such as shifting of a points and crossings,
extension of siding, building etc.

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.

Diagram No. 1A & 1A (modified) of Schedule of Dimensions 1676 mm Gauge

prescribes the standard dimensions for tunnels and through girder bridges to
suit 25 kV ac traction.
 Diagram No. 1B & 1C of Schedule of Dimensions 1676 mm Gauge prescribes
the standard dimensions out of stations to suit 25 kV traction.

Diagram No.1D of Schedule of Dimensions 1676mm gauge prescribes the

maximum moving dimensions of profile proposed for revised Schedule of
Dimensions.

Diagram No. 2 prescribes the standard dimensions in stations to suit 25kV ac

traction.

Schedule II :

Schedule II contains some recommended dimensions ,which are generally

considered good practice .,the adaption of which will lead to very desirable
uniformity on Indian Railways, but they are not to be treated as standards. The
clearance to fixed structures and distance between center to center of tracks
prescribed in item 13 of chapter I , schedule I for tunnels and through girder
bridges should also be adopted for all structures and not only for tunnels and
through girder bridges at the time of new construction or addition/alterations to
the existing structures. However, in case where 3660 mm stock is not required
to be introduced and adoption of these dimensions would entail heavy
expenditure, an administrative reference should be made to the Board
individually in each case before execution of work for adopting less clearances.
Under Chapter IIR- Station Yards, are also included some dimensions , which
will facilitate future expansion.

Schedule-III :

Schedule-III contains the existing infringements of Schedule I , which may

be permitted to continue on existing 1676 mm Gauge Railways.

3.1.2 Salient Features

The salient features of Schedule of Dimensions 1676 mm Gauge are

given below. However, for details the booklet of schedule of dimensions
1676 mm Gauge with Addendum and Corrigendum slips issued time to time
by Railway Board shall be referred to.

3.1.2.1 Building and Structures

Schedule I i) Minimum height above rail level

Chapter I for a distance of 915 mm on
Item 10 either side of centre of track
overhead structures. 4875 mm

ii) Where DC Traction is likely to

 be used, this dimension shall be 5410 mm

iii) Where 25 kV ac traction is likely

to be used the minimum height
above rail level for a distance of
1600 mm on either side of the
centre of track shall be

a) for light overhead structure

such as foot over bridges 6250 mm

b) for heavy overhead structure

such as road over or fly-over
bridges 5870 mm

Note:-

i) In case of existing structures a special study for clearances shall be made

as indicated in Appendix-A to Chapter-V-A before 25 kV A.C. traction is
introduced.
ii) The heights mentioned above, shall be measured from the higher or super
elevated rail.
iii) If any turnout or cross-over is located under a heavy structure or within 40 m
from its nearest face in respective of the position of level crossing gate.

3.1.2.2 Maximum Height Above Rail Level For Rolling Stock

Schedule I Maximum height above rail level

Chapter IV (A) for a width of 760 mm on
Item 29 either side of centre of
unloaded vehicles 4265 mm

Schedule I Maximum height above rail level

Chapter IV (C) for a width of 760 mm on
Item 12 either side of centre of
empty locomotives. 4265 mm

Maximum height of X-class Locomotive

Schedule I Locomotives above rail level

Chapter IV (C) for a width of 305 mm on
Item 15 either side of centre of
empty locomotives. 4470 mm
 3.1.2.3 For electrical clearances and height of contact wire, Chapter VA
of the Schedule and Appendix A to Chapter VA of the Schedule-I of
the Schedule of Dimensions 1676 mm Gauge shall be referred to.

3.1.2.4 Extra vertical clearance under over-line structures and overhead

equipment in electrified sections

Schedule II Allowance to be made for raising

Chapter I-R of tracks to permit modern track
Item 16(R) structure to be introduced 275 mm
On lines proposed to be electrified on 25 kV ac system, necessary
provision should be made in over-line structures and overhead
equipment if necessary, by using long traction over-head equipment
mast to permit possible raising of tracks by 275 mm in future to cater
increased ballast cushion, longer sleeper thickness and deeper rail
sections.
 CHAPTER 2
OVER DIMENSIONAL CONSIGNMENTS

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.

If any package before loading exceeds the following dimensions, it is to be

treated as ODC or 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

Over-dimensional consignments are classified in three classes.

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.

3.2.3 Special precautions for movement of ODCs in 25kV AC electrified

sections

All reference to clearance below is to the static vertical electrical clearance

between the highest point of consignment on wagon and the lowest point of the
contact wire under worst conditions.

The following special precautions must be observed for transport of ODCs in

the electrified section:

i) Movement of ODC shall be undertaken only after sanction of competent

authority has been obtained.
ii) In all cases when an over size consignment is to be moved, staff accompanying
the ODC shall always remember that the overhead equipment is always live
except when a power block has been obtained from the traction officials. Even
when a power block has been obtained, all lines other than those for which the
power block has been granted are to be treated as live at 25 kV ac.
iii) The following are the prescribed minimum electrical clearances (normal) from
the lowest point of contact wire for the passage of ODCs through electrified
sections.

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.

According to recommendations of Electrical Standards Committee regarding

adoption of reduced electrical clearance for speeding up the movement of
ODCs, Railway Board have approved the following minimum electrical
clearances to be adopted as a regular measure for movement of ODCs.
Minimum
Clearance
(mm)

a) For movement of ODCs 250

at unrestricted speed
with power ON

b) For movement of ODCs 200

at a restricted speed of
15 Km/h with power ON
(ODCs would not be stopped
under critical locations)

c) Physical clearance between 100

contact wire and ODCs
when moved under power OFF
condition to prevent physical
entanglement.

A representative of the train department should accompany all ODCs having

clearances specified in item b) and c) above, to supervise safe movement of
the ODC at locations where clearance from contact wire is critical.
 A representative of the traction department should also accompany ODC loads
having width more than 1981 mm from centre line of track.

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.

To facilitate checking of clearances available from the OHE for over

dimensional consignments, the Operating and Engineering branches at the
Divisional and Headquarters level should have with them up to date charts
showing the minimum height of contact wire and clearance of OHE masts at
various locations in the electrified area. These charts should be supplied by the
Electrical Department. The Operating Department may clear ODCs for
movement on the basis of clearances checked with the help of the above-
mentioned charts subject to the restrictions mentioned above. However, when
sanction of CRS is required to be obtained for movement of any particular
ODC, a specific reference should be made to CEE and a certificate obtained
from him in the following form:

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.

Section Location Height of Power ON Speed

contact or OFF restriction
wire in Km/h
1 2 3 4 5

3.2.4 Power block for movement of ODCs

When an ODC is permitted to be moved in an electrified section only with the

OHE power cut off, it will be the responsibility of the Section Controller to
arrange with the TPC for power to be cut off before admitting the ODC in the
section. An authorized representative of Traction Distribution Branch will obtain
confirmation from TPC by message supported by private number that power
has been switched off and then issue a memo to the Guard or other traffic
official-in-charge of the train to the effect that power has been switched off over
the specified section. Only on receipt of such memo may the train carrying the
ODC be allowed to enter the section.

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 single tracks the measurement shall be on the outer rail.

Spans have been standardized and these are given in:

(A)
i) RDSOs Drg. No. ETI/OHE/G/00202 for conventional copper overhead
equipment,
ii) RDSO Drg. No. ETI/OHE/G/04201 for regulated Tramway overhead
equipment, and
iii) RDSOs Drg. No. ETI/OHE/SK/375 for composite overhead equipment
(aluminium alloy catenary (116 mm2) and copper contact wire 107 mm2).

The standard spans vary in steps of 4.5 m from a minimum of 27 m to a

maximum of 72 m i.e. 27, 31.5, 36, 40.5, 45, 49.5, 54, 58.5, 63, 67.5 and 72 m.

For reason of economy, the spans shall be as large as practicable consistent

with permissible stagger. For a stipulated maximum stagger, the length of the
span is governed by curvature, blow off of overhead equipment, sway of
pantograph and also the deflection of structure at contact wire level under wind
conditions. Standard spans shall be used to the extent possible. Where
structures are located on bridge piers in the case of long bridges, the span shall
be the distance between centre of bridge piers.

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:

i) Green Zone (light) - 75 kgf/m2

ii) Yellow Zone (medium) - 112.50 kgf/m2
iii) Red Zone (heavy) - 150 kgf/m2

For working of the wind loading the area as indicated below shall be considered
for different items:

a) Rolled beams total projected area

b) Fabricated structures one and a half times the projected area
c) Conductor and other circular members 2/3 of the projected area

The safety of structures is checked for two conditions:

a) At 350 C temperature and full wind pressure

b) At 40 C temperature and 20% of the governing wind pressure

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)

On tangent track the contact wire is normally given a stagger of 200 mm at

each support alternately on either side of the centre of track. This is relaxed on
special cases for ensuring requisite clearance in difficult locations such as
vicinity of signals, subject to stagger at mid-span not exceeding the permissible
values given in RDSOs Drg. No.ETI/OHE/G/00202 (for conventional copper
OHE).
 CATEN ARY STAG G ER
+ 200 OR
0 OR
-2 0 0 O R
-4 0 0

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.

The stagger is of particular interest in the case of diamond crossings with or

without slips. It is normally found that the crossing of contact wire should take
place at the centre of the diamond if slips are also to be wired. This is
necessary since a loco traveling on the slip whose track separation is about
400 mm from the main tracks, has the contact wire farthest at the center. The
displacement of the pantograph of the locomotive traveling on the slip is also
400 mm from the center. If contact wire is brought nearer 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 with stagger on this account. The
crossed type equipment is not permitted on main lines.

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.

Stagger of Contact Wire at Un-insulated Overlaps: At un-insulated overlaps

the stagger should confirm to Drg. No.RE/33/G/02121, Sheet No.1. On non
uniform curves or at other locations where staggers are different from those
indicated in the drawings are adopted. The following points are to be observed
to get a good design.

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.

Short neutral section comprising of composite insulators shall be erected with

zero stagger at support.

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 catenary stagger on curves is so adjusted that it is as nearly vertically

above the contact wire as possible. The maximum inclination of the overhead
equipment plane to the vertical is such that the horizontal distance between the
vertical planes through the catenary wire and contact wire at contact plane is
normally 100 mm but does not exceed 200 mm. In other words the catenary
stagger on curved track depends upon:

i) Stagger and height of contact wire

ii) Super-elevation of the track

iii) Gauge of the track

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

The continuity between two consecutive tension lengths is maintained by an

arrangement which is known as overlap. Overlap means an arrangement of
overhead equipment over a track, where two sets traction conductor overlap
 each other for a short distance, providing for smooth passage for the
pantographs of electric rolling stock. Overlaps are of two types insulated and
un-insulated. The general arrangement is as per RDSOs Drg. No.
ETI/OHE/G/02131 Sheet-1&3 Mod.A & ETI/OHE/G/ 02121 Sheet-1, Mod-F and
Sheet-4 Mod-A.

Location

a) Overlaps serving platform lines should not be located opposite platform to

avoid location of auto-tensioning devices on the platform. If for any reason it
is unavoidable then half tension length may be adopted to avoid the provision
of regulating equipment on platform.

b) In station area insulated overlaps on main running lines should be located as

far as possible after the stop signal. In this connection para 3.12.2 of chapter
12 may also be seen.

c) In the case of emergency crossovers, insulated overlaps in the direction of

trailing end should permit the longest train to be accommodated between
the lock bar of the cross over switch and the first intermediate structure of
the overlap with a minimum margin of 50 m. The overlap in the rear should
be located as close of possible.

The location of insulated as well as un-insulated overlap should be such that

maximum span length is available in order that the two contact wires run
parallel to each other for not less than 2 m length, to ensure smooth transition
of pantograph from one OHE to other.

Insulated overlaps in front of Feeding Post should be sufficiently away from

stop signals to facilitate coasting of trains (with pantograph lowered in the event
pf extension of feed from adjacent sub-stations).
In case substation has to be located in the station area the feeding
overlap can be outside the station area and fed by feeders from the
substations.

3.3.6 Neutral Section

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.

Short Neutral Section: In heavily graded sections and suburban sections

where adoption of overlap type neutral section is not feasible, short neutral
section of 5 m length comprising of conventional section insulators may be
adopted. The arrangement is shown in RDSOs Drg. No.ETI/OHE/ G/02161,
Sheet 2. Speed under such neutral sections in any case has to be restricted to
120 Km/ h if the runners are in trailing direction and otherwise to 80 km/h.
Adoption of short neutral sections with section insulator assembly are to be
avoided on main running lines because of heavy weight, speed restrictions and
frequent maintenance requirement.

If adoption of short neutral section on main line is unavoidable, short neutral

sections comprising of composite insulators may be provided. Such short
neutral sections are lighter and are considered fit for speeds up to 200 km/h.

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 a neutral section is to be provided after a stop signal the distance between

signal and neutral section shall be such that after stopping, the train will be able
to pick up enough speed to coast through the neutral section without any risk of
stalling.

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.

In cases, where short neutral section assembly is provided on main lines in

graded sections, the following guidelines may be followed:

i) Where a stop signal is located before a neutral section, the distance

between neutral section and the stop signal should be kept at least 800 m
on 1 in 200 gradient.

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:

Type of OHE: Normal height of contact wire

at support point

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

a) Unregulated OHE designed for

Areas with temperature range 5.75 m
of 40 C to 65 0 C

b) Unregulated OHE designed for

Areas with temperature range
of 15 0 C to 65 0 C 5.60 m

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.

A tolerance of 20 mm is permissible on the height of contact wire as

measured at point of support except on either side of over-bridge where
tolerance of 10 mm shall be allowed. These are also subject to the provision
that the difference of height of contact wire at two adjacent supports shall not
exceed 20 mm. In spans with gradient of contact wire, the difference of 20 mm
is measured over and above the approved gradient.

Future track rising

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.

Contact wire gradient

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

Encumbrance is defined as the axial distance on vertical plane between

catenary and contact wire at OHE support. The encumbrance normally is 1.4 m
at single cantilever structure. The following table indicates the preferred values
of reduced encumbrance for erection of overhead equipment under over line
structure.

Span under over line Recommended Maximum

structure (m) Encumbrance Permissible (m)
Adjacent span (m)
63 0.9 67.5
58.5 0.9 67.5
54 0.75 67.5 @
49.5 0.6 63
45 0.6 63
40.5 0.5 58.5
36 0.4 54
 31.5 0.4 49.5
27 0.3 45.0

@ applicable where the encumbrance can not be increased to 1.40 m in

single span from the value given in Column 2. The normal encumbrance is
of 1.40 m should be provided in subsequent spans, in such cases, the
encumbrance may be adjusted in such a way that the lowest point of the
catenary does not fall between first dropper and support.

The above table is applicable to regulated conventional copper overhead

equipment with 100 mm nominal pre-sag of contact wire.

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

The standard arrangement of dropper assembly is shown in RDSOs drawing

no. ETI/OHE/P/1190. However, special dropper arrangements as shown in
drawing No. ETI/OHE/P/1400 may be followed in exceptional cases where it is
unavoidable.

The arrangement of dropper to be adopted on through girder bridges is shown

in RDSOs Drg. No.ETI/OHE/P/1410 where OHE is supported on member of
girder bridge.

3.3.10 Section Insulator

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.

v) The preferred location of section insulator on main running track is 2 m to 10

m from support in the direction of traffic though its position on the main line
should be avoided.

vi) In double line section, the runners should be in the trailing direction.

Section insulators permissible speeds

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.

3.3.11 Tension lengths

Regulated Overhead Equipment.

With regulated overhead equipment every tension length is equipped with an

automatic tensioning equipment at each end and an anticreep located
approximately mid-way between the tensioning devices. The distance between
the anticreep and the anchor structures on either side should not exceed 750 m
or 15 supporting structures.

Half tension lengths

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.

3.3.12 Linkage of wire runs

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

Anticreep is located in approximately at the centre of the tension length. The

standard arrangement is shown in RDSOs Drg. No. ETI/OHE/ G/02111, Mod-
A.

Boom type anticreep arrangement as per RDSOs Drg. No.ETI/OHE/G/02113

may be provided on multiple track sections or in areas where portals have
been provided on account of other design considerations. Portals should not be
adopted specially for the provision of boom type anticreep.

Bridges and tunnels

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.

Structures with three brackets

In the case of structures with three brackets supports regulated overhead

equipment, anticreep or fixed terminations of the overhead equipments are to
be arranged so as to keep the relative movement between brackets as small as
possible so that the brackets do not foul with each other.

3.3.14 Anchorage of equipment

The anchoring arrangement is given in RDSOs Drg. No. ETI/OHE/ G/03121,

Mod-E.

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.

Crossing of regulated and unregulated equipment should be avoided. This may

however, be done if sufficient mechanical clearance under all the conditions is
ensured between the crossing and contact wires.

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.

END OF BUFFER SIDING

6 m (MIN)

END BUFFER SIDING

WITH GUY ROD WITHOUT GUY ROD

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.

In case of regulated equipment when equipment is anchored in a single span,

anchor height is to be the standard one to get the regulation of the overhead
equipment within the limited travel zone of counter weight assembly. However,
single span anchoring should be avoided as far as possible.

3.3.15 Cross Section Drawings

A Cross Section Drawing (CSD) is prepared for each location of a structure
showing the section of the formation, height and nature of the bank whether
new or old, nature of soil, type of foundation block, guy rods if any, structure
proposed reverse deflection of the structure, and all other such particulars for
the foundation and structure erection. In preparation of this drawing care must
be taken to show all obstructions such as signal wires, point rods etc. and their
correct location, with reference to track/tracks as well as underground
obstructions like pipes, cables etc. after collecting such information from site. A
typical cross section drawing is shown in Fig. 3.3.3. The details of anchor
foundation if any is also to be included. The standard proforma for cross section
drawing is indicated below.

Cross section for open route section

Km to
Sl No.
___________________________________________________________

Location No.
___________________________________________________________

Chainage
___________________________________________________________
Details

Setting distance in m
__________________________________________________________

Step distance in m
___________________________________________________________

Foundation Bending Moment (FBM) Code

___________________________________________________________

Soil type & pressure

___________________________________________________________
Foundation type & size
___________________________________________________________

Type of Mast size & length in m

___________________________________________________________

Embedded length of mast in m

___________________________________________________________

Reverse deflection in cm
___________________________________________________________

Type of super mast / cross arm

___________________________________________________________

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

0.203 3.00 4.74 3.00 0.203

CANTILEVER ASSLY.
STAY ARM
STANDARD BRACKET

0 .4 2

FIG. 3.3.3
LARGE BRACKET

0 .1 7
HRL RAIL LEVEL

0.500 0.30 REGISTER ARM

RAISED REGISTER ARM
STEADY ARM
JUMPER
INSULATOR

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

MISCELLANEOUS ASSLY./ ARRANGEMENTS

NOTE:-
1. PL. REF. CAL. ECE/SPL/CAL/219.
2.50 2.50 DRG. NO. STYLE
2
5.00 2. WIND PRESSURE :75 kg/m. 4.00
TERMINATION
GUY ROD ASSLY.
JTJ TO LOC 341/16 JTJ TO LOC 341/15
ANCHOR ATTACHMENT
GUIDE TUBE MOUNTING

6 .5 6
6 .5 6

COUNTER WEIGHT ASSLY.

SPS FOR RC/FEEDER SUSPENSION
A-3 A-3

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.

3.3.17 As Erected Drawings

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.

It is also usual to include the make of insulators, galvanized steel tubes,

stainless steel wire ropes etc. The make of the conductor is to be specified in
the as erected drawings, structure erection drawings and other relevant
drawings for identification. The changes that do take place after initial
preparation of drawings are:

Change in cess level particularly if pre-stressed concrete sleepers have

introduced.
Change in length of line, location of points and crossings etc. due to yard
remodeling arising out of need to run heavier trains,
Changes in location of signals.
Introduction of LWR and SWR causing disturbances to track.
Modification of bridges for adequate headroom and making changes in track
level.
Curve realignment normally to be done prior to electrification but many a
time done after.
Removal of infringements like power line crossings, Railway platform shelter
etc.
 CHAPTER - 4
WIRING OF POINTS AND CROSSINGS

3.4.1 Points and Crossings

General Arrangement: The equipment at points and crossings should

preferably be of the overlap type. In unavoidable cases it can be of the crossed
type.

The general arrangement of regulated overhead equipment of turnouts and

crossovers is shown in RDSOs Drg. No.ETI/OHE/G/02141, Mod-C and 02151,
Mod-C. For high speed running, the overlap type equipment should be
provided.

The general arrangement of unregulated overhead equipment at turnouts and

crossovers is shown in RDSOs Drg. No. ETI/OHE/G/03151 and 03152, Sheet
No. 1 and 2.

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.

A diamond crossing with or without slips is equipped as two turnout, the

turnout centers being coincident. The mast located near the common centre
is therefore equipped with three bracket assemblies (refer RDSOs
Drg.No.ETI/OHE/G/02151).

Crossed Type

The crossed type equipment for turnouts is normally adopted on secondary

tracks but may be used on main tracks where speeds are less than 100 km/h.
The overhead equipment of the secondary track normally crosses the overhead
equipment of the main track or does not have any overlapping span before
anchorage. The two contact wires are clamped together to prevent relative
vertical displacement. For this type of equipment no support is necessary near
the centre of the turnout.

In case of diamond crossings with double slips, if crossed type equipment is

provided, doubling of contact wire is necessary (See RDSOs
Drg.No.ETI/OHE/G/03152 Sheet No.2). Doubling of contact wires is however,
not essential, in case of diamond crossings with single slip. In either case, no
mast is necessary at the centre of the crossings.

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)

CONTACT WIRE FOR TURN OUT

CL OF TURN OUT

CL OF MAIN TRACK

PANTOGRAPH ON TURN OUT

CONTACT WIRE FOR MAIN TRACK

NOTE :- ALL DIMNS. ARE IN mm.

TOS

STRUCTURE LOCATION TOWARDS TOE AT MINIMUM

PERMISSIBLE TRACK SEPERATION OF 150mm

The arrangement for the crossed type of equipment at the turnout is shown
in RDSOs Drg. No.ETI/OHE/G/02141.

Imposing speed restrictions on fast tracks is undesirable therefore for main

tracks, overlap of knuckle type equipment is a must. The contact wires for the
main and turnout run along each other for some distance before the contact
wire of the turnout is lifted for anchoring, the two contact wires never cross
each other if both wires can touch the pantograph simultaneously. The contact
of turnout is lifted in one span and anchored in the next span. On the double
bracket structure at the turnout the contact wire of the turnout is kept 50 mm
above that of the contact wire of main track.Since there is no crossing of
contact wires in midspan it is obligatory to locate a double bracket structure
within a certain limit of the theoretical centre of the turnout to ensure proper
contact for pantograph negotiating the turnout.
3.4.2 Location of obligatory structure

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:

a) For locating a structure as far as possible towards the nose of turnout:

For a good design of run of contact wires, the pantograph of a loco on
the turnout must make successful contact with both the contact wires at
structure. Since half width of wearing surface of pantograph is 520 mm,
it will be quite satisfactory if the contact wire of the main track is located
at a point 500 mm from the centre of line of the pantograph. If a stagger
of 200 mm is given to the contact wire of the main track towards the
turnout and a stagger of 300 mm is given to the contact wire of turnout
towards main track, therefore at this location the track separation is 700
mm. This is shown in Fig. 3.4.1 (a).
b) For determining the limit to which the obligatory structure should be
located towards the toe: Consider a stagger of 200 mm away from the
turnout is given to the contact wire of main track and a maximum stagger
of 300 mm to contact wire of the turnout towards main (this is necessary
from considerations of versine on turnout). Ensuring a minimum gap of
50 mm between the two contact wires at the point, the track centres
work out to 150 mm. This is shown in figure Fig. 3.4.1(b).

It is therefore, evident that if other requirements are met, structures can be

successfully located anywhere between the point where track separation is 700
mm and the point where separation is 150 mm.

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.

700 mm minus the difference between 200 mm and the stagger

permissible on main track in the direction towards the turnout. Otherwise
at the support, the pantograph of the locomotive while negotiating the
turnout, will not make simultaneous contact with both contact wires. It
may do so only when it travels some distance towards the toe where
track separation is less. However, for a safe design the pantograph of
the locomotive should pick up the main contact wire at the support itself,
and hence the limitation.
 and for (b) above:

150 mm plus the difference between the stagger permissible on main

track and 200 mm in the direction away from the turnout track. Otherwise
the tow contact wires will cross and it will no longer be overlap type of
equipment.

From the above, it can be summarized that

i) Location of double bracket structure should remain within permissible zone

of track separation i.e. 150 mm to 700 mm.

ii) Location and stagger at section insulator should remain within specified
limits.

iii) mid-spans staggers and staggers adopted at adjacent structures should

remain within specified limits.

3.4.3 Location of structures at turnouts and cross overs

3.4.3.1 Turnouts to a parallel straight track

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.

However, with turnouts of smaller number e.g. 1 in 12 and 1 in 8 as the

total length of the turnout is short, it is possible to locate structures on the
reverse curve or straight line portion of the track beyond, without limiting the
preferable zone of locations of structures at point where track separations
are large.
 TURNOUT
TOAPARALLELSTRAIGHTTRACK
Z T1

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

For the turnouts of smaller numbers it is particularly seen that if a structure

is placed at a location where track separation is large, the location falls very
near to nose and hence is near the straight portion of the track. In order to
prevent the mid-span staggers from exceeding the limits prescribed, it is
found that stagger of the turnout contact wire has to be considerably less
than the desired 200 m. Thus at the location of this obligatory structure the
turnout overhead equipment is considerably far away from the contact wire
of the main line and the pantograph of the locomotive on turnout at this point
may not make positive contact with contact wire of main line. This is not
desirable. It therefore, becomes necessary to limit the preferable zone of
locations of structure at points where track separation is considerably less
 than 700 mm laid down earlier. These preferable zones of obligatory
structure locations are again different for different turnouts.

3.4.3.2 Crossovers to parallel straight tracks

Considerations for preferable locations of obligatory structures at crossovers

are somewhat different from those of wiring simple turnouts.

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

{ ZONE IN WHICH SECTION P1

INSULATOR SHOULD BE
LOCATED

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

TRACK SEPARATION AT B , B' 0.75 m

TRACK SEPARATION AT C , C' 1.45 m

TRACK SEPARATION AT D , D' 1.65 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.

Thus in order to choose ideal locations for obligatory structures at

crossovers correct procedure is : (refer to Fig. 3.4.3)

1. Find OC for the particular turnout number.

2. Find out distance OO
3. Check whether a section insulator is permissible at distance OO
4. If the span in 3 above is not possible, check as to how near one can
approach the nose of both the crossings so that provison of section
insulator is possible beyond O for the reduced span.

The best location for the first turnout structure specially with BG 1 in 12
turnout is one as near as feasible, towards the nose.

These points however have to be disregarded in case of 1 in 20 and 1 in 16

crossovers. In these cases the angle of crossing is so small that OO (Fig.
3.5.3) is too large to be crossed by one span specially if a section insulator
has also to be installed. An intermediate support near about the centre of
the cross over becomes obligatory. As no space between main track and
cross over track at this point is available the equipment has to be supported
by means of a portal with special drop arm for the cross over overhead
equipment so that the bracket assembly or drop arms do not infringe the
swept zone of pantograph on main line. A bracket assembly suitable for this
intermediate support and the special drop arm for portal is shown in RDSO
drawing No. ETI/OHE/G/02108, Mod-A. It should be noted that the normal
encumbrance of 1.4 m is not available at this structure. Hence the distance
of the section insulator from support has to be checked by calculation to
ensure that a minimum dropper of 450 mm at the section insulator is
available. This, however, will not present any difficulty as the section
insulator can be erected as close as possible to the support.

3.4.3.3 Guideline to provide staggers at turnout locations: The staggers

for structures A and B will depend upon the staggers on the right of these
structures. Assuming the staggers are as shown, stagger for D is decided.
For Location C, first give the stagger for mainline. Subtract this value from
T.S.(550-200 = 350) . Now the distance between the OHEs should be 50 to
200, thus a stagger of 200 will suit giving a gap of 150. This value depends
upon the versine of X-over. If the versine is heavy say 300 then stagger of
300 will be given with a gap of 50. With C decided, E is easy. For location
F, first give the stagger of main line w.r.t. D i.e 200. T.S. 200 = 280. Thus
the X-over can be given 200. This will suit versine of X-over 230. Now out
 of run wire stagger is given which can be for minimum deviation. In a
similar fashion staggers for `G location are given. Fig.1 may also refer .

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.

(i) Para 3.3.4 Staggers.

Under curved track, add the following :

The maximum span on curved track is limited by the mid span

stagger of the contact wire. Table I of RDSOs Drg.No.ETI/
OHE/G/00202 may be followed.

3.4.4 Other types of cross overs and turnouts

3.4.4.1 Diamond crossings with or without slips:

i) With crossing of contact wires

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.

3.4.4.2 Gathering lines, crossovers to inclined tracks or turnouts and

cross overs from curved tracks.

As these are individual cases rather than general, no theoretical approach is

possible and these must be checked at site by stretching nylon cords on
tracks concerned and measuring the offsets from track centres and ensuring
that for both the tracks at every point one contact wire is always available
within the working zone of the pantograph.

3.4.5 Conclusion

Conditions at site differ so much from the standard arrangements that it is

neither possible nor desirable to eliminate site check. All cases have to be
checked at site to ensure that the plan prepared in the design office is
feasible. The best plan is that which has made use of all the data given in
survey sheets and requires minimum modifications after check at site.
 CHAPTER 5
STRUCTURAL DESIGN OF OVERHEAD EQUIPMENT SUPPORTS

3.5.1 Materials for Overhead equipment masts

Overhead equipment masts can be of steel or prestressed concrete,

Prestressed spun concrete masts have been successfully developed on trial
and are cleared for erection on main line for supporting overhead equipment.
These masts require special arrangements for bonding and are likely to be
damaged in the event of mishandling. Steel has therefore been found to be the
most desirable material for overhead equipment masts.

3.5.2 Layout and types of Masts

The usual overhead equipment tension lengths comprising contact wire,

catenary wire and dropper is about 1500 m. The overhead equipment for 25 kV
ac is very light and for efficient current collection at unrestricted speeds, the
contact wire has to be maintained at a constant level at all temperatures. To
achieve this the overhead equipment is regulated i.e. constant tension is
maintained at all temperatures in both contact and catenary wires by the
provision of suitable counter weights at the ends of the tension length. To
permit movement of overhead equipment due to change in temperature, it is
supported form swiveling brackets connected to the mast. There are six types
of overhead equipment mast. These are:

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.

5. Anticreep Central Mast: These are located approximately in the centre of

the tension length. This is just like any other normal mast except that the
movement of the bracket is prevented by providing two anticreep wires
which are anchored on the adjoining mast. The idea of providing anticreep
central mast is to maintain the overhead equipment in stable equilibrium
between the two balancing weights of the tensioning equipment at the ends
of tension length.
6. Anti-creep Anchor Mast: These masts are adjoining to anticreep central
mast. These are just like normal masts with the addition of anticreep wires
anchored on to them.

All anchor mast are provided with guys parallel to the track to counteract the
forces due to anchorage of the wires.

In addition to the six types of overhead equipment masts enumerated

above, there are special locations in yards, at turnouts, crossovers,
diameters, etc. with multiple overhead equipments with or without anchor
and or feeders which have to be tackled separately.

3.5.3 Loading of Masts

All masts are required to support overhead equipment consisting of catenary

wire, contact wire and droppers. In addition, masts may also be required to
carry return conductors (to suppress the induction effects of traction current on
the neighboring telecommunication circuits), earth wire (where both the rails are
track circuited) and 25 kV feeder wire. The first step in the selection of a
suitable section for overhead equipment mast consists in evaluating loads and
moments on the mast. The loads acting on the mast are as under.

a) Permanent Loads : (Vertical)

1. Dead load of overhead equipment consisting of catenary wire,

contact wire, and droppers, which is generally 1.6 kg/m length of
overhead equipment.
2. Dead load of swiveling bracket assumed to be 60 kg.
3. Dead load of earth wire if any.
4. Dead load of return conductor and insulator for return conductor (if
any)
5. Dead weight of any 25 kV feeder and insulator for the feeder (if any).
6. Dead weight of any small part steel work.
7. Self weight of mast.

b) Permanent Loads : (Horizontal)

1. Radial pull of contact and catenary wires caused by curvature of the

track and or stagger of wires.
2. Radial pull of earth wire, return conductor if any and or 25 kV feeder (if
any) caused by the curvature of track.

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.

c) Occasional Load : (Vertical)

The only occasional load acting vertically is the weight of a workman assumed
as 60 kg acting at the end of the bracket.

d) Occasional Loads : (Horizontal)

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.

To estimate the loads it is necessary to know the extreme range of temperature

and the wind pressure for which the overhead equipment may be designed. It
may be necessary to make reference to the meteorological department and
ascertain the temperature range and wind pressure recorded over a number of
years. As per rules for opening of Railways the confirmation of the state
government concerned has to be obtained for the wind pressure adopted.
Reference to IS: 875-1987 (Code of Practice for Structural Safety of Buildings:
Loading Standards) may also be helpful in determining the wind pressure and
correlating wind velocity with wind pressure.
 Y CHECK FOR RSJ & BFB SECTION
Myy N

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

3.5.4 Checking of Structure (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:

V = sum of all vertical loads

Hx = sum of all the horizontal forces acting on the mast
perpendicular to the track
Hy = sum of all the horizontal forces acting parallel to the track
M XX = sum of all moments perpendicular to track
M yy = sum of all moments parallel to track

Conditions:
i) Permanent loads only,
ii) Wind load only,
iii) Permanent loads with occasional load and wind blowing
perpendicular to track.

Further checking of mast depends on the type of the section used as

structures are Rolled Steel Joints (RSJ), Broad Flange Beams (BFB) and
fabricated. The method of checking each of these sections is given below.

3.5.4.1 RSJ and BFB sections

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.

As per IS 800-1984, the direct stress in compression on the gross, sectional

area of axially loaded compression members shall neither exceed 0.6 fY nor
the permissible stress ac calculated using the following formula:
fcc fY
ac =0.6X--------------------------------(Clause 5.1.1 of IS 800-1984)
{ (fcc ) n +( fY ) n } 1/n

Where:
ac = permissible stress in axial compression in Mpa

fY = yield stress of steel in Mpa

2
fcc = elastic critical stress in compression =
2
= modules of elasticity of steel, 2 x 10 5 MPa

= Slenderness ratio

n is a factor assumed as 1.4

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

To find the value of permissible bending compression stress bc the elastic

stability and lateral buckling of the mast are considered. IS 800-84, Clause
6.2.2 specifies the maximum bending compressive stress for beams and
channels with equal flanges bent about the axis of maximum strength (x-x
axis).

Effective length I shall be taken as 0.85 L (Clause 6.6.3 (a) of IS 800-1984).

 The value of permissible bending stress for bc in equal flange I-beams and
in channels for steel of yield stresses 250 MPa are given in IS 800-1984
from table 6.1 A or 6.1 B with respect to its geometrical properties.

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.

ac.cal C mx bcx.cal C my bcy.cal

+ + 1.0
ac (1 - ac.cal / 0.6fccx) bcx (1 - ac.cal / 0.6fccy) bcy

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,

ac.cal = calculated average axial compressive stress.

ac = permissible axial compressive stress in the member
subject to axial compression load only.
bc.cal = calculated bending compressive stress in extreme fibre.
bc = permissible bending compressive stress in extreme fibre.
Cm = a coefficient whose value shall be taken as 0.85.
2
fcc = elastic critical stress in compression =
2

= l / r = slenderness ratio in the bending

x,y represent x-x and y-y planes.

The check is made separately in respect of permanent loads and permanent

loads with all occasional loads with wind blowing perpendicular to the track. In the
latter case, the permissible stresses are increased by 33.33% as per clause 3.9.2.1 of
IS 800-1984.
 PROPERTIES OF 8 X 6 RSJ MAST (9.50 M LONG)

152
Y

8.9 (t)

133.80 X X
203
(D)

(d)
(T)
16.5

Y CL OF TRACK

FIG.3.5.2

Area of cross section A = 66.50 cm2

Moment of Inertia about xx axis Ixx = 4789.2 cm4
Modules of section about xx axis Zxx = 4789.2 / 10.15
= 471.84 cm3
Moment of Inertia about yy axis Iyy = 813.3 cm4
Modules of section about yy axis Zyy = 106.68 cm3
Radius of gyration about xx axis rx = 8.48 cm
Radius of gyration about yy axis ry = 3.51 cm

Permissible Stresses

1. In Axial Compression (As per Table 5.1 of IS 800-1984)

Length of mast from top of foundation : 8.5 cm

Effective of length 1.0 x 815 = 815 cm

Slenderness ratio = 815/ 3.51 = 232.2

From Table 3.5.1 without wind ac = 20.8 Mpa

 B
Y
Y2

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

1. 8 x 6 30.80 212.0 283 110.4 1126 1501 165 1682 2242

0

2. 200 x 40.04 408.4 544 117.1 1194 1592 165 1682 2242
200 0

3. 8 x 8 41.84 426.7 568 118.8 1212 1616 165 1682 2242

6

4. 6 x 6 24.60 250.9 334 113.1 1154 1538 165 1682 2242

2

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)

For yield stress of steel f y = 250 MPa

T/t = 16.5 / 8.90 = 1.85 < 2.

D/T = 203/16.5 = 12.3

I / r = (0.85x815 )/ 3.51 = 197.4

The bending compressive stress bcxx for the value without wind = 110.4 MPa

3.5.4.2 Check for Fabricated Masts

Example : K 150 Mast (9.50 m long)

PROPERTIES OF K - SERIES MAST

B
Y

D=300mm FOR
ALL MASTS

X X
300
(D)

CL OF TRACK
Y

K - 150 MAST
FIG.3.5.4

Moment of inertia for the combined section

about xx axis 7025.20 cm4
Moment of inertia for the combined section
about yy ax is 1558.80 cm4
Cross sectional area (A) 41.76 cm2
 I YY
Least Radius of gyration r y = = 1558.80 / 41.76
A
Thickness of the compression flange T = 9 mm
Overall depth of the section D = 300 m
Permissible Stress

1. In Axial Compression as per Table 5.1 of IS 800 1984

Total length of the mast above RL = 815 cm
Effective length of the mast = 815 x 1.0 = 815 cm

PROPERTIES OF K - SERIES MAST

B
Y

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

S.N. MAST B SECTIONAL Bx Lyy Zxx Zyy Yyy

TYPE MM AREA Cm4 Cm4 Cm3 Cm3 cm
Cm2
1. K-100 100 23.40 4397.50 373.40 286.60 74.7 4.00
2. K-125 125 32.33 5648.60 832.80 376.20 133.0 5.07
3. K-150 150 41.76 7025.20 1558.80 468.30 207.8 6.11
4. K-175 175 48.76 8230.80 2446.60 548.70 280.0 7.08
5. K-200 200 56.42 9568.00 3638.60 637.90 364.0 8.03
6. K-225 225 66.02 11028.80 5389.20 734.90 479.0 9.03
7. K-250 250 77.34 12912.40 7633.60 860.80 611.0 9.94

S.N. TYPE PERMISSIBLE ac PERMISSIBLE bc PERMISSIBLE bc

OF AXIAL BENDING BEND. COMP.
(with (with (with
MAST STRESS ac wind)
COMPRESSION
wind) STRESS. wind)
STRESS
(with out wind) (with wind)
bcXX (WITH WIND)

Table 5.1 of IS 800 Table 5.1 of IS 800 Clause 6.2.1 of IS 800

N/mm2 Kg/cm2 Kg/cm2 N/mm2 Kg/cm2 Kg/cm2 N/mm2 Kg/cm2 Kg/cm2
1. K-100 26.9 274 364 35.7 364 487 165 1682 2242
2. K-125 40.7 415 552 53.0 541 721 165 1682 2242
3. K-150 54.9 560 746 69.3 707 943 165 1682 2242
4. K-175 68 694 923 82 836 1114 165 1682 2242
5. K-200 78.8 804 1069 93.7 956 1274 165 1682 2242
6. K-225 89.7 915 1217 104.3 1064 1418 165 1682 2242
7. K-250 99 1010 1343 112.3 1145 1526 165 1682 2242

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

For steel of yield stress 250 MPa, ac = 54.9 MPa

2. In Bending Compression as per Table 5.1 of IS 800-1984.

For l / r = (0.85 x 815) / 6.11 = 113.4, ac = 69.3 MPa

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

assuming the angle of inclination of lacing to be 450.

The resulting compressive stress in the lacing will be:

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.

TYPICAL FABRICATED MAST

 G R A V IT Y A X IS O F C H A N N E L CHANNEL Y

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

3.5.5 Structural Design of OHE supports Mathematical Treatment

3.5.5.1 Loads and Moments

Cantilever Masts

Normal masts on straight and curved tracks with single cantilever

assembly.

A. Permanent Loads

i) Dead weight of OHE = W in Kg = Span x wt of OHE / m

= 1.6 x Span

This acts at the catenary i.e. distance a from mast.

Bending moment at the base = 1.6 x span x a

ii) Dead wt. Of the cantilever assembly = w in kg = 60 kg approx.

This acts at of the catilever assembly bracket length.

Bending moment at the base = w x a/2.

 RADIAL TENSION V

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.

iv) Radial Tension (if any)

a) In the straight stretch, due to stagger of contact wire only = V =

2T x 2 x stagger/span.

B.M. at the base = V x ht. of contact wire above foundation (H1).

It is +ve or ve for forces towards or away from the track and
stagger changes in alternate masts.

b) In the curve due to stagger in both catenary and contact wires =

U = V = span x T/ Radius kg.

Where T = tension in the conductor = 1000 kg in both the cases

above.

B.M. at the base = V x H1x U x H2

c) If there is any earthwire, its radial tension

 Span x tension in earthwire
= Y = ---------------------------------------
radius

B.M. at the base = Y x ht. of earthwire above foundations.

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.

B. Wind Load (wind across the track)

i) On the mast = X = width of mast x H x wind pressure in

In kg/m2 x SF

B.M. at the base = X.H / 2

SF = 1.0 for rolled mast and 1.5 for fabricated mast (SF =
Shape Factor)

ii) On the OHE

a) Wind load on catenary wire = M = (2/3 x dia. Of catenary

wire x wind pressure x 1.05

Wind load is increased by 5% for wind load on droppers at

catenary and contact wires.

B.M. at the base = M X H 2

b) Wind load on contact wire = N = 2/3 x dia. Of contact wire x

wind pressure x 1.05.

B.M. at the base = N X H 1

c) Wind load on the earth wire = E = 2/3 x dia. Of earth wire x

wind pressure

B.M. at the base = E x ht. of earth wire above foundation.

C. Eccentricity of the cantilever assembly bracket

As mentioned earlier, that any extension to the OHE conductors

due to rise of temperature is completely compensated by the
movement of the counter weights of the tensioning device and so
the conductor suspension points of the cantilever assembly will
move along the track to some extent. The extent of this movement
varies directly to the distance of the mast in section from the anti-
creep centre point.
 A N T IC R E E P P O IN T M A S T T O B E D E S IG N E D

D IS P L A C E M E N T O F
BRACKET
F I G .3 .5 .8

Movement (longitudinal) of the bracket tip

= Elongation of the OHE conductors due to rise of temparature

= 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.

BM at the base due to horizontal loads viz. U, V, M or N =

(Horizontal load) x (d / a) x (ht. above foundation)

BM at the base due to vertical load W = W x d

BM at the base due to vertical load w = w x d / 2

 d
Y

FIG.3.5.9

Intermediate Mast, Mast on turnout Masts carrying 2 or more brackets

The load and bending moments are found out for the 2 OHEs and 2
brackets in the same way as above.
Extra loads acting are the wind load on the cross arm carrying 2 brackets
and the radial tension due to raised OHE going out for anchoring. They
are as follows:

i) Load due to wind pressure on top or bottom of cross arm = length of

the cross arm (approximately 1.1 m) x height of channel section x wind
pressure = Wc
BM at the base = Wc x (height of top cross-arm + height of bottom
cross arm above foundation level).
 A

F I G .3 .5 .1 0

FIG .3 .5 .1 1

ii) Extra radial tension of the conductors due to the outgoing OHE.

This is equal to = U anchor = V anchor

X
=T (Approx.)
span
 T T

X X

UA

VA
FIG.3.5.12

For intermediate mast with 2 brackets, bracket tips of 2 brackets will

move in opposite directions due to difference of temperatures as they
carry OHEs of opposite directions. Moreover, the extent of their
movement will not be exactly same as their distance from respective
anticreep points are not same.
 d1

d2

FIG.3.5.13

3.5.5.2 Torsion in mast

Most important criteria in an intermediate mast is Torsion which

governs the size of mast more than the B.M. and direct loads.

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

Angle of torsion = { 1 ( / l) tan 1 (h.l / ) }

C

Where,

M = Torsional movement

I = Height of application of the force above foundation.

C = Torsional rigidity

= 1.2 G ( 2/3 bt3 + 1/3 he3)

in which again

G = Modules of elasticity in shear

= 0.385 x modules of elasticity in tension and compression = 0.385
E
b = width of the flange
t = thickness of flange
h = height of section
e = thickness for web
= length characteristics of the bram.
 IyyEh 2
=
4C

Where, Iyy = moment of inertia about y-y axis

In out case, 1 / > 3 and h.l / = 1 (approx.) hence,

M
= x ( 1 - )
C

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

The forces shown are:

F1 = Radial tension in catenary

F2 = Radial tension for contact wire
P = Weight of OHE
X = Eccentricity of the bracket

All the forces can be converted into 2 horizontal forces at the fastening
points of cross arms (A) & (B) shown in sketch.

Therefore, equating moment about B

F1 (H 1 h ) + F2 (H 2 h ) + Pd
FA = .(1)
H h

equating moment about A

F1 (H H 1 ) + F2 (H H 2 ) Pd
FB = .(2)
H h

From above,

Torsional Moment about A = MA = FA .x .(3)

Torsional Moment about B = MB = FB .x .(3)

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

Now if the cross-arm which is 1.0 m is placed symmetrically with

respect to the mast, x = 0.5 m

torsional angle at A = A

= (H G a )
(F1 + F2 ) + Pd
2C 2C

ii) Torsion angle at B = B

B = (M A + M B ) h a
C

(F1 + F2 )x (
= h a)
C

If as before x = 0.5 m torsional angle

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.

iii) Resultant Angle of Torsion:

What have been found out above are for one bracket carrying 1
OHE.

Similarly torsional angle values are to be found out for the

bracket carrying the other OHE. One bracket is short and the
other is long.

FIG.3.5.17
So, for torsional angle at the upper cross arm at A the following 2 values
are found out:-

AL = for long bracket

AS = for short bracket

Similarly for lower cross arm at B

BL = for long bracket

BS = for short bracket

LO N G BRACKET

CROSS ARM

SHORT BRACKET

F I G .3 .5 .1 8

Net resultant torsional angle for upper cross arm at A

Case 1: For symmetrical placing of cross arm.

 0.5m
= A L - A S

0.5m
F IG .3 .5 .1 9

Case 2: For eccentric placing of cross arm shown,

AL is increased by 0.65/ 0.5 = 1.3

AS is decreased by 0.35/05 = 0.7

Case 3: For eccentric placing of cross arm shown.

0.65
0.35

= 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

Case 2: As shown above = 1.3 BL- 0.7 BS

Case 3: As shown above = 0.7 BL- 1.3 BS

3.5.6 Anchor Masts

Anchor mast is overlap span in tensioning equipment sectioning:-

Loads and moments for OHE are same as in the case of normal masts
with single bracket. Extra loads and moments are as follows:

i) Direct vertical load of tensioning device:

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.

ii) Radial Tension due to Anchored OHE pull:-

 FIG.3.5.22

F=T cos , as shown in the sketch above.

Bending, moment at the base of mast =

F x (height of anchored OHE above foundation).

= F x H as per dimension on sketch.

iii) Wind loads on the counterweights of tensioning devices:

This is approximately 50 kg. It acts at approximately the highest of

anchor point above foundation.
H
B.M. at the base of mast = 50 x
2
 F + F '
-

50kg.

H
X

F I G . 3 . 5 .2 3
X

iv) Wind Load on the anchored OHE:

F = x span x (wind load on catenary and contact wire per m)

BM at the base of mast = FH

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.

b) Anchor Mast on Anticreep Point

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

i) Direct Load due to anticreep wire:

This is the vertial component of the tension of anticreep wire = T = 1300

kg approx. as the guy inclined at 45 degree to the mast. The tension is
approximately 1300 kg maximum in the anticreeping wire for extreme
weather condition.

ii) Radial Tension due to pull in anticreep Wire:

F = T. Cos as per the sketch shown B.M. at the base of mast = F x H.

iii) Wind load on the anticreep wire:

F = (span) x 2/3 (dia of anti-creep wire) x (wind pressure).

B.M. at the base = F x H.

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.

3.5.7 Anticreep Centre Mast

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

i) Radial tension due to tension in the anticreeping wire:

F = 2T Cos as shown in the sketch.

B.M. at the base = F x (height of catenary wire above foundation) as the

catenary is fixed by the anticreep wire.

ii) Wind load due to anticreep wire.

3.5.8 Loads and moments table

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:

At the top of mast

for permanent loads only = 8 cm

At the contact wire level

for wind load only = 8 cm

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

8 cm. DUE TO WIND

POSITION AFTER
PERMANENT LOAD
IS PUT

FIG.3.5.27

Hence, the mast is erected in an inclined position with reverse slop of

such an extent that the mast becomes erect straight when permanent
loads are put. After this even the extreme pressure should not cause a
deflection of mast at the contact wire level more than 8 cm. The sketch
shows the position.

1. Calculation of permanent deflection at the top of mast.

 d1

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,

F = Horizontal force due to permanent load i.e. radial tension in kg

E= 2.1 x 106 kg/cm2 = Modules of elasticity
L and H in m
l in cm4
d1 in cm

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

2. Calculation of the deflection at contact wire level

a) Due to wind load on wires only

 Fh 3 H
d4 = 3 1 (Fig. 3.5.30)
6 El h

TYPICAL CANTILEVER ARRANGEMENT ON NORMAL

MAST WITH SHORT SUPER MAST

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

+200 -200 +200

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.

Due to wind load on contact wire

Fh 3
d5 =
3El

b) Deflection at contact wire level due to wind load on mast,

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

3.5.9 Properties of Drop Arms (BFB sections 3.0 m long)

6 x 6 BFB sections are used as drop-arms. Hence, the geometrical

properties of these drop arms are same as the 6 x 6 BFB mast.
However, because of the change in the total length, the permissible
stresses are to be calculated, as calculated for the masts.

Permissible stresses for 6x 6 Drop arms:

Permissible axial stress at = 0.6 fv = 0.6 x 250 = 150

MPa as per clause 4.1.1 of IS 800-1984.

Permissible bending compression stress bc xx.

T = 11.9 mm, D=152mm, D/T = 12.8

Effective length = 300 x 0.85 = 255 = 67

Therefore, as per Table 6.1B of IS 800-1984.

bc x = 151 MPa (or) 1540 kg/cm2

bc x (with wind ) 1540 x 1.333 = 2053 kg/cm2

3.5.10 Typical Design of Cantilever Mast

Normal Mast on Tangent Track (Fig. 3.5.32)

Basic Data (Assumed)

1. Weight of OHE 1.60 kg/m

2. Weight of a bracket 60 kg
3. Weight of Man 60 kg
4. Weight of earth wire 0.318 kg/m (ACSR-Racoon)
5. Weight of return conductor 0.652 kg/m (AA-spider)
and 14 kg (for fitting)
6. Weight of mast attachment
for return conductor 32 kg
7. Temperature Range 40C to 650C
(Bracket perpendicular to track at 350C)
8. Wind pressure 75 kg/m2 on flat surfaces. 2/3 rd
the
 projected area for conductors and
1.50 times the projected area for
fabricated structures
9. OHE (regulated) tension in each
Conductor 1000 kg
10. Tension in Earth wire
at 350C without wind 320 kg
11. Tension in Return conductor
at 350C without wind 500 kg

Calculations:

A. Radial Tension on Tangent Track

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

200 ( 200) 200 ( 200)

= + * 1000 = 11kg
72 72

Radial Tension due to earth wire and return conductor =0

B. Wind load

Diameter of catenary wire 10.50 mm

Diameter of contact wire 12.24 mm
Diameter of Earth wire 12.27 mm
Diameter of return conductor 19.90 mm
Wind load on catenary/m: 0.0105 x 75 x 2/3 = 0.525 kg
Wind load on contact wire/m: 0.01224 x 75 x 2/3 = 0.612 kg
(Wind load on catenary and on contact wire to be increased by 5% to
cater for wind load on dropper)
Total wind load on catenary (0.525 x 72) 1.05 = 40 kg
Total wind load on contact wire (0.612 x 72) 1.05 = 46 kg
Total wind load on earth wire (0.01277 x 72 x 2/3 x 75) = 45 kg
Total wind load on return conductor = 0.01990 x 72 x 75 x 2/3
= 72 kg
Wind load on Mast: 0.152x75x8.15=93 kg

Vertical Load

i) Weight of OHE = 1.60 x 72 = 115 kg

 Taking half the load of bracket at the end and half on the mast and
considering the weight of a man at the end of the bracket we get,

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

ii) Weight of return conductor together with its fitting

P1 = (0.652 x 72) + 14 = 47 + 14 = 61 kg
Lever arm of P1 = 0.645

iii) Axial load on the mast (W)

Weight of mast + weight of Bracket + weight of earth cable + weight of

RC attachment fitting + p = 52.00 x 9.5 + 30 + 0.318 x 72 + 61 + 205

W = 495+30+23+266=814 kg

Displacement of bracket

Assuming a maximum half tension length of 750 m, the maximum

displacement of a normal mast bracket will be

d=Lt
= (750 4 x 72) x 17 x 106 x (65-35) = 0.236 m

Where,

L = Half tension length = 750 m

= temperature co-efficient of catenary and contact wire
= 17 x 10-6/ 0C

Calculation of Bending moment

Bending moments are calculated perpendicular to the track by multiplying

the load with corresponding lever arm distances.
Taking top of foundation at 0.50 m below the rail level, the load and the
moment table is follows:

Wind blowing across the track

Load Lever Perpendicular Parallel to
arm To track track
(L) Hor.Load (H) BM (M) LxdxH/I =
(m) (kg) Kg.m (M)
(kg.m)*
Due to return
 conductor 8.96 0+72 645 --
Due to catenary 7.81 0+40 312 28
Due to cont.wire 6.41 11+46 365 33
Due to earth wire 7.3 0+45 329 --
Due to vertical load P 3.0 205 615 53
Due to vertical load P 0.645 61 39 --
Due to wind load on 8.15/2 93 379 --
mast
Due to wind load on 8.61 7 61 --
mast attachment for
RC
Total 580 2745 114

* The bending moment arrived in parallel to track is due to displacement of

bracket
due to temperature variation.

Checking of RSJ Mast for Stresses

Actual stress in the mast in

Axial compression ac V
A
814
= = 12.24
66.50

ac.cal / ac = 12.24 /282=0.043 < 0.15

Actual bending comp.stress Mxx 2745 x 100

About xx-axis bcx.cal = = = 583 kg/cm2
Zxx 471

Actual bending comp.stress Myy 114 x 100

About yy-axis bcy.cal = = = 107 kg/cm2
Zyy 106.6

Since the ratio ac.cal / ac is less than 0.15 as per clause 7.1.1 (a) of IS 800-
1984.

ac.cal bcx.cal bcy .cal

+ + 1. 0
ac bcx bcy

12.24 583 107

= + + 1
282 1501 2242

= 0.043 +0.388+0.048 1
= 0.479 < 1

Hence safe.

Checking of BFB masts for stresses.

(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.

(ii) Actual stress in the mast in

axial compression ac V 673
= ------ = ------- = 14.20 kg/cm2
A 47.40

ac Cal 14.20
---------- = ------- = 0.043<0.15
ac 334

Actual Bending comp. Stress about XX-axis.

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

ac Cal bcx Cal bcy Cal

---------- + ------------- + ---------- 1.0
ac abcx bcy

14.2 1061 124.32

= ---------- + ------------- + ---------- 1.0
334 1538 2242

= 0.0425+ 0.690+0.055
= 0.788 < 1.0 Hence safe

Checking of Mast for deflection at the top

At the top of the Mast, the deflection should not be greater than 8 cm under
permanent loads only at the time of mast erection. The mast is given an equal
reverse deflection so that after stringing, the Mast is vertical and any deflection
that not occurs is due to occasional loads like wind.

Deflection at the top of the mast due to horizontal load is given by

FH 3 3L
d1 = 1
6 El H

Where symbols have their usual meaning and E = 2.1x106 kg/cm2.

S
R

F
R P WIND LOAD
ONMAST P1
ATTACHEMENT
W.kg/m
h1 = 8.00m.

CONTACT LEVEL 2.70m=d

h2 = 6.11m.
L

L
h

WINDON
MAST
W.kg/m

FIG.3.5.33

Note: `d shall be read as 3.0m in lieu of 2.70m in figure no.3.5.33

The vertical load P can be replaced by two horizontal loads R, where

R = P (3.0 /1.90) = 205 (3.0/1.90) = 324 kg
 R 3 3L 3 3L
d2 = h 1 1 h 2 1
6 El h1 h2

Submitting the values of loads and corresponding values of H we get d2 due to

the horizontal load and the vertical load at the catenary end of the bracket.

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 )

Due to a wind of W kg/m on the mast of length L the deflection at the

contact wire level

d6 =
Wh 2
24 EI
(6 L2 4 LH + h 2 )

d = d4 + d5 + d6

Substituting the values of load and corresponding heights we get d. If d is

less than 8 cm the assumed section is safe. Calculations confirm that
mast 8 x 6 x 52 kg RSJ may be used.

3.5.12 Portal structures

The properties of various portal structures used for supporting OHE are
indicated in Annexure 3.5.1.

3.5.13 Standard form for design of OHE mast

Location Calculation No. M

Track Layout Loading Diagram

(N.T.S.) (N.T.S.)
Basic Data

Size of mast ac = Kg/cm2

Weight of mast (W) = kg/m bcx = Kg/cm2
Wind pressure = kg/m2 Ixx = cm4
Wind pressure on mast Iyy = cm4
perpendicular to track = Kg/m (W1) Zxx = cm3
Wind pressure on mast Zyy = cm3
parallel to track = Kg/m (W2) Area = cm2
Length above
foundation (L) = m
Mean span : main line = m
Mean span : loop line =m

Vertical axial loads Working data Kg

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

Half bracket (30 Kg)

Man (60 Kg)
OHE ( P1 or P2)
Feeder & fittings (PF)
RC & fittings (PR)
Insulation & fittings

Total
N1 = T1 + P1 + P2 + PF + PR

Location Cal. No. H

Radial Tension XX Axis Lever YY-Axis Lever
Arm arm
Kg m Kg m

Catenary
Contact wire
RC
Feeder
Earth wire

Total X1 = Total Y1 =

Wind loads Perpend- Parallel Lever

icular to to track arm
track m

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

Type Lever Wind perpendicular to track Wind parallel to track

Of Arm
Load XX-axis YY-axis XX-axis YY-axis
Load Moment Load moment Load moment Load
moment
M Kg Kg Kg Kg

Total BM kg.m M1 = M2= M3 = M4=

 Annexure 3.5.1
1. N Type portal

This is used to cover a maximum of 4 tracks with their multiple overhead

equipments, say 8 overhead equipments and return conductors for up and
Down main lines. This is also capable of carrying anchors on uprights. The
maximum permissible clear span shall not exceed 20.4 m. This portal can
with stand a maximum bending moment of 8000 kgm at the base.

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

This portal is designed to carry multiple overhead equipments covering 8

tracks with 2 return conductors and can carry anchors on the uprights.

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)

Style A This is to be employed on N,O,P,G,R, and BFB type portal.

Style B This is to be employed in two track cantilever.

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

2. O-TYPE TO CARRY 12 30.5 29511 29511 56 17000

450 OHES
600

3. R-TYPE 600 TO CARRY 16 36 37890 37890 60 20000

OHES

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

6. BFB - TO CARRY 6 24.6 3946 12856 76 8000

TYPE 155 OHES
 Table showing the Clear Spans for N Type Portal
S. Design End pieces Lengths Central Standard clear spans that can be covered
N. ation One end Other end piece
Of lenghs
Portal
1 2 3 4 5 6 7 8 9 10 11
1. N1 NE1 NE1 Nil 9.91 9.96 10.01 10.06 10.11
2. N2 NE1 NE2 Nil 10.41 10.46 10.51 10.56 10.61
3. N3 NE2 NE2 10.91 10.96 11.01 11.06 11.11
4. N4 NE1 NE2 11.41 11.46 11.51 11.56 11.61 11.66
11.71 11.76 11.81
5. N5 NE1 NE2 1.5 11.91 11.96 12.91 12.06 12.11 12.16
NB 1.5 12.21 12.26 12.31
6. N6 NE2 NE2 12.41 12.46 12.51 12.56 12.61 12.66
12.71 12.76 12.81
7. N7 NE1 NE1 12.91 12.96 13.01 13.06 13.11 13.16
13.21 13.26 13.31
8. N8 NE1 NE2 3.0 13.41 13.46 13.51 13.56 13.61 13.66
NB 3.0 13.71 13.76 13.81
9. N9 NE2 NE2 13.91 13.96 14.01 14.06 14.11 14.16
14.21 14.26 14.31
10. N10 NE1 NE1 14.41 14.46 14.51 14.56 14.61 14.66
14.71 14.76 14.31
11. N11 NE1 NE2 4.5 14.91 14.96 15.01 15.06 15.11 15.16
NB 4.5 15.21 15.26 15.31
12. N12 NE2 NE2 15.41 15.46 15.51 15.56 15.61 15.66
15.71 15.76 15.81
13. N13 NE1 NE1 15.91 15.96 16.01 16.06 16.11 16.16
16.21 16.26 16.31
14. N14 NE1 NE2 6.0 16.41 16.46 16.51 16.56 16.61 16.66
NB 6.0 16.71 16.76 16.81
15. N15 NE2 NE2 16.91 16.96 17.01 17.06 17.11 17.16
17.21 17.26 17.31
16. N16 NE1 NE1 17.41 17.46 17.51 17.56 17.61 17.66
17.71 17.76 17.81
17. N17 NE1 NE2 7.5 17.91 17.96 18.01 18.06 18.11 18.16
NB 7.5 18.21 18.26 18.31
18. N18 NE2 NE2 18.41 18.46 18.51 18.56 18.61 18.66
18.71 18.76 18.81
19. N19 NE1 NE1 18.91 18.96 19.01 19.06 19.11 19.16
19.21 19.26 19.31
20. N20 NE1 NE2 9.0 19.41 19.46 19.51 19.56 19.61 19.66
NB 9.0 19.71 19.76 19.81
21. N21 NE2 NE2 19.91 19.96 20.01 20.06 20.11 20.16
20.21 20.26 20.31

Note: 1. All lengths and clear spans are in m

2. NE 1 and NE2 are the identification marks for end pieces of length 5.38
and 5.88 m respectively. 3. NB 1.5, NB 3.0 etc are identification marks for
standard central pieces
 Table showing the Clear Spans for O 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. O1 OE1 OE1 20.05 20.10 20.15 20.20 20.25
2. O2 OE1 OE2 Nil 20.55 20.60 20.65 20.70 20.75
3. O3 OE2 OE2 21.05 21.10 21.15 21.20 21.25
4. O4 OE1 OE1 21.55 21.60 21.65 21.70 21.75 21.80
21.85 21.90 21.95
5. O5 OE1 OE2 1.5 22.05 22.10 22.15 22.20 22.25 22.30
OB 1.5 22.35 22.40 22.45
6. O6 OE2 OE2 22.55 22.60 22.65 22.70 22.75 22.80
22.85 22.90 22.95
7. O7 OE1 OE1 23.05 23.10 23.15 23.20 23.25 23.30
23.35 23.40 23.45
8. O8 OE1 OE2 3.0 23.55 23.60 23.65 23.70 23.75 23.80
OB 3.0 23.85 23.90 23.95
9. O9 OE2 OE2 24.05 24.10 24.15 24.20 24.25 24.30
24.35 24.40 24.45
10. O10 OE1 OE1 24.55 24.60 24.65 24.70 24.75 24.80
24.85 24.90 24.95
11. O11 OE1 OE2 4.5 25.05 25.10 25.15 25.20 25.25 25.30
OB 4.5 25.35 25.40 25.45
12. O12 OE2 OE2 25.55 25.60 25.65 25.70 25.75 25.80
25.85 25.90 25.95
13. O13 OE1 OE1 26.05 26.10 26.15 26.20 26.25 26.30
26.35 26.40 26.45
14. O14 OE1 OE2 6.0 26.55 26.60 26.65 26.70 26.75 26.80
OB 6.0 26.85 26.90 26.95
15. O15 OE2 OE2 27.05 27.10 27.15 27.20 27.25 27.30
27.35 27.40 27.45
16. O16 OE1 OE1 27.55 27.60 27.65 27.70 27.75 27.80
27.85 27.90 27.95
17. O17 OE1 OE2 7.5 28.05 28.10 28.15 28.20 28.25 28.30
OB 7.5 28.35 28.40 28.45
18. O18 OE2 OE2 28.55 28.60 28.65 28.70 28.75 28.80
28.85 28.90 28.95
19. O19 OE1 OE1 29.05 29.10 29.15 29.20 29.25 29.30
29.35 29.40 29.45
20. O20 OE1 OE2 9.0 29.55 29.60 29.65 29.70 29.75 29.80
OB 9.0 29.85 29.90 29.95
21. O21 OE2 OE2 30.05 30.10 30.15 30.20 30.25 30.30
30.35 30.40 30.45

Note: 1. All lengths and clear spans are in m

2.OE 1 and OE2 are the identification marks for end pieces of length
10.55 and 11.05 m
respectively.
3. OB 1.5, OB 3.0 etc are identification marks for standard central pieces.
For example, for a central
piece of 9.00 m nominal length, the identification marks will be OB 9.00.
 Table showing the Clear Spans for G Type Portal
S. Designation End pieces Lengt Central piece Standard clear spans that can be covered
N. Of Portal One end hs Lengths
Other
end
1 2 3 4 5 6 7 8 9 10 11
1. G1 GE1 GE1 20.00 20.05 20.10 20.15 20.20 20.25
2. G2 GE1 GE2 Nil 20.50 20.55 20.60 20.65 20.70 20.75
3. G3 GE2 GE2 21.00 21.05 21.10 21.15 21.20 21.25
4. G4 GE1 GE2 21.50 21.55 21.60 21.65 21.70 21.75
21.80 21.85 21.90 21.95 22.00
5. G5 GE1 GE2 1.5 22.00 22.05 22.10 22.15 22.20 22.25
OB 1.5 22.30 22.35 22.40 22.45 22.50
6. G6 GE2 GE2 22.50 22.55 22.60 22.65 22.70 22.75
22.80 22.85 22.90 22.95 23.00
7. G7 GE1 GE1 23.00 23.05 23.10 23.15 23.20 23.25
23.30 23.35 23.40 23.45 23.50
8. G8 GE1 GE2 3.0 23.50 23.55 23.60 23.65 23.70 23.75
OB 3.0 23.80 23.85 23.90 23.95 24.00
9. G9 GE2 GE2 24.00 24.05 24.10 24.15 24.20 24.25
24.30 24.35 24.40 24.45 24.50
10. G10 GE1 GE1 24.50 24.55 24.60 24.65 24.70 24.75
24.80 24.85 24.90 24.95 25.00
11. G11 GE1 GE2 4.5 25.00 25.05 25.10 25.15 25.20 25.25
OB 4.5 25.30 25.35 25.40 25.45 25.50
12. G12 GE2 GE2 25.50 25.55 25.60 25.65 25.70 25.75
25.80 25.85 25.90 25.95 26.00
13. G13 GE1 GE1 26.00 26.05 26.10 26.15 26.20 26.25
26.30 26.35 26.40 26.45 26.50
14. G14 GE1 GE2 6.0 26.50 26.55 26.60 26.65 26.70 26.75
OB 6.0 26.80 26.85 26.90 26.95 27.00
15. G15 GE2 GE2 27.00 27.05 27.10 27.15 27.20 27.25
27.30 27.35 27.40 27.45 27.50
16. G16 GE1 GE1 27.50 27.55 27.60 27.65 27.70 27.75
27.85 27.85 27.90 27.95 28.00
17. G17 GE1 GE2 7.5 28.00 28.05 28.10 28.15 28.20 28.25
OB 7.5 28.30 28.35 28.40 28.45 28.50
18. G18 GE2 GE2 28.50 28.55 28.60 28.65 28.70 28.75
28.80 28.85 28.90 28.95 29.00
19. G19 GE1 GE1 29.00 29.05 29.10 29.15 29.20 29.25
29.30 29.35 29.40 29.45 29.50
20. G20 GE1 GE2 9.0 29.50 29.55 29.60 29.65 29.70 29.75
OB 9.0 29.80 29.85 29.90 29.95 30.00
21. G21 GE2 GE2 30.00 30.05 30.10 30.15 30.20 30.25
30.30 30.35 30.40 30.45 30.50

Note: 1. For G type portal, refer Drg.No. ETI/C/0056.

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

Note: 1. All lengths and clear spans are in m.

2. For BFB type portal, refer Drg.No. ETI/C/0026.
3. Overall lengths of end places are 8.650 and 9.150
4. Central piece for this portal is the same as that of N type portal.
5. Maximum range of this portal is 24 m.
 Table showing the Clear Spans for P Type Portal
S. Designation End Lengths Central Standard clear spans that can be covered
N. Of Portal pieces Other piece
One end end lenghs
1 2 3 4 5 6 7 8 9 10 11
1. P1 PE1 PE1 Nil 9.86 9.91 9.96 10.01 10.06 10.11
2. P2 PE1 PE2 Nil 10.36 10.41 10.46 10.51 10.56 10.61
3. P3 PE2 PE2 10.86 10.91 10.96 11.01 11.06 11.11
4. P4 PE1 PE2 11.36 11.41 11.46 11.51 11.56 11.61
11.66 11.71 11.76 11.81 11.86
5. P5 PE1 PE2 1.5 11.86 11.91 11.96 12.91 12.06 12.11
NB 1.5 12.16 12.21 12.26 12.31 12.36
6. P6 PE2 PE2 12.36 12.41 12.46 12.51 12.56 12.61
12.66 12.71 12.76 12.81 12.86
7. P7 PE1 PE1 12.86 12.91 12.96 13.01 13.06 13.11
13.16 13.21 13.26 13.31 13.36
8. P8 PE1 PE2 3.0 13.36 13.41 13.46 13.51 13.56 13.61
NB 3.0 13.66 13.71 13.76 13.81 13.86
9. P9 PE2 PE2 13.86 13.91 13.96 14.01 14.06 14.11
14.16 14.21 14.26 14.31 14.36
10. P10 PE1 PE1 14.36 14.41 14.46 14.51 14.56 14.61
14.66 14.71 14.76 14.31 14.86
11. P11 PE1 PE2 4.5 14.86 14.91 14.96 15.01 15.06 15.11
NB 4.5 15.16 15.21 15.26 15.31 15.36
12. P12 PE2 PE2 15.36 15.41 15.46 15.51 15.56 15.61
15.66 15.71 15.76 15.81 15.86
13. P13 PE1 PE1 15.86 15.91 15.96 16.01 16.06 16.11
16.16 16.21 16.26 16.31 16.36
14. P14 PE1 PE2 6.0 16.36 16.41 16.46 16.51 16.56 16.61
NB 6.0 16.66 16.71 16.76 16.81 16.86
15. P15 PE2 PE2 16.86 16.91 16.96 17.01 17.06 17.11
17.16 17.21 17.26 17.31 17.36
16. P16 PE1 PE1 17.36 17.41 17.46 17.51 17.56 17.61
17.66 17.71 17.76 17.81 17.86
17. P17 PE1 PE2 7.5 17.86 17.91 17.96 18.01 18.06 18.11
NB 7.5 18.16 18.21 18.26 18.31 18.36
18. P18 PE2 PE2 18.36 18.41 18.46 18.51 18.56 18.61
18.66 18.71 18.76 18.81 18.86
19. P19 PE1 PE1 18.86 18.91 18.96 19.01 19.06 19.11
19.16 19.21 19.26 19.31 19.36
20. P20 PE1 PE2 9.0 19.36 19.41 19.46 19.51 19.56 19.61
NB 9.0 19.66 19.71 19.76 19.81 19.86
21. P21 PE2 PE2 19.86 19.91 19.96 20.01 20.06 20.11
20.16 20.21 20.26 20.31 20.36

Note: 1. All lengths and clear spans are in m

2. For P type portal refer Drg. ETI/C/0048.
3. Overall lengths of end places are 5.229 and 5.729
4. Central piece for this portal is the same as that of N type portal.
5. Range of this portal are the same as for N type portal.

rt 2
 PART II
DESIGN OF FOUNDATIONS

3.5.12 Introductory

The foundation for OHE structures are subjected to very heavy

overturning moments and very little direct load.The conventional method
of the design consists in designing a heavy foundation block such that the
resultant pressure due to all forces and moments intersect the foundation
base, preferably within the middle third or middle half. Such a foundation
is termed pure gravity foundation. In the case of side bearing foundation
both the side as well as the base are supposed to resist the overturning
moment. Side bearing foundation are of parallelopiped shape and with
their use 50 to 60% volume of concrete is saved.

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.

TYPICALSIDE BEARING FOUNDATION

n

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

TY P ICA L SID E B EA R IN G FO U N D A TIO N

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.

SIDE GRAVITY FOUNDATION

C
ASSUMED LOOSE SOIL

h N

H
n

Z
a

SIDE GRAVITY FOUNDATION

FIG.3.5.35

In black cotton areas a special type of foundation is used. The design of

such a foundation is based on the following premise:

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

3.5.13 Typical OHE foundations

1. Side Bearing Foundation

This is used in level grounds, cutting and in good consolidated

embankments with sufficient shoulder width. For side bearing
foundation in banks, RDSOs Drg. No. ETL/C/00F23 may be
referred.

2. Side Gravity foundation

This is used in good consolidated embankments with insufficient

shoulder width.

3. Pure Gravity Foundation

This is used in unconsolidated banks and in ash filled areas.

4. Dry black cotton soil Foundation

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.

3.5.14 Soil pressure

The following allowable bearing pressure are generally adopted for

different kinds of soils:

i) Average good soil in

banks and cuttings 11000 kg/m2

ii) New bank and bad soils

In banks and cuttings 5500 kg/m2

iii) Moorum soil in cuttings 22000 kg/m2

iv) Dry black cotton soil 16500 kg/m2

v) Wet black cotton soil 8000 kg/m2

3.5.15 Design formulae

The formulae derived from first principles is as follows:

1. Side bearing type:

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:

There are two main points:

a) The dead or loose soil and the triangle of pressure on it is

neglected (triangle BCF in Fig. 3.5.37)
 X

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

b) Soil pressures exerted by the foundation block to the earth are

proportional to their respective distances from the centre of rotation.

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.

External vertical load on the foundation = V and weight of the foundation

block concrete = P

Total vertical load = N = V + P

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.

Case 1): Resultant passes outside the middle third

For equilibrium of horizontal forces,

1 1
X = bP1 x bP2 y (1)
2 2

For equilibrium of vertical forces,

1
N= bP3 Z (2)
2

For equilibrium of moments about the point B1 (Centre of the base):

1 X 1 1 a Z
X (A + H) = bxP1 h1 bY 2 P2 + bZP3
2 3 6 2 2 3

Bending moment at the centre of rotation of foundation

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

by putting the value of N from (2).

P1 P2 P3
By the second hypothesis = = = (4)
X Y Z

From the figure above, x +y = h1

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

From equation (4) above X =

bP3
2Z
(
X 2 Y 2 )
 =
N
2
(X 2 Y 2 ) , putting value of N from Eqn.(2)
Z
or X2 Y2 = X Z2 / N

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

From equation (4) above

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

This can be reduced to a form

 3
M a h
Z Z + 3 = 1
2

N 2 2

From this equation Z can be found out.

The final 2 equations for the pressure are:

Nh1 X
P1 = 2
+
bZ bh1

Nh1 X
P2 = 2

bZ bh1

2N
P3 =
bZ

Case ii) Resultant passes within the middle third

 X

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

Above figure shows the pressure distribution:

Pressure at the base is P0 and P3 at O and L respectively,

For equilibrium of horizontal forces

1 1
X = bP1 x bP2 y (1)
2 6

For equilibrium of vertical forces

1 2Z a
N= bP3 a (2)
2 Z

For equilibrium of moments at the point B1 (centre of the base)

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

From the figure x + y = h1

Equation (2) gives

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

The soil pressure then becomes:

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 )

Design of side bearing parallelopiped foundation is done for bending

moments across the track on above formulae to see that the pressure P1,
P2 and P3 do not exceed the safe bearing pressures of soil.

For bending moments parallel to the track, only check for stability is done
as follows:

Overturning moments parallel to the track at the base of foundation = Myy

Stabilizing moments = Nb / 2
Nb / 2
Factor of safety for stability =
M yy
This should be greater than 1.

For typical design of side bearing foundation RDSOs Drg. No.

ETI/OHE/G/00131 may be referred.

2. Side Gravity foundation

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.

Typical design is given in RDSO sketch ETI/SK/C/142.

3. New pure Gravity foundation:

Typical design of new gravity foundation is given in RSDO drawing No.

ETI/SK/C/131.

4. Anchor Foundation Block

 V
T

a1

S U
W
N
E
n

P H
g g1

z1

O L

P3

Z
a

FIG.3.5.39

The following conditions must be satisfied:

a) Uplift: Vertical component of tension T of the anchor tie rod should

be less than the weight of concrete block, i.e. V < P

a + a1
P= bH x (the weight of the concrete per unit volume)
2

(the weight of the earth WLE is neglected)

b) Overturning: Factor of safety against overturning about the point L

is more than 1.0

Overturning moments M0= UH+V(a-a1)

Where U = horizontal component of the T of tie rod.

Stabilizing moment = Ms =pg1

 2
2a 2 + 2aa1 a1
Where g1 =
3(a + a1 )

Ms
Hence, 1 should be satisfied.
M0

c) Soil pressure: pressure P3 should be within the safe bearing

pressure of soil.

There can be two general cases:

i) Resultant passes beyond the middle third:

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

ii) Resultant passes within the middle

 V1

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.

1. Type: The foundation block will be of pure gravity

2. Shape: The shape of the foundation block shall be as per Fig.

3.5.41 and depth is around 3.0 m.

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.

ii) But if in the subsoil water is encountered within 3.0 m of ground

level or if wetness of soil is encountered during excavation,
indicating water table higher than 3.0 m depth, the foundation
design on above bearing pressure will not hold good. In that case
the bearing pressure of the wet soil is to be found out and the
foundation block adopted for that bearing pressure.

4. Design checks:

The following are to be checked for design of foundation blocks:

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

G.L. G.L. 50 TO100mm

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

FIG.3.5.42 SECTION ON 'CD'

iii) The tension in the concrete at the bottom level of embedded

mast is to be checked so as to keep it within the permissible
tensile stress concrete.

5. Reinforcements

When the embedded length of the mast is 1.35 m a nominal

reinforcement shall be provided to take up the tension which may
develop in the concrete.

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.

2. Protection During excavation of foundation:

The foundation being 3.0 m deep the pit should be adequately

protected from caving in by suitable shoring device.

3. Placing reinforcements:

No cage of reinforcements is necessary, instead reinforcing rods as

per item A 5 above may be planted in the green concrete below as
per the following sketch.

GREEN CONCRETE

FIG.3.5.43

4.
Subsoil Water within 3.0 meters of ground level:

As mentioned in para A 3 above subsoil water encountered before

reaching 3.0 m depth the work should be suspended at once and
suitable protection of the foundation block should be done by
adequate sharing and a foundation block confirming to the actual
bearing pressure of soil is then to be adopted.
 It is necessary to take some tests in advance of bearing pressure of
wet black cotton soil and foundation charts prepared for the actual
bearing pressure found without delay.

3.5.17 Notes on use of Sand core Foundation

Sometimes the overhead equipment foundations are likely to be disturbed

on a new bank due to settlement of abandoned. In such cases to facilitate
removal adjustment of the mast, sand core foundations are used.

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.

3.5.18 Typical Design portal with Fixed Base

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.

The various forces are:

1. Vertical loads: Weight of overhead equipments, drop arms, top boom,

man with kits and up right.

2. Horizontal loads: Due to radial tension and wind acting on overhead

equipment, drop arm, upright etc.

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.

BM in both axes namely X-X parallel to track and Y-Y perpendicular to

track should be calculated separately.

Step by step method of arriving at the Bending moment and vertical loads
are indicated below.

Step 1: Calculation of radial tension

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.

Step 2: Horizontal load coming on boom due to wind

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.

In the above example wind is considered blowing from leg B to leg A.

In case some radial tensions are acting in a direction opposite to the

assumed direction of the wind, such radial tension is assumed as zero.
This is to ensure safer design. The wind load is calculated in the same
way as explained under structure design. Wind load calculations for
overhead equipment in Kg/m has already been detailed under structure
design.

Step 3: Vertical load acting on boom

This is due to

a) Overhead equipment of drop arm and self weight of drop arm.

b) Return conductor.
c) Feeder if any.
d) A man with kit

Step 4: Moment on top boom at each drop arm location

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

Step 5: Calculation of equivalent horizontal point load on leg

P = Vertical load
M = Total horizontal load at catenary level
N = Total horizontal load at contact level

Taking moments about B

bRA PL Mm Nn = 0
 PL + Mm + Nn
RA =
b

Hence equivalent load at A on upright = RA

Taking moments about A

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)

The value of moments and reactions depends on the type of loading on

the portal. The various type of loading are:

1.Uniform load on top of boom-due to self weight of boom.

2. Concentrated vertical load on top of boom-due to various loads

supported on boom directly or on drop arm.

3.Wind load on the legs.

4.Concentrated load on the up-right to bracket supported on the upright.

5.Moment on boom-due to eccentric load on drop arm

6. Horizontal load on top bottom-due to radial tension and wind load.

Step 7: Calculation of total direct and bending moment for foundation

design.

Total direct load = total vertical load (VA or VA) + dead weight + dead
weight of all the components coming on the design leg = P.

a) Bending moment due to total load on XX-axis at the bottom of

foundation.

b) MXX = MA or MD + (HA or HD x height of foundation)

c) MYY = bending moment at bottom of foundation on YY axis when

wind is blowing parallel to the track.
 B A

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.

Total downward load = weight of concrete + total direct load.

Let this be N

Check for Stability

Case (a) wind perpendicular to track:

Eccentricity at XX axis e =

Bending moment at base of foundation MXX

=
Total downward load N

Foundation is stable if e < A/4

Check for base pressure (P)

N 6M XX
P= +
AB BA2

if e < A/6 (resultant within middle third)

P = 2N/3Bz

If e is between A/6 and A/4 (resultant within middle half)

A
Z= e
2

Case (b) wind parallel to track.

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

3.5.19 Typical Design of Portal Foundation:

Total direct load = 2420 Kg.

Wind perpendicular to track: Bending moment at bottom of foundation due

to total load at XX-axis MXX = 5953 kgm

Wind parallel to track: Bending moment at bottom of foundation due to

total load at YY-axis MYY = 3536 kgm

Safe bearing capacity of soil = 8000 kg/m2

Density of concrete = 2300 kg/m3
Density of earth = 1760 Kg/m3

(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

Volume of earth = H(B-C).A/2

Weight of concrete
Weight of earth
= 1.7(2.4-1.0) x 2.0 /2 = 2.38 m3
= Volume x density
= 5.78 x 2300 = 13294 Kg
= Volume x density
= 2.38 x 1760 = 4189 Kg

Total download load = weight of concrete + weight of earth

+ total direct load
= 13294 + 4189 + 2420 = 19903 Kg

Wind perpendicular to track

Check for stability

Bending moment at base of foundation

Eccentricity at XX axis, e =
Total download load

= 5953 / 19903 = 0.299 < A/6 (=2.0/6 = 0.333)

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.

Check for Base Pressure

Since the resultant is failing within the middle third extreme pressure =
P = N/AB+ 6M / BA2

19903 6 5953
= + = 4146 + 3721 = 7867 < 8000
2.4 2.0 2.4 2.02

Hence, safe.

If the resultant falls within middle half, extreme pressure

2N A
P= < 8000 Kg/m2, Where Z = e
3Bz 2

Wind parallel to track

Check for stability against overturning moment:

19903 X 2.4
Stabilizing moment = = 23883 kgm
2

Overturning moment = 3536 kgm

23883
Factor of safety against overturning = = 6.75 > 1.0
3536

Hence, safe.

For typical calculation for determining Bending moment at the top of

foundation for portals RDSOs Drg. No. ETI/SK/C/204 may be referred.
For portal foundation drg no.ETI/C/0005 may also be referred.

3.5.20 Employment Schedule

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.

Ultimately, the calculations themselves are the result of many

assumptions like the safe bearing pressure the soil can withstand the type
of soil around in different depth, maximum wind pressure to be adopted
etc. Lot of time and energy could be save if an employment schedule can
be prepared by the design office. In any case the masts are either rolled to
standard sizes or fabricated from standard sections. Hence, we can have
a series of masts varying in strength to take the bending moment, each a
little more stronger than the last one so that the one that fits in best
economically can be adopted.

With this end in view, Employment schedules for Overhead equipment

masts are prepared for standard conditions for particular wind zones, for
single cantilever overhead equipment, overlap central mast, overlap or
anticreep anchor mast etc. with standard implantations.

The employment schedule normally contains columns for type of mast

with locations, maximum span in which it can be used, radius of curvature,
versine maximum, with reverse deflection and the FBM i.e Foundation
Bending Moment Code. If the location under consideration fits in with the
standard parameters indicated the FBM can be straight away selected
without going through all the detailed calculations. The only caution to be
exercised being that most economical mast is selected. If the implantation
is different or the supermast is longer or it carries an isolator and such
other special factors the bending moment calculations will have to be
done. However, since most of the cases falls under the standard use of
the mast the employment schedule is very useful in the site
engineer/design office not having to calculate and go through the same
set of calculations over and over again.

A typical employment schedule for overhead equipment mast (9.5 m) with

wind pressure of 150 kg/m2 with copper overhead equipment overlap inter
location with higher implantation in RDSOs Drg. No. ETI/C/0729.

Similarly for foundations also Volume chart and Equivalent chart of

foundations are prepared showing equivalent sizes of foundations for
OHE structure to suit various common loadings for different soil and site
conditions. The chart gives the foundations bending movement code,
direct load, bending moment, safe soil bearing pressure assumed and the
codes for different foundations like side bearing, side gravity etc. The
dimensions of the foundations are also given against each code number of
easy setting out at site. With the volume readily available from the chart
the payment to the contractor also becomes easier. A sample volume
chart and Equivalent chart of foundations is Drg. No. ETI/C/0058, Sh-1.

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

1. ETI/OHE/G/00125 SH- A Employment schedule for cantilever mast 20.09.05

1 regulated OHE Al caty-65and 107-cu cont
wire. WP 112.5kgf/m2 -- OHE only.
2. ETI/OHE/G/00125 SH- A Employment schedule for cantilever mast 20.09.05
2 regulated OHE Al caty-65and 107-cu cont
wire. WP 112.5kgf/m2 -- OHE + EW.
3. ETI/OHE/G/00125 SH- A Employment schedule for cantilever mast 20.09.05
3 regulated OHE Al caty-65and 107-cu cont
wire. WP 112.5kgf/m2 -- OHE + RC.
4. ETI/OHE/G/00125 SH- A Employment schedule for cantilever mast 20.09.05
4 regulated OHE Al caty-65and 107-cu cont
wire. WP 112.5kgf/m2 -- OHE + EW +
RC.
5. ETI/OHE/G/00153 SH1 F Employment schedule for cantilever mast 20.09.05
regulated OHE caty 65/cu and cont
107/cu, WP 112.5 kgf/m2 -- OHE only.
ETI/OHE/G/00153 SH2 F Employment schedule for cantilever mast 20.09.05
regulated OHE caty 65/cu and cont
107/cu, WP 112.5 kgf/m2 -- OHE + EW.
7. ETI/OHE/G/00153 SH3 F Employment schedule for cantilever mast 20.09.05
regulated OHE caty 65/cu and cont
107/cu, WP 112.5 kgf/m2 -- OHE + RC.

8. ETI/OHE/G/00153 SH4 E Employment schedule for cantilever mast 20.09.05

regulated OHE caty 65/cu and cont
107/cu, WP 112.5 kgf/m2 --OHE + EW +
RC.
9. ETI/OHE/G/00154 D Employment schedule for cantilever mast 09.08.85
unregulated OHE caty 65/cu & cont 107/cu WP
112.5 kgf/m2 at 35 degree C and with 28 kgf/m2 at
4 degree C without (EW & RC).
10. ETI/OHE/G/00156 D Employment schedule for OHE masts unregulated 31.03.77
OHE without RC and also without EW (WP = 150
kgf/m2 at 10 degree C.
11. ETI/C/0700 SH-1 - Employment schedule for cantilever masts 06.11.80
regulated OHE in Gr.40 A for TARE section only
(wind 150 kgf/m2) caty.65/cu,cont.107/cu. OHE
only.
12. ETI/C/0700 SH-2 - Employment schedule for cantilever masts 06.11.80
regulated OHE in Gr.40 A for TARE section only
(wind 150 kgf/m2) caty.65/cu,cont.107/cu. OHE +
EW.
13. ETI/C/0700 SH-3 - Employment schedule for cantilever masts 06.11.80
regulated OHE in Gr.40 A for TARE section only
(wind 150 kgf/m2) caty.65/cu,cont.107/cu.
OHE+RC.
 14. ETI/C/0700 SH-4 - Employment schedule for cantilever masts 06.11.80
regulated OHE in Gr.40 A for TARE section only
(wind 150 kgf/m2) caty.65/cu,cont.107/cu.
OHE+RC+EW.
15. ETI/C/0700 SH-5 - Employment schedule for cantilever masts 06.11.79
regulated OHE in Gr.40 A for TARE section only
(wind 150 kgf/m2) caty.65/cu,cont.107/cu.
UNREGULATED OHE only.
16. ETI/C/0700 SH-6 B Employment schedule for cantilever masts 20.09.05
regulated OHE in Gr.40 A for TARE section only
(wind 150 kgf/m2) caty.65/cu,cont.107/cu. Notes.
(General)
17. ETI/C/0701 SH-1 B Employment schedule for cantilever mast regulated 20.09.05
OHE for TARE section, wind 150 kgf/m2 (Gr. 40A)
only, caty.115/Al,cont. 107/cu. OHE only.
18. ETI/C/0701 SH-2 B Employment schedule for cantilever mast regulated 20.09.05
OHE for TARE section, wind 150 kgf/m2 (Gr. 40A)
only, caty.115/Al,cont. 107/cu. OHE +EW.
19. ETI/C/0701 SH-3 B Employment schedule for cantilever mast regulated 20.09.05
OHE for TARE section, wind 150 kgf/m2 (Gr. 40A)
only, caty.115/Al,cont. 107/cu. OHE +RC.
0. ETI/C/0701 SH-4 B Employment schedule for cantilever mast regulated 20.09.05
OHE for TARE section, wind 150 kgf/m2 (Gr. 40A)
only, caty.115/Al,cont. 107/cu. OHE +EW+ RC.
21. ETI/C/0702 SH-1 B Employment schedule for cantilever mast regulated 20.09.05
OHE caty. 65/cu, cont.107/cu (WP 75 kgf/m2).
OHE only.
22. ETI/C/0702 SH-2 B Employment schedule for cantilever mast regulated 20.09.05
OHE caty. 65/cu, cont.107/cu (WP 75 kgf/m2).
OHE +EW.
23. ETI/C/0702 SH-3 B Employment schedule for cantilever mast regulated 20.09.05
OHE caty. 65/cu, cont.107/cu (WP 75 kgf/m2).
EW+ RC.
24. ETI/C/0702 SH-4 B Employment schedule for cantilever mast regulated 20.09.05
OHE caty. 65/cu, cont.107/cu (WP 75 kgf/m2).
OHE + EW+ RC.

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.

55. 56. ETI/C/0723 - Employment schedule for regulated 01.09.86

OHE mast (9.5m) wind pressure 75
kgf/m2 for composite OHE with extra
setting distance. overlap central location.
57. ETI/C/0724 - Employment schedule for regulated 01.09.86
OHE mast (9.5m) wind pressure 75
kgf/m2 for composite OHE with extra
setting distance. overlap inter location.
58. ETI/C/0726 SH-1 - Employment schedule for OHE mast 19.07.88
(9.5m) for wind pressure 150kgf/m2
copper OHE. OHE only
59. ETI/C/0726 SH-2 - Employment schedule for OHE mast 19.07.88
(9.5m) for wind pressure 150kgf/m2
copper OHE. --OHE + EW
60. ETI/C/0726 SH-3 - Employment schedule for OHE mast 19.07.88
(9.5m) for wind pressure 150kgf/m2
copper OHE. --OHE + RC
61. ETI/C/0726 SH-4 - Employment schedule for OHE mast 19.07.88
(9.5m) for wind pressure 150 kgf/m2
copper OHE. -- OHE + EW + RC.
62. ETI/C/0727 - Employment schedule for OHE mast 19.07.88
(9.5m) for wind pressure 150kgf/m2
copper OHE, with Higher Implantation.
Overlap anchor location.
63. ETI/C/0728 - Employment schedule for OHE mast 19.07.88
(9.5m) for wind pressure 150kgf/m2
copper OHE, with Higher Implantation.
Overlap central location.
64. ETI/C/0729 - Employment schedule for OHE mast 19.07.88
(9.5m) for wind pressure 150kgf/m2
copper OHE, with Higher Implantation.
Overlap inter location
65. ETI/C/0730 SH-1 - Employment schedule for OHE mast 23.12.88
(9.5m) Wind-112.5 kgf/m2 copper
OHE,1200 kg tensions for high speed 160
km/h. OHE only.
66. ETI/C/0730 SH-2 - Employment schedule for OHE mast 23.12.88
(9.5m) Wind-112.5 kgf/m2 copper
OHE,1200 kg tensions for high speed 160
km/h. OHE + EW.
67. ETI/C/0730 SH-3 - Employment schedule for OHE mast 23.12.88
(9.5m) Wind-112.5 kgf/m2 copper
OHE,1200 kg tensions for high speed 160
km/h --OHE + RC.
68. ETI/C/0730 SH-4 - Employment schedule for OHE mast 23.12.88
(9.5m) Wind-112.5 kgf/m2 copper
OHE,1200 kg tensions for high speed 160
km/h. --OHE + EW + RC.
69. ETI/C/0730-1 - Employment schedule for OHE mast (9.5 23.12.93
m) W.P. 112.5 Kgf/m2copper OHE (1200
+ 1200) caty.65 mm2, cont.107mm2 (for
highspeed 160Kmph)overlap anchor
 location with 3:1 regulating equipment.
70. ETI/C/731 - Employment schedule for OHE mast 23.12.88
(9.5m) Wind-112.5 kgf/m2,copper OHE,
with 1200 kg tensions ,with Higher
Implantation for high speed 160 km/h.
overlap inter location.
71. ETI/C/732 - Employment schedule for OHE mast 23.12.88
(9.5m) Wind -112.5 kgf/m2,copper OHE,
with 1200 kg tensions, with Higher
Implantation for high speed 160 km/h.
overlap central location.
72. ETI/C/733 - Employment schedule for OHE mast 23.12.88
(9.5m) Wind -112.5 kgf/m2,copper OHE,
with 1200 kg tensions, with Higher
Implantation for high speed 160 km/h.
overlap anchor location.
73. ETI/C/0733-1 - Employment schedule for OHE mast 23.12.93
(9.5m)W.P.112.5 kgf/m2 Copper OHE
(1200 + 1200) caty. 65 mm2
cont.107mm2(For high speed 160 kmph)
overlap anchor location with 3:1 regulating
equipment (with higher setting).
74. ETI/C/0734 SH-1 - Employment Schedule for OHE Mast (9.5 08.09.89
m) wind 75 kgf/m2 AAAOHE, with 1000 kg
tensions. OHE only.
75. ETI/C/0734 SH-2 - Employment Schedule for OHE Mast (9.5 08.09.89
m) wind 75 kgf/m2 AAA OHE, with 1000
kg tensions OHE+EW.
76. ETI/C/0734 SH-3 - Employment Schedule for OHE Mast (9.5 08.09.89
m) wind 75 kgf/m2 AAAOHE,with 1000 kg
tensions OHE+RC
77. ETI/C/0734 SH-4 - Employment Schedule for OHE Mast (9.5 m) wind 08.09.89
75 kgf/m2 AAA OHE,with 1000 kg tensions
 OHE+EW+RC

78. ETI/C/0735 - Employment Schedule for OHE Mast ( 9.5 08.09.89

m ) wind 75 kgf/m2 AAA OHE , with 1000
kg tension. Overlap central location with
higher implantation.
79. ETI/C/0736 - Employment Schedule for OHE Mast ( 9.5 08.09.89
m ) wind 75 kgf/m2 AAA OHE , with 1000
kg tension. Overlap inter location with
higher implantation.
80. ETI/C/0737 - Employment Schedule for OHE Mast ( 9.5 08.09.89
m ) wind 75kgf/m2AAA OHE , with 1000
kg tensions. Overlap anchor location with
higher implantation.
81. ETI/C/0738 SH-1 - Employment Schedule for OHE Mast ( 9.5 08.09.89
m ) wind 112.5 kgf/m 2 AAA OHE,with
1000 kg tensions OHE only.
82. ETI/C/0738 SH-2 - Employment Schedule for OHE Mast ( 9.5 08.09.89
m ) wind 112.5 kgf/m 2 AAA OHE, with
1000 kg tensions OHE + EW
83. ETI/C/0738 SH-3 - Employment Schedule for OHE Mast ( 9.5 08.09.89
m ) wind 112.5 kgf/m 2 AAA OHE, with
1000 kg tensions. OHE + RC
84. ETI/C/0738 SH-4 - Employment Schedule for OHE Mast ( 9.5 08.09.89
m ) wind 112.5 kgf/m 2 AAA OHE,with
1000 kg tensions. OHE +EW +RC
85. ETI/C/0739 - Employment Schedule for OHE Mast ( 9.5 08.09.89
m ) wind 112.5 kgf/m 2 AAA OHE,with
1000 kg tensions. Overlap central location
with higher implantation
86. ETI/C/0740 - Employment Schedule for OHE Mast ( 9.5 08.09.89
m ) wind 112.5 kgf/m 2 AAA OHE,with
1000 kg tensions. Overlap inter location
with higher implantation
87. ETI/C/0741 - Employment Schedule for OHE Mast ( 9.5 08.09.89
m ) wind 112.5 kgf/m 2 AAA OHE,with
1000 kg tensions. Overlap anchor location
with higher implantation
88. ETI/C/0742 SH-1 - Employment schedule for OHE mast (9.5 23.10.89
m) for 2 X 25 kV with copper OHE with
(1000+1000) tension, wind pressure
112.5 kgf/m 2. (OHE+AT feeder)and
without EW.
89. ETI/C/0742 SH-2 - Employment schedule for OHE mast (9.5 23.10.89
m) for 2 X 25 kV with copper OHE with
(1000+1000) tension, wind pressure
112.5 Kgf/m 2. (OHE+AT feeder), without
EW and with extra setting.
90. ETI/C/0742 SH-3 - Employment schedule for OHE mast (9.5 23.10.89
m) for 2 X 25 kV with copper OHE with
(1000+1000) tension, wind pressure
112.5 Kgf/m 2. (OHE+AT feeder) + EW.
91. ETI/C/0742 SH-4 - Employment schedule for OHE mast (9.5 23.10.89
m) for 2 X 25 kV with copper OHE with
(1000+1000) tension, wind pressure
112.5 Kgf/m 2. (OHE+AT feeder) + EW
and with extra setting.
92. ETI/C/0743 SH-1 - Employment schedule for OHE Mast (9.5 07.02.90
m) for 2 X 25 kV composite OHE with
(1000+1000) tension, wind pressure 112.5
Kgf/m 2. (OHE+AT feeder) and without
EW.
93. ETI/C/0743 SH-2 - Employment schedule for OHE Mast (9.5 07.02.90
m) for 2 X 25 kV composite OHE with
(1000+1000) tension, wind pressure 112.5
Kgf/m 2. (OHE+AT feeder),without EW
and with extra setting.
94. ETI/C/0743 SH-3 - Employment schedule for OHE Mast (9.5 07.02.90
m) for 2 X 25 kV composite OHE with
(1000+1000) tension, wind pressure 112.5
Kgf/m 2. (OHE+AT feeder+EW).
95. ETI/C/0743 SH-4 - Employment schedule for OHE Mast (9.5 07.02.90
m) for 2 X 25 kV composite OHE with
(1000+1000) tension, wind pressure 112.5
Kgf/m 2. (OHE+AT feeder+EW) and with
extra setting.
96. ETI/C/0747 SH-1 - Employment schedule for OHE mast (9.5 22.04.93
m), W.P 112.5 kgf/m2 copper OHE (caty.
65 mm2. cont.150 mm2 F.B.) (1200 +
1200 with 3:1 regulating equipment).
OHE only.
97. ETI/C/0747 SH-2 - Employment schedule for OHE mast (9.5 22.04.93
m), W.P 112.5 kgf/m2 copper OHE (caty.
65 mm2. cont.150 mm2 F.B.) (1200 + 120
with 3:1 regulating equipment).
OHE + EW.
98. ETI/C/0747 SH-3 - Employment schedule for OHE mast (9.5 22.04.93
m), W.P 112.5 kgf/m2 copper OHE (caty.
65 mm2. cont.150 mm2 F.B.) (1200 +
1200 with 3:1 regulating equipment).
OHE + RC.
99. ETI/C/0747 SH-4 - Employment schedule for OHE mast (9.5 22.04.93
m), W.P 112.5 kgf/m2 copper OHE (caty.
65 mm2. cont.150 mm2 F.B.) (1200 +
1200 with 3:1 regulating equipment).
OHE + EW + RC.
100. ETI/C/0748 - Employment schedule for OHE mast (9.5 m) WP 22.04.93
112.5 kgf/m2 copper OHE (caty. 65 mm2 ,
cont.150 mm2 F.B).with (1200 + 1200)
(overlap central location with higher setting).
101. ETI/C/0749 - Employment schedule for OHE mast (9.5 m) WP 22.04.93
112.5 kgf/m2 copper OHE (caty. 65 mm2 ,
cont.150 mm2 F.B. with 1200 + 1200) with 3:1 ATD
(overlap anchor location with higher setting).
102. ETI/C/0750 - Employment schedule for OHE mast (9.5 m) WP 22.04.93
112.5 kgf/m2 copper OHE (caty. 65
mm2 , cont.150 mm2 F.B.with 1200 + 1200)
(overlap inter location with higher setting).
103. ETI/C/0755 SH-1 - Employment Schedule for OHE mast (9.5 m) wind 24.03.95
150 kgf/m2 cat- 65cu, cont-150 cu(FB) with
(800+1200) kgf tension. OHE only.
104. ETI/C/0755 SH-2 - Employment Schedule for OHE mast (9.5 m) wind - 24.03.95
150 kgf/m2 cat- 65cu, cont-150 cu(FB) with
(800+1200) kgf tension. OHE + EW.
105. ETI/C/0755 SH-3 - Employment Schedule for OHE mast (9.5 m) wind 24.03.95
150 kgf/m2cat- 65cu, cont-150 cu(FB) with
(800+1200) kgf tension. OHE + RC.
106. ETI/C/0755 SH-4 - Employment Schedule for OHE mast (9.5 m) wind 24.03.95
150 kgf/m2cat- 65cu, cont-150 cu(FB) with
(800+1200) kgf tension. OHE + EW + RC.
107. ETI/C/0756 SH-1 Employment Schedule for OHE mast (9.5 m) wind - 24.03.95
75 kgf/m2 cat- 65cu, cont-150 cu FB with
(800+1200)kgf tension. OHE only.
108. ETI/C/0756 SH-2 - Employment Schedule for OHE mast (9.5 m) wind - 24.03.95
75 kgf/m2 cat- 65cu, cont-150 cu FB with
(800+1200)kgf tension. OHE + EW.
109. ETI/C/0756 SH-3 - Employment Schedule for OHE mast (9.5 m) wind - 24.03.95
75 kgf/m 2 cat- 65cu, cont-150 cu FB with
(800+1200)kgf tension. OHE + RC.
110. ETI/C/0756 SH-4 - Employment Schedule for OHE mast (9.5 m) wind - 24.03.95
75 kgf/m2 cat- 65 cu, cont-150 cu FB with
(800+1200)kgf tension. OHE + EW + RC.
111. ETI/C/0757 SH-1 - Employment Schedule for OHE mast (9.5 m) wind - 24.03.95
112.5kgf/m 2 cat- 65 cu, cont-150 cu FB with
(800+1200)kgf tension. OHE only.
112. ETI/C/0 - Employment Schedule for OHE mast (9.5 m) wind - 24.03.95
757 SH-2 112.5kgf/m 2 cat- 65 cu, cont-150 cu FB with
(800+1200)kgf tension. OHE + EW.
113. ETI/C/0757 SH-3 - Employment Schedule for OHE mast (9.5 m) wind - 24.03.95
112.5kgf/m 2 cat- 65 cu, cont-150 cu FB with
(800+1200)kgf tension. OHE + RC.
114. ETI/C/0757 SH-4 - Employment Schedule for OHE mast (9.5 m) wind - 24.03.95
112.5kgf/m 2 cat- 65 cu, cont-150 cu FB with
(800+1200) kgf. tension. OHE + EW + RC.
 CHAPTER 6
ARRANGEMENT OF MASTS

3.6.1 Location of masts

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.

3.6.2 Location of masts

Masts may be fitted with bracket assemblies on both sides to serve

adjacent tracks, if the overhead equipments belong to the same
elementary section.

3.6.3 Restrictions in locations of masts

Masts serving tracks of different elementary sections should not normally

be located between them and in the same line. If two structures serve two
different tracks belonging to different elementary sections and are to be
located in between, the structures must normally be staggered by 9m,
though a minimum stagger of 4.5 m is permissible in exceptional cases.
See Fig. 3.6.1 (i))

CL OF TRACK

CL OF TRACK
9.0 m 9.0 m

FIG.3.6.1(i)

If one of these structures is an anchor structure and the anchor fall

between the two structures, they are to be staggered by 13.5 m minimum.
See Fig. 3.6.1 (ii).

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)

If structures located on both sides of a track they shall be staggered by 4.5

m see Fig. 3.6.1 (v).

CL OF TRACK (MAIN)

CL OF TRACK (MAIN)

CL OF TRACK

4.5 m
FIG.3.6.1(v)

As far as possible, structures should not be located behind buffers and in

the vicinity of derail switches.

Masts for turnouts and diamond crossings are to be located at the

theoretical centre. If unavoidable, 2 m is the permissible displacement on
either side of the theoretical centre of the turn out.
Wiring of loops and sidings:

To facilitate future extension of electrification, masts should generally be

located and designed to permit wiring of un-wired loops and sidings.
Wherever, such provisions are made the future wire runs should be shown
in dotted line on the layout plans to ensure selection of the correct type of
structures and foundations.

Masts with counter weights should be avoided on platforms.

Masts shall not be located in front of station entrances.

Masts shall not be located opposite trolley refuges, very close to culverts,
subways and on bridges of lengths less than 50 m.

No structures should be located beyond a signal post at a distance less

than 10 m. In case the overhead equipment structure is to be located in
front of the signal the distance must not be less than 30 m, see Fig. 3.6.1
(vi).
30m (MIN) 10m (MIN)

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.

Sections having more than two tracks Independent structures shall be

provided if adequate track centers are available or if tracks can be slewed
to obtain adequate track centre. Where adequate track centre is not
available, portals will normally be used and they must be located in such a
way as to facilitate provision of drop arms and bracket assemblies.

In case of bad formations, if it is possible to locate the structures on either

side of a track, preference must be given to the side with better stability.

In the case of lined tunnels stubs for supporting overhead equipment

cantilever assembly should be provided on both sides of the tunnel,
opposite to each other. This would facilitate restoration of overhead
equipment in the event of damage to stubs on one side.
Core holes for erecting structures on bridges must be provided on both
sides of all piers. Holes on piers which are not used for foundation must
be filled with dry sand and covered by a slab.
3.6.4 Setting of masts

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

The minimum setting distance of structures including portals, head

span structures etc. on curves is obtained by adding the curve
allowance and 150 mm slewing allowance to the setting distance
specified for tangent track in the preceding para. For trunk routes and
main lines, where the speed may be increased in the near future, curve
allowance must be taken as indicated in Table 3.6.1.

Table 3.6.1: Curve allowance for maximum speed of 200 km/h

Degree Radius of Max. Super Extra clearance

Of Curvature Permissible Elevation Between adjacent
Curvat- (metre) Speed (mm) Track (mm)
ture (km/h)
Inside curve Outside curve
0 3492 200 71 191 --
(160) (40) (89) --
0 2328 200 133 400 --
(160) (60) (159) --
10 1747 190 185 575 --
(160) (100) (295) --
10 1164 155 185 585 --
20 875 135 185 590 10
30 583 110 185 605 30
40 438 95 185 620 40
5 0 350 85 185 640 60
60 292 80 185 655 80

Note: Figures in bracket indicates super elevation and curve allowance

for 160 km/h speed.

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

ii) Radius of curvature

less than 875 m 2.95 m

b) On inside curves

i) Radius of curvature
greater than or equal to 3500 m 3.20 m

ii) Radius of curvature greater

than or equal to 2350 m but less
than 3500 m 3.35 m

iii) Radius of curvature greater

than or equal to 1150 m but less
than 2350 m 3.55 m

iv) Radius of curvature greater

than or equal to 300 m but less
than 1150 m 3.60 m

The bracket assembly can be designed upto suspension distance of 3.5m

only. If the suspension distance is more than 3.5m adaptor shall be used, as per
revised drawing no.ETI/OHE/P/3131. As per para-19.8 of Appendix-I of ACTM
Vol.II, Part-II concerning revised drawing no.ETI/OHE/G/00111, is applicable for
extra allowance at curves.

In yards, where there is no super-elevation of track on curves, speeds are low,

extra clearance can be reduced suitably in locating structure between tracks.

3. Masts with counterweights

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.

5. Masts near signals

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.

Colour light signals located outside all tracks

a) Colour light signals without route indicators

i) Where no approach signal is provided

The minimum setting distance of structure before the signal should be

3.55, 3.40, 3.35, 3.20 & 3.05 m for distance upto 80m, beyond and upto
110m, beyond and upto 190m, beyond and upto 270m, and beyond and
up to 400 m respectively.

ii) Where approach signal is provided and for signals other than distant
signals

The minimum setting of structures before the signal should be 3.55,

3.40, 3.25, 3.10, and 3.05 m for distance upto 50 m, beyond and upto 70
m, beyond and upto115m, beyond and upto 160 m and beyond and upto
240 m respectively.

b) Colour light signals with route indicators

i) With HORIZONTAL route indicator

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.

ii) With OTHER THAN HORIZONTAL route indicator.

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

Signals without route indicators

No overhead equipment structure should as far as possible be located in

the same lane as signals for a distance of at least 600m before a signal.

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.

Signals with route indicators

The principles mentioned in the preceding paras should be observed in

this case also.

No part of a colour light signal without a route indicator should as far as

possible be higher than 5.2 m above rail level. Great care must be
exercised in deciding the location of the colour light signals with route
indicators so that the necessary minimum clearances are available
between the signals and live out of run wires, or pantograph sway zone.

Semaphore signals located outside the track

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.

On signal line sections, signals (colour light as well as semaphore) must,

as far as possible, be located on the side of the track opposite the
overhead equipment structure.

6. Masts on bridge piers

The setting distance of masts on piers of bridges will be as large as possible

and indicated by the Railway.

7. Turn-out and diamond crossings

The setting of masts located near theoretical centers of turn-outs and

diamond crossings shall be 3.0 m form the nearest track.
8. Portals

Wherever portals are proposed to be used, they shall be selected with

standard clear spans (distance between face of the uprights) indicated in the
Tables given in Chapter 5 of this Volume. For this purpose the clear span for
any location obtained by adding the proposed setting of the two columns to
the centre-to-centre distances of the tracks spanned by the portal shall be
rounded off to the next higher standard span indicated in the tables. The
setting of the uprights of the portal shall then be adjusted to suit the standard
span selected with a minimum setting distance as specified in item 2 above.
 CHAPTER 7
CANTILEVER ARRANGEMENT

3.7.1 Size of the tubes

The overhead equipment is supported from the structures by swiveling

type bracket assemblies comprising of stay tube, bracket tube, register
arm tube, steady-arm and other associated fittings. The sizes of the tubes
are as under:

Type Outer diameter Inner diameter

Standard, mm Standard, mm

Bracket Tube
- Standard 38 29.9
- Large 49 40.9

Stay Tube 33.7 28.4

Register Arm Tube 33.7 28.4

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.

3.7.2 Cantilever arrangement

The arrangement of cantilever depends upon the height of contact wire,

encumbrance, suspension distance, stagger and super-elevation.
Standard cantilever arrangements are given in RDSOs drawing
No.ETI/OHE/ G/02106, Sheet-1, Mod-A & Sheet-3, Mod-C, Drg. No.ETI/
OHE/P/3050 Mod-B & Drg no.RE/33/P/3100 Mod-G.

3.7.3 Bracket Chair

Bracket assemblies are designed up to suspension distance of 3.5m only.

If the suspension distance is more, bracket chair conforming to RDSOs
Drg.No. ETI/OHE/P/3050 and RE/33/P/3100 are to be used.

The chairs become a necessary because of the large implantation

prescribed for masts particularly on platforms.

3.7.4 Platform Locations

The arrangement of the cantilever assembly on platform shall be as per

RDSOs Drg. No.ETI/OHE/G/02104, Sh.1, Mod-A.
3.7.5 Allowance for adjustment

Lengths of tubes shall be such, so as to permit adjustment of the whole

equipment after selection to cater for displacement of track to the extent of
100 mm on either side of the track centre, during maintenance.

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.

3.7.6 Multiple cantilever on same structure

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).

Adoption of more than three bracket assemblies is not possible on a single

cross arm.

Back to back arrangement

Cantilever assemblies can be provided back to back on both sides of the

structure if the overhead equipment of the two tracks are of the same
elementary section. This arrangement is called the umbrella
construction.

3.7.7 Bracket assembly on drop arm

On portals, bracket assembly for the intermediate tracks is erected on

drop arms. Wherever the track centre is inadequate (i.e. the suspension
distance is less than 1.6m) the equipment has to be supported on drop
arm of reduced length so that the bracket assembly does not infringe with
the sweep zone of pantographs. The arrangement is as shown in Drg.No.
ETI/OHE/G/02108, Mod-A.

3.7.8 Bridges and tunnels

Depending on the bridge or tunnel, the bracket assembly of special design
may have to be provided to suit the location, after clearance studies.

In case adequate head-room is not available, reduced encumbrance may

have to be adopted. For provision of bracket assembly inside a tunnel,
typical arrangements are shown in RDSOs Drg. No. ETI/OHE/SK/473,
Sheet no. 1, 2 and 3.

3.7.9 Insulators for polluted areas

In polluted areas e.g. tunnels, areas near sea coast, neighborhood of

chemical/fertilizer/cement plants, vicinity of steam loco sheds, ash pits,
water columns etc. long creepage path (1050 mm) insulators shall be
used on the cantilever assembly. Silicon composite insulators with
creepage distance up to 1600 mm can be used at such locations.
 CHAPTER 8
25 kV FEEDERS AND CROSS SPANS AT SWITCHING STATIONS

3.8.1 Suspension

Where a 25 kV feeder is run longitudinally on traction masts, the typical

arrangement shown in RDSOs Drg. No. ETI/OHE/G/05143 Mod-B shall
be followed. The feeder may be run on either side of the mast. Two 25 kV
feeders or one 25 kV feeder and one return conductor may be carried on a
single mast, if necessary, with one conductor on each side of the mast.

If the 25 kV feeder and overhead equipment are of different elementary

sections, Restricted Clearance board shall be provided.

3.8.2 Clearance from overhead equipment

Where a 25 kV feeder crosses an overhead equipment belonging to a

different elementary section, the clearance between the feeder and the
overhead equipment shall not be less than two meter under all conditions.

3.8.3 Clearance form structures on sides

Normally no feeder should be run over huts, cabins, goomties, platform

sheds or other covered structures. If such running is unavoidable, the
clearance between the highest point of a covered structure and the 25 kV
feeder passing over it must be 2m under all conditions. In the case of a 25
kV feeder passing over an overline structure which is not covered, a
suitable metallic screen shall be provided on the overline structure
underneath the feeder. The clearance between the feeder and the highest
point of the screen must again remain adequate under all conditions. A
clearance of 2 meter is desirable between the 25 kV feeder and any part
of an earthed structure for facilitating maintenance of the structure.

3.8.4 Cross feeders at switching stations

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 minimum setting distance of the gantry upright which is normally

aligned parallel to the track shall be 4.30 m.

3.8.4.2 Multiple tracks

The general arrangement of connections at the switching station on

double track and multiple track sections are shown in Drg.
No.ETI/OHE/G/05122, Sheet-1, Mod-C, ETI/OHE/G/05123, Sheet
No.1, Mod-C, ETI/OHE/G/05122 Sheet-3 and ETI/OHE/G/05123,
Sheet No.3, respectively.
 CHAPTER -9
TRAMWAY TYPE OVERHEAD EUQIPMENT

3.9.1 Regulated equipment

In tramway type overhead equipment , only contact wire is provided and is

auto tensioned at the anchor by suspended weight. The contact wire is
supported by swiveling type of brackets on individual masts as indicated in
RDSOs Drg. No. ETI/OHE/G/04204, Mod-B. Generally the principles
applicable to normal overhead equipment are also applicable to regulated
tramway equipment, except as indicated below.

The regulated tramway type equipment is to be adopted for loop lines,

sidings, yards and spur lines excluding the main running line and first loop
or lines taking off from the main running line.

Span: The maximum span is restricted to 63 m. The general arrangement

is shown in RDSOs Drg. No. ETI/OHE/G/04203 Mod-C.

Section Insulators: Where a section insulator assembly is to be provided,

the provision of a structure to support the assembly is obligatory. The
arrangements are shown in RDSOs Drg. No. ETI/OHE/G/04207 Mod-B
(Sheet 1&2).

The arrangement of tramway equipment at the anti-creep and points and

crossings are as per RDSOs Drg.No. ETI/OHE/G/04205 Mod-B and
04208 respectively. The main running span is not to exceed 54 m. The
anchor span is not to be less than 45 m.

The distance between anti-creep and regulating equipment is restricted to

750 m. The tension in the anti-creep wire is 1200 kg at 350C. The anti-
creep wire itself will have minimum stagger of 1m towards the structure.

3.9.2 Unregulated equipment

The principles applicable to standard OHE are applicable to tramway type

of unregulated equipment except for:

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.

Where a section insulator is to be provided ,provision of a structure is

obligatory.

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.

3.9.4 Turn-outs and cross-overs

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

3.10.1 Booster transformers

For suppression of inductive interference to telecommunication lines

running parallel and in close vicinity to traction OHE, booster transformers
may be provided wherever unavoidable. Individual booster transformer is
provided for each main track. The primary winding of BT is connected in
series with the OHE at an insulated overlap and secondary winding of the
transformer is connected to return conductor. Mounting arrangement for
BTs is shown in RDSOs Drg.No. ETI/PSI/115. Booster transformer
capacities of 100 kVA and 150 kVA have been standardized for use in
different situations. Typical general arrangement of a booster transformer
is shown RDSOs Drg. No. ETI/PSI/011, 012, 013, 014, 015 and 016.

3.10.2 Location of BTs

Location of a booster transformer should be decided taking into

consideration the following points.

a) For Feeding Posts and Sectioning and Paralleling Post booster

transformers should be located equidistant on either side so that
the mid point falls at these switching stations.

b) In exceptional circumstances where a booster transformer can not

be located equidistant from the Feeding Post or Sectioning Post, it
must be ensured that the distance of the booster transformer from
Feeding Post or Sectioning Post does not exceed 1.33 km.

c) Booster transformer should not be located:

In the vicinity of stop signals to avoid bridging of insulated

overlap by the locomotive pantograph

Within the station limits except for very big stations.

3.10.3 General arrangement

Following important points should be considered.

The reference datum level shall be the highest rail level.

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.

3.10.4 Return conductor

In deciding the route of the return conductor the obstructions en-route

must be taken into consideration. Apart from this adequate physical and
electrical clearances must be maintained from fixed structures and other
conductors.

The general objective is to run the return conductor as close as possible to

the associated overhead equipment so as to secure maximum
compensation for induction effects. Subsidiary lines like sidings, loops etc.
are not provided with return conductors.

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.

At overline structures the return conductor may be run straight through, if

possible, as on normal structures.

Complicated areas: In station areas with complicated track layout, it may

not be practicable to position the return conductor sufficiently close to the
associated overhead equipment to ensure optimum compensation. In
such cases the route of the return conductor is decided on the merits of
each case, care being taken to avoid running the return conductor over
platforms.

Tension length: Return conductors are normally terminated at the mast

where the return conductors are connected to the rail. They may be
anchored back to back on such mast.

Connections to booster transformers: At all booster transformer stations,

the return conductor for each track shall be provided with a cut-in
insulator. The primary winding of the booster transformer is connected in
series with the overhead equipment and the secondary winding in series
with the return conductor. The connections are as shown in RDSOs
Drg.No. ETI/OHE/G/05413.
Mid point of return conductor

a) The midpoint of the return conductor between two consecutive

booster transformers is connected to the running rail approximately
 midway between the booster transformer stations as per RDSOs
Drg.No.ETI/OHE/G/05306 and ETI/PSI/611.

b) The midpoint of the return conductor in front of Feeding Posts shall

be connected to a rail buried on either side of the insulated overlap
and in case of sectioning posts shall be connected on either side of
neutral section.

c) In exceptional circumstances where the midpoint does not fall in

front of feeding posts/sectioning posts the two rail links between the
return conductor and the rail shall be provided in front of the
feeding posts/sectioning post on either side of the insulated
overlap/neutral section. In these, cases the midpoint should not be
connected to the rail.

3.10.5 LT Supply Transformer

230 V single phase power supply required for operation of substation

equipments e.g. circuit breakers, interrupters etc. lighting of the station
yards, tunnels and working of colour light signals is obtained through
25 kV/240V, 50 Hz, single phase 5 kVA or 10 kVA transformer. These are
provided at substations, feeding and switching posts, stations, block huts
and at other outdoor locations e.g. level crossings with gate signals. LT
supply transformers of 5 kVA capacity are provided at block huts, level
crossings and other such locations where load is less than 5 kVA and for
other applications 10 kVA transformers are provided. More than one
transformer is provided in large stations, yards etc.

LT supply transformers are protected only by a 25 kV, 1 A dropout fuse on

the primary side and a 63 A fuse (re-wirable dc type with 20 SWG tinned
copper wire) on the secondary side.

LT supply transformer is mounted on a steel platform erected on the

overhead equipment mast and connected to the 25kV overhead
equipment through rigid aluminium bus bar or 19/1.80 mm (50 mm2)
annealed copper standard jumper wire. The general arrangement of
mounting and connection is shown in RDSOs Drg. No. ETI/OHE/G/05522.

At substations in order to provide power to single phase transformer oil

centrifuging/filtration plants, 100 kVA, 25kV/240V, 50 Hz single phase
transformers are provided. The general arrangement of mounting and
connection is shown in RDSOs Drg. No. ETI/PSI/0312. However, as
filtration of oil is generally carried out in 7-10 years, 100 kVA transformer
is not required to be installed permanently, at TSS.
3.10.6 Practical examples in the form of Drawings are attached
as Annexure detailed below :

Annexure 1 BT RC (Booster Transformer Feeding System with return

conductors & Insulated joints.)

Annexure 2 Connection of RC to Track Drg. No. ETI/OHE/G/05306

Annexure 3 Arrangement of mounting for 25 kV / 240 V, 10 kV LT

Transformer (ETI/PSI/036)
 Annexure 1

Booster Transformer Feeding System with Return Conductors

& Insulated Rail Joints
 Annexure 2
Connection of RC to Track Drg. No.
ETI/OHE/G/05306
 Annexure 3

Arrangement of mounting for 25 kV / 240 V, 10 kVA

Transformer (ETI/PSI/036)
 CHAPTER 11
BONDING AND EARTHING

(This chapter is a reproduction of RDSOs Code No.ETI/OHE/71(11/90), A&C 1,

2: Code for Bonding Earthing for 25 kV, ac, 50 Hz, Single Phase Traction
System).

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

The following terms wherever appearing in this Code shall, unless

excluded by or repugnant to the context, have the meaning attributed
there to and apply as follows:

1. Bond means an electrical connection between two or more

conductors or non-current carrying metallic parts of traction masts or
structures or supports and rails.

2. Cross-bond means a bond between two rails of a track or two rails of

adjacent tracks. It is also called a transverse bond.

3. Earth wire means a conductor on traction masts or structures or

supports and bonded to their metallic parts/supports and connected to
earth.

4. Earth means a connection to the general mass of earth by means of

an earth electrode. An object is said to be earthed when it is
electrically connected to an earth electrode, and the objects is said to
be solidly earthed when it is electrically connected to an earth
electrode without intentional addition of resistance or impedance in the
earth connection. The resistance of the earth electrode shall not
exceed 10-Ohm.

5. Earth electrode means a metal plate or pipe or any other conductor

electrically connected to the general mass of the earth.

6. Impedance-bond is a bond, installed by the Signal and

Telecommunication Department, which provides a low impedance path
 for the traction return current and a relatively high impedance path for
track circuit current.

7. Rail-bond means an electrical connection across a rail joint between

consecutive lengths of rails. It is also called a Longitudinal bond.

8. Rail length means a continuous length of rail with or without welded

joints but with no fish plate joints.

9. Structure bond means bond connecting the non current carrying

metallic parts of a traction mast or structure or support to the traction
rail.

10. Signal bond means an electrical connection across a rail joint,

provided by the Signalling & Telecommunication Department, to
facilitate over track circuit current.

11. Short direct connection means a connection for electrical continuity,

which shall be of the shortest possible length with minimum bends.

12. Traction rail means a non-track-circuited rail of a wired track, not

required for signaling purpose and which may be earthed. In non-track-
circuited sections, both the rails of wired track are traction rails and in
single rail-track-circuited sections, the traction rails is the non-track-
circuited rail.

13. Welded bond means a bond which is made of standard copper

conductors with M.S. ferrules at the either end, pressed on the
conductors and bent to shape.

14. Wired track means a track provided with 25kV, ac, 50 Hz single
phase overhead equipment.

3.11.3 Bonding

3.11.3.1 In the case of 25 kV, ac, 50 Hz single phase traction system,

the traction current is drawn form the overhead equipment by the
electric rolling stock, operating in a section and passes through the
traction rail. The return current flows mostly through the earth leaving
the traction rail, except in a zone extending over a few hundred metre
on both sides of the electric rolling stock in operation in the section or
in the vicinity of a feeding station and returns to the traction sub-
station. Bonding of all rails is, therefore not absolutely essential unlike
in the case of dc traction, where practically the whole traction return
current flows through the rail and hence bonding of rails is essential.
However bonding of rail facilities passage of the traction return current
from the earth and vice versa and is, therefore, provided in the vicinity
of traction sub-station/feeding posts, where the traction return current
 has to flow back from the earth to the traction rails which are
connected to the earthed leg of the traction transformer at the sub-
station, through a buried rail opposite the feeding post. Bonding of rails
also ensures the spread of flow of return current into the earth and,
therefore, reduces the voltage between rail and earth. So bonding of
rails is done wherever it is essential to keep the rail voltage low to
ensure safety of personnel.

3.11.3.2 The traction rail of a wired track when bonded or laid on

metallic sleepers provides generally on earth better than an earthing
station with earth electrode. If, therefore, any non-current carrying part
of an equipment or metallic structure is required to be earthed, it shall
ordinarily be connected to a traction rail.

3.11.4 Track Circuited Sections

3.11.4.1 In sections, equipped with single rail-track circuits, the

traction rail shall be bonded to ensure that:

i) The ac voltage drop along its length is reduced so as to

minimize the risk of ac voltage being applied to the track relays.

ii) As low a resistance path as possible is provided both for traction

return as well as signaling currents as fish plate joints can not
be relied upon for low resistance.

3.11.4.2 In sections with double rail-track-circuits, both rails are

longitudinally bonded to ensure a low resistance path for traction return
and signaling current; and also to distribute the return current more
evenly in both the rails. Impedance bonds are installed at insulated
joints to provide a continuous path to the traction return current. All
track-circuited-rails are, in addition, provided with signal bonds.

3.11.5 Structure Bond

All non-current carrying metallic parts of traction masts or structures or

supports or metallic parts of concrete/wooden masts, supporting the
traction overhead equipment shall be connected by means of a structure-
bond to the nearest traction rail or to an earth wire run on the traction
masts/ structures/ supports or to an earth. In the case of a portal structure,
only one leg of the portal shall be provided with the structure bond,
whereas for head span masts, each mast of the head span shall be
bonded to the traction rail nearest to it.

Where traction masts or structures or supports are located on railway

platforms and are bonded to the nearest traction rail, a cross-bond shall
be provided at the location of the structure-bond to connect the rail to the
adjacent traction rail.
3.11.6 Track 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.

3.11.7 Mode of Connection of Bond

3.11.7.1 All types of bond i.e. rail-bond, cross-bond and structure-

bond shall be of mild steel of not less than 200 mm2 cross sectional
area.
3.11.7.2 A structure-bond shall be rigidly connected by means of
galvanized steel fasteners to the traction rail and the metallic part of
traction mast or structure or support.
3.11.7.3 A rail-bond shall be rigidly connected by means of
galvanized steel fasteners longitudinally across the fish plate joint of
the traction rail and the track-circuited-rail in a track circuited section
except at the insulated joint of the track circuited rail.
3.11.7.4 A cross-bond shall be rigidly connected by means of
galvanized steel fasteners between two traction rails of a track or non-
track-circuited rails of an adjacent track.
3.11.7.5 Where it is not possible to provide a rail-bond a welded bond
shall be used. The bond shall be connected to the rails by electric or
gas welding.
3.11.7.6 The bond for connecting return conductor to the traction rail
through the buried rail shall normally be made with GI nuts and bolts
with spring washer and check nuts.
3.11.7.7 The cross-section of an earth wire used for bonding traction
masts or structures or supports or the metallic parts supporting the
traction overhead equipment in a tunnel or in double rail-track-circuited
section shall be not less than 50 mm2 copper equivalent.

3.11.8 Bonding in Single Rail-Track-Circuited Sections

3.11.8.1 The traction rail in a single rail-track-circuited section shall

be provided with rail-bonds not only over the entire length up to which
the track circuited rail exist but also for a distance of 50m on both sides
of the track circuited length. In addition, the traction rail shall be cross-
bonded to the traction rails, if any, of adjacent tracks wherever they
exists at intervals of not less than 100 m. The traction rails of such
adjacent tracks shall also be provided with rail-bonds over the entire
length of the track circuits and for further 50m on both sides. In case
the length of a track-circuited rail. If it is not more than 350 m, a cross-
bond shall be provided between the rails of the track immediately
outside the track circuited length at both of its end.
3.11.8.2 In single line section, whether or not doubling of the section
is foreseen in the future, single rail-track-circuit is provided, the non-
 track-circuited rail shall be provided with rail-bonds over the entire
length and for a further 50 metre on both sides. It shall also be
connected to an earth at distances not exceeding 100 m from each
other. The connections of the non-track-circuited rail to each of the
earths shall be made by two separate mild steel strips/flats each of
cross-section not less than 200 mm2. The need for providing an earth
wire is thus obviated.

3.11.9 Bonding in Double Rail-Track-Circuited Sections

In a double rail-track-circuited section, both the rails shall be provided with

rail-bonds. At insulated joints of the double rail-track-circuit an impedance
bond shall be provided. Since no traction rail is available for structure
bonding, an earth wire shall be run on the traction mast or structure or
support. In case, the length of the earth wire exceeds 1000 m it shall be
made electrically discontinuous by providing a cut-in-insulator, so that no
section of the earth wire is greater than 1000 m electrically. Each such
section of the earth wire shall be connected to an earth at two traction
masts or structures or supports at a distance not exceeding 500 m .

No cross-bond shall be provided between the rails of the same track or

between the rails of different tracks in a double rail-track-circuited section.

3.11.10 Bonding Adjacent to Traction Sub-station/Feeding Post

Commencing opposite to a traction sub-station/feeding post, all the

traction rails shall be provided with rail-bonds for a distance of 1000
metre on either side of the traction sub-station/feeding post. In addition,
these traction rails shall be cross-bonded at approximate distances of
300, 500, 700 and 1000 m from the traction sub-station/feeding post.

3.11.11 Bonding of Rails on Wooden/Concrete Sleepers

A wired track shall be deemed to be on wooden or concrete sleepers if

there are not more than six metallic sleepers in any length of track not
exceeding 350 m. The traction rails of such a track shall be provided with
cross-bonds at distances of not more than 350 m apart. No rail-bonds
shall be provided.

3.11.12 Bonding of Track in Loco Sheds and Loco/EMU Stabling

Sidings

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.

Note: If the tracks in a tunnel are track-circuited, the procedure in clause

3.11.4 shall be followed.

3.11.14 Bonding of Rails on a Weigh-Bridge

Both the rails of a wired track on a weigh-bridge shall be provided with

rail-bonds for a length of up to 50 m on both sides of the weight-bridge; if
the rails are on wooden or concrete sleepers/supports, they shall be
connected to an earth.

3.11.15 Bonding at a Level Crossing

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.

3.11.16 Bonding at Oil Depot Sidings

3.11.16.1 Unwired sidings leading to a oil depot or installation shall be

provided with duplicate insulated block joints as near as possible to the
turn-out from the main track from which they take-off and before entry
into the oil depot or installation.

3.11.16.2 Where a siding or a secondary loop line is to be wired to

serve the purpose of loading and unloading of petroleum products, the
arrangements to be made and precautions to be taken are:

i) A neutral zone shall be set up at either end of the length of the

siding or secondary loop line over which the vehicles containing
the petroleum products are to be berthed and loaded/unloaded.
The neutral zone is created both in the track as well as in the
traction overhead equipment (OHE) by provision of insulating
joints and section insulators with isolators as done for
locomotive inspection pits respectively. The neutral zone is to
ensure that the rest of the rail network is kept isolated when the
loading/unloading operations are in progress so as to avoid
propagation of stray currents.

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.

iv) An equal-potential link/switch shall be provided between the

metallic portions of the petroleum installations i.e. the earth and
the rails of the siding or the secondary loop line. This equi-
potential link/switch is to be kept closed during the
loading/unloading operations.

v) Each and every non-current carrying part of a traction mast or

structure or support and other metallic structures in the vicinity
of the siding or secondary loop line shall be provided with
structure-bonds. Only copper rivets shall be used for connection
between the non-current carrying metallic part or rail and the
bond.

vi) During the time the loading and unloading of a petroleum

product is taking place, proper electrical continuity shall be
maintained between the petroleum installations, the rails on
which the vehicles containing the petroleum products are
berthed and the OHE which has already been made dead and
connected to the rails.

3.11.17 Bonding of Girder Bridge

3.11.17.1 Steel structures of a girder bridge shall be connected to a

traction rail or to an earth by means of two mild steel strips/flats of
cross-section not less than 200 mm2 each. The traction rails (where
there are two or more such rails) on the bridge shall be connected by
cross-bonds at distances not exceeding 100 m apart.

3.11.17.2 In a single rail-track-circuited section, the non-track-circuited

rails which is the traction rail shall be provided with rail-bonds (refer
clause 3.11.8) and connected to an earth at either end of the bridge.

3.11.18 Bonding of Metallic Parts inside a tunnel

An earth wire connecting all non-current carrying metallic parts which

form parts of the supports for the overhead equipment, shall be run
inside the tunnel. The earth wire shall be connected to an earth as well
as to the traction rails at both ends just outside the tunnel. In case, all
the rails are track circuited, the earth wire shall be connected to an earth
at both ends just outside the tunnel. If the length of the earth wire
exceeds 1000 m, the stipulation in regard to making it electrically
discontinuous as contained in clause 3.11.9 shall be followed.

3.11.19 Bonding of Over Line Structure

 The metallic parts of foot or road over-bridges or other over-line
structures over wired tracks shall be connected either to a traction rail or
to an earth by means of two steel strips/flats of cross-section not less
than 200 mm2 each.

3.11.20 Bonding of Exposed Metallic Parts

All exposed metallic parts such as platform structures/sheds, metallic

fencing, wires, pipes and such other items, not likely to come into direct
contact with the 25 kV ac overhead equipment and located with a
distance of 20 m from the nearest electrified track and running parallel to
it for a distance of more than 20 m but less than 350 m shall be
connected to an earth or traction rail. If parallelism with the nearest
electrified track exceeds 350 m all such exposed metallic parts shall be
connected to a separate earth at distances not exceeding 350 m apart.

3.11.21 Bonding of Earthing heels of isolator switch

The earthing heel of an isolator switch shall be connected by two mild

steel flats of cross-section not less than 200 mm2 each to the supporting
metallic traction mast or structure or support. The connection shall be as
short and as direct as possible. Such a traction mast or structure or
support shall, in turn, be connected to a traction rail or an earth wire and,
in addition, to an earth.
3.11.22 Connection of Return conductor

A return conductor connecting booster transformers shall be connected

approximately at the mid-point between the adjacent booster transformer
stations to the traction rail of the same track or to the mid-point of an
impedance-bond in the case of double rail-track-circuited section.

3.11.23 Drawings
The drawings issued by RDSO in connection with the practices
prescribed in this CODE are listed below:

S.N. Description Drawing Number

01. General arrangement of

Earth wire on OHE mast ETI/OHE/G/05201
02. Arrangement of transverse
Bonds ETI/OHE/G/05251
03. Connection of RC to track ETI/OHE/G/05306
04. Structure bonds ETI/OHE/P/7000
05. Earthing station ETI/OHE/P/7020
06. Longitudinal rail bond ETI/OHE/P/7030
3.11.24 Practical examples in the form of Drawings are attached as
Annexures as detailed below :

Annexure 1 Single rail track circuit & Double rail track circuit.

Annexure 2 General arrangement of Earth wire on OHE Mast (Drawing

ETI/OHE/G/05201)

Annexure 3 Arrangement of Transverse Bonds (Drawing No.

ETI/OHE/G/05251)

Annexure 4 Connection of return conductor to track (Drawing No.

ETI/OHE/G/05306)
Annexure 5 Structure Bond (Drawing No. ETI/OHE/P/7000)

Annexure 6 Typical Arrangement of an Earth Electrode (Drawing No.

ETI/OHE/P/7020)
Annexure 7 Longitudinal Rail Bond (Drawing No. ETI/OHE/P/7030)

Annexure 8 Impedance Bond

Annexure 1 Single rail track circuit & Double rail track circuit.

Single rail track circuit & Double rail track circuit

 Annexure 2

General arrangement of Earth wire on OHE Mast (Drawing ETI/OHE/G/05201)

 Annexure 3

Arrangement of Transverse Bonds (Drawing No. ETI/OHE/G/05251)

 Annexure 4

Connection of return conductor to track (Drawing No. ETI/OHE/G/05306)

 Annexure 5

Structure Bond (Drawing No. ETI/OHE/P/7000)

Annexure 6 Typical Arrangement of an Earth Electrode (Drawing
No. ETI/OHE/P/7020)
 Annexure 7

Longitudinal Rail Bond (Drawing No. ETI/OHE/P/7030)

 Annexure 8

Impedance Bond

Impedance Bond (Schematic)

 CHAPTER - 12
OHE SECTIONING

3.12.1 Purpose

The overhead equipment is divided electrically into sections with neutral

sections, insulated overlaps and section insulators at turn-outs. Under
normal working conditions, electrical continuity is maintained by bridging
the insulated overlaps by means of interrupters or isolators and isolation of
small sections of OHE for maintenance and repairs is possible. Sectioning
of OHE should be kept to a minimum consistent with operational
requirements.

3.12.2 Use of signals for protection

Normally, the insulated overlap/section insulator is to be so located that

the stop signal already available on the track is made use of to protect the
isolated section from train movements when isolation at that sectioning
point is restored to. Although the distance between the stop signal and
sectioning point has not been specified in the rules, it is desirable to
provide 120 m between the stop signal and the centre line of the insulated
overlap/section insulator i.e. the sectioning point.

3.12.3 Sectioning arrangement in different type of stations double line

section

Stations having no emergency cross-overs: The sectioning at such a

station is solely for taking a block on one section or the other. The
sectioning point is normally 120 m away from the starter signal in the
direction of traffic. This arrangement enables trains to be received at the
station over the portion of track where live overhead equipment is
available. Fig. 3.12.1 will make this clear.
 CL OF STN.
120 m

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

Stations having a group of common loops on one side: Sectioning

arrangement shown in Fig.3.12.7 should be followed.
 C
L OF STN.

B
120m A

120m COMMONLOOP

C
L SSP O/L (ONLY)

FIG.3.12.8

Where an SSP is located, the sectioning arrangement shown in Fig.3.12.8

can be adopted. However, this arrangement cannot be adopted at feeding
posts because the cross-over will be connected to two different sectors
and in case of extension of feed the section insulator would be across two
different phases and subjected to 44 kV. Passage of an electric
locomotive under such conditions would result in bridging of two phases.
This can damage the section insulator assembly.

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

120 m INTERLOCKED ISOLATORS

ONLY , ONE CAN BE CLOSED
AT A TIME.

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.

If the yard/shed is within 4 km from the traction substation, a separate

feeder can be economically run. If it is beyond 4 km, supply to the
yard/shed may be effected through an interrupter, located in the SSP with
provision to supply either from the UP or from the Down line. In case the
circuit breaker is out of service for maintenance, alternative arrangement
is made to tap the overhead equipment directly through on interlocked
isolator. The arrangements are shown in RDSOs DRG.No. ETI/PSI/704-1.

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.

3.12.4 Sectioning arrangement for different type of stations single

line section
If it is a single line taking off from a main running lines, the following
procedure may be adopted in consistent with operation requirement.

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

# OTHER THAN SWITCHING STATION SINGLE POLE ISOLATOR IS TO BE PROVIDED

Station with goods platform: In such a station isolation facilities should be

provided for the goods platform as shown in Fig. 3.12.13.
 GOODSP/F

120m

120m

S.S

FIG.3.12.13

3.12.5 Practical examples in the form of Drawings are attached as

Annexures as detailed below :

Annexure 1 Sectioning diagram of TSS to Neutral Section of

BSL Division

Annexure 2 Sectioning diagram of Goods Yard BAD

Annexure 3 Sectioning diagram of BAD Passenger Yard

Annexure 4 Sectioning arrangement in OHE

Ref RE/MTJ/D/SK/07
 Annexure 1
Sectioning diagram of TSS to SSP Section of
BSL Division
 Annexure 2

Sectioning diagram of Goods Yard BAD

 Annexure 3

Sectioning diagram of BAD Passenger Yard

 Annexure 4

Sectioning arrangement in OHE Ref RE/MTJ/D/SK/07

Annexure 4 (Contd.)
 CHAPTER 13
GUIDELINES FOR ELECTRIFICATION OF PETROLEUM SIDING/LOOP

3.13.1 Introductory

In order to avoid any sparking during loading/unloading operation of

petroleum product at the petroleum siding/loop the loading/unloading zone
should be insulated form the rest of the railway network. Electrical
continuity should be maintained between the petroleum installations, the
track of the siding/loop and overhead equipment of the siding/loop. These
should be connected to earth through the 25 kV isolator earthing heels.

3.13.2 Wiring of loops

The arrangements as shown in sketch No. ETI/OHE/SK/530/Sheet 1, Mod

A shall be made for the purpose.

1. An equipotential link (L) between the petroleum installation and the

relevant track shall be provided.

2. An insulated joint in the rails of the track shall be provided to avoid risk
of propagating stray currents.

3. The rails of relevant track shall be connected to earth.

4. Short neutral sections shall be provided in the overhead equipment at

the two ends of the zone over which loading/unloading operations are
carried out.

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.

7. Both rails shall be longitudinally bonded. The rails shall also be

transversely bonded at 30 m intervals with one transverse with one
transverse bond also at 30 m beyond the insulated joints on the rails at
both ends.

8. Every traction structure and metallic structure in the vicinity of

siding/loop shall be provided with a structure bond. Copper rivets shall
be used for jointing such bonds.
 9. An earth electrode shall be connected to each rail of the petroleum
siding/loop on either side of the insulated joint on the rail. The value of
earth resistance of an earth electrode shall not exceed 10 ohm.

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.

3.13.3 Wiring of end sidings

For dead-end petroleum sidings, the arrangement shown in sketch

No.ETI/OHE/SK/578 shall be followed.

3.13.4 Precautions

1. No oil tank wagon shall be permitted to be stabled under LIVE OHE

for inspection/repair.

2. Pipe lines in the vicinity of the siding/loop shall be effectively earthed at

equal intervals (30 m apart) with a minimum of two earths.

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.

4. The procedure for opening/closing of 25 kV isolators and isolating

switches for loading/unloading and traction purpose is in the note
attached to RDSOs Sketch No. ETI/OHE/SK/530 Sheet 2.
 SKETCHSHOWINGARRANGEMENTSOF 25KV,
A.C. 50 Hz FORPETROLEUM SIDING/LOOP

MAINRUNNINGLINE (MAST ANDOHE NOT SHOWN)

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.

4. NEUTRAL ZONE (N OHE)

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.

SKETCH SHOWING ARRANGEMENTS OF 25 kV a.c. 50 Hz

FOR PERTROLEUM SIDING/LOOP
 Drg.No.ETI/OHE/SK/530, Mod A (Sheet 2)

Notes

1. The arrangements at the petroleum siding/loop in respect of the OHE

earthing/bonding and other details are indicted in the Sketch No.
ETI/OHE/SK/530 SHEET-1, MOD A.

2. The short neutral sections on either side of loading/unloading zone in

the OHE of the siding/loop shall be as per Drawing
No.ETI/OHE/G/02161 Sheet 2.

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:

a) For traction purposes

1. The equipotential link (L) between the track of petroleum

siding/loop and petroleum installations shall be kept open.

2. The 25 kV isolators (C) and (D) as well as the isolating switches

(A) and (B) across the insulated joints on rail shall be kept
closed.

b) For loading/unloading of petroleum product after wagon is

placed in the zone indicated.

1. The 25 kV isolator (D) shall be opened first with its key.

The key released from the isolator (D) shall be used to
open isolator (C).

2. The key released from 25 kV isolator (C) shall be used

to open isolating switch (B). The key released on
opening isolating switch (B) shall be used to open
isolating switch (A).

3. With the key released from the isolating switch (A)

when opened the equipotential link (L) shall be closed
and locked.

4. Thereafter the loading/unloading of the petroleum

product may commence.

5. After loading/unloading of the petroleum product is

completed in all respects and the wagon closed, the
equipotential link (L) will be opened and then the
isolating switches (A) and (B) will be closed in that
 order and thereafter the 25 kV isolators (C) and (D) will
be closed in that order.

SKETCHSHOWINGARRANGEMENTSOF25KV,
A.C. OHEFORPETROLEUMDEADENDSIDDING

ELECTRIFIED BWA
TRACK

TOE
F.P.
UP
DN
E O.H.E

P.O.L.DEAD
ENDSIDING

FTA

15m(MINIMUM) 15m(MINIMUM) NOTES:-

10m(MINIMUM) 'D' 1. THELASTTRACTIONMASTSHALLBE10m(MIN.) AWAYFROMTHEEXTREME
ENDOF LOADING/UNLOADINGZONE.
BOARDTOBEPROVIDED 2. THEDOUBLEINSULATEDBLOCKJOINTSPROVIDEDATTRACTIONRAILOF
ASUN-WIREDTRACKAT P.O.L. DEADENDSIDINGSHALLBE15m(MIN.) AWAYFROMTHEEXTREMEEND
THETRACTIONMAST. OFLOADING/UNLOADINGZONE, BUTITSHALLBENEARERTOLASTTRACTION
MAST.

LEGEND:- 3. THE TRACTIONRAILOF P.O.L. DEADENDSIDINGSHALLBECONNECTEDTO

ANEARTH.
1. TRACTIONMASTWITHSTRUCTUREBOND. 4. THE RAILBONDSHALLBEPROVIDEDLONGITUDINALLYONTRACTIONRAILOF
DEADENDP.O.L. SIDINGUSEDFORELECTRICTRACTIONINCLUDINGTHE
TURN-OUTAND30mEITHERSIDEOFTURN-OUT.
2. TRANSVERSEBOND.
5. THE TRACTIONMASTHAVINGFIXEDTERMINATIONOFOHE(FTA) SHALLBE
BONDEDTOANEARTHORTRACTIONRAIL, ASFEASIBLE.
3. INSULATEDJOINTONRAILS.
6. THE DISTANCE'D' SHALLBENOTLESSTHAN30mTOACCOMMODATETHE
LOCOMOTIVE.
4. EARTHELECTRODE. E

ETI/OHE/SK/578

SKETCH SHOWING ARRANGEMENTS OF 25 kV a.c. 50 Hz

FOR PERTROLEUM DEAD END SIDING

3.13.5 Practical examples in the form of Drawings are attached as

Annexures as detailed below :

Annexure 1 Petroleum siding of Panewadi Station

 Annexure 1
Petroleum siding of Panewadi Station
 CHAPTER 14
NUMBERING OF OHE MASTS
3.14.1 Purpose

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.

3.14.2 Single line section

In single line section where there is no chance of future doubling,

numbering is done progressively in the direction of increasing
kilometerage, i.e. 70/1, 70/2 etc. In case, doubling is expected in future,
the system of numbering will be according to para 3.14.3 below.

3.14.3 Double line section

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

75/2 75/4 75/6

Km. 75 75/1 75/3 75/5 75/7

UP

DN

75/2 75/4 75/8

Km. 75 75/3 75/5 75/7

UP

DN

75/2 75/4 75/6

Km. 75
FIG.3.14.1
 1015 1023 6025

X-15

1011 1031 1039

X-15

1007 1017 1021 1033

X-15
5
/1 3013 3019 1029 1037
55 X-14
1005
1009
X-14
1017
Km. 75 55/14 1027 1035
75/1 75/3 X-14
75/7 75/11 75/13
75/5 1003 2013 2019 5025 75/15 75/17 75/19

UP
75/8
DN
75/10 75/14 75/16 75/18 75/20
75/2 75/4
1008 1010 1014 1022 1028

1015 1015 1015 1015 1015

75/6 10/15

1002

1004 1018 1024 1030

3006 3012

FIG.3.14.2
3.14.4 Multiple section

In multiple track sections, suffix A is to be given to multiple track masts.

For instance, in the case of section consisting of Up main, Down main,
and Up slow and Down slow tracks, the slow track masts will be numbered
75/1 A, 75/3 A etc. for Up slow line and 75/2 A, 75/4 A etc. for the Down
slow line. Uprights of portals erected in multiple track sections must be
numbered with reference to the main line only i.e. 75/1, 75/2 etc.

3.14.5 Individual masts

Single cantilever and double cantilever mast supporting overhead

equipments of tracks on either side (Umbrella type) for loops and sidings
shall bear the station code and the serial number in one thousand (1000)
series. The station code is to be given above the horizontal line and the
serial number below it. Masts of Up loops and siding on Up line side is
given odd number 1001, 1003, 1005 etc. In order of increasing chainage
irrespective of the number of loops. The masts on the Down loops and
sidings on the Down line side are given even numbers 1002, 1004 1006
etc. In case several independent cantilever masts for different loops are
located in the same chainage the loop mast nearest the main track bears
the lowest number in the series (see Fig. 3.14.2). This system of
numbering is applied from one end of the yard in the kilometerage of the
stating point and progressively higher numbers are given in the direction
of increasing chainage whether it is Up and Down yard. The numbering
does not indicate the kilometre.

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.

In case a portal is covering Up main line and a number of Up side

secondary tracks, the upright which is located near the main line shall be
numbered with respect to the main track. Other upright is given the same
number with suffix A.

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.

3.14.8 Branch line masts

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.

3.14.9 Alternative numbering

Mast on loop/yard lines can also be numbered with a letter/word prefixed

indicating the nomenclature of the line e.g. the mast numbers on a good
line in a passenger station may be numbered as G1, G2 etc. below the
station code. Mast numbers on engine run round line may be numbered
as EL1, EL2 etc. This method can be adopted when additional lines
provided or wired subsequently.

3.14.10 Switching station masts

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

In order to identify the location of any equipment covering the overhead

equipment and switching station a code for identifying the type of
equipment followed by a serial number is given.

The abbreviations used are:

AT : 25 kV/230 V Auxiliary Transformer

BT : Booster Transformer
BM : Interruptor for main line
BS : Interruptor for yard line
BX : Bus Coupler interrupter
BC : Bus Coupler isolator
CB : Circuit Breaker
CT : Current Transformer
DP : Double Pole Isolator
LA : Lightening Arrestor
PT : Potential transformer
SF : Single Pole Isolator at switching station
SP : Single Pole isolator at substation
SM : Isolator for main line
SS : Isolator for secondary line/loop/yard
TR : Power Transformer

Each power transformer, potential transformer, current transformer is

given a serial number in a Railway starting from 01 except 25 kV circuit
breakers which will be done according to para 3.15.3.

3.15.2 Extra High Voltage Circuit Breakers

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.

3.15.3 25 kV Circuit Breakers

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

The main line 25 kV interrupters are numbered serially, progressively

increasing from a datum point on a railway e.g. BM/01, BM/02, BM/03 etc.

3.15.5 Yard Interrupters

The yard interrupters are numbered serially on a Railway i.e BS/01,

BS/02, BS/03 etc. Where there are different yards for Up and Down
direction, the interrupter for Up yard is given odd number and that for the
Dn yard is given even number.

3.15.6 Other Equipment

On a Railway, other equipments are numbered serially number

increasing progressively irrespective of Up or Down line, preferably
according to increasing kilometerage.

3.15.7 Numbering of elementary sections

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.

3.15.8 Type of number plates

The number plates are provided in accordance with Drg. No.RE/33/P/7501

Rev.F.
 FIG.3.15.1 F.P
DP DP
07 07

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

BM/36 BM/38 BM/41

4204 4202 4404 4402 UP 4502

PT/22 PT/25

TOYARD
BM/39 SM/52 BM/42 SM/54
SECTOR

TYPICAL DIAGRAM SHOWN NUMBERS OF

EQUIPMENTS AND ELEMENTARY SECTIONS

 List of important Drawings issued by RDSO

(For detailed information List of Specifications and Drawings with latest

amendments for Equipment and Materials For Railway Electric Traction issued
by RDSO may be referred to.)

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

OVER HEAD EQUIPMENT

 CONTENTS

Page No.

Chapter 1: Selection of Spans

Chapter 2: Dropper Schedule
Chapter 3: Determination of Dimensions of
Cantilever Assemblies.

Chapter 4: Design of Overlaps

Chapter 5: Neutral Section

Chapter 6: Automatic Tensioning of Overhead Equipment.

Chapter 7: Clearance Study

Chapter 8: Overhead Equipment Structures on Bridges

Chapter 9: Jumpers

Chapter 10: Switching Stations

List of Important Drawings issued by RDSO

 CHAPTER 1

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.

4.1.2 Factors to be considered

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 :

1. Blow- Off of OHE

Blow- off the OHE depends upon:

a) Diameter of conductors used: The blow -off will increase in proportion to

the diameter of conductors used.

b) Span length: The blow- off increases in proportion to the square of the span
length.

c) Intensity of wind load on conductors:- Intensity of wind load varies from

place to place and depends upon the wind velocity. It is considerably higher
in areas adjacent to sea, but low in interior areas. Wind pressures for
determination of spans are based on IS:875 - 1964 "Code of Practice for
Structural Safety of buildings - loading standards". Accordingly, the wind
pressures adopted for different zones are as follows:

Green zone (light) - 75 kgf/m2

Yellow zone (medium) - 112.5 kgf/m2
Red zone (heavy) - 150 kgf/m2
 For working out of wind load on conductors 2/3rd of the projected area is
taken into consideration.

d) Tension in the conductors:

In case of regulated OHE, tension in both catenary and contact wire is kept
constant at all temperatures.

The blow -off of OHE can be determined by the following formula:

Blow off at mid span,

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.

2. Stagger of contact wire

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.

Stagger effect is obtained by the following formula:

s2
Stagger effect =
4d w

where S is stagger in mm.

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.

3. Displacement of OHE caused by mast deflection due to wind

The design adopted for 25 kV ac OHE provides for a maximum 80 mm

deflection of the mast at the contact wire level due to permanent loads. As the
contact wire is supported from bracket assembly attached to the mast, its
position will also get shifted up to a maximum of 80 mm due to deflection of
the mast caused by permanent loads. The masts are, therefore, erected in a
manner to ensure that they are reasonably vertical under the permanent load of
OHE. An initial reverse deflection is provided for this purpose.

4. Depression of tracks due to low joints

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.

6. Lateral displacement of pantograph (Pantograph oscillation)

When a locomotive traverses a section with speed, lateral oscillation of

pantograph takes place. Which in turn will effect the position of contact wire
from pantograph axis.

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

4.2.1 General Distribution of Droppers

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.

4.2.3 Moment 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

In Fig. 4.2.1, let

a = length of span in m.

B = distance between the axis of support and the first dropper in m.

p = weight of catenary per unit length in kg/m.

q = weight of contact wire per unit length in kg/m.

P = Total weight of overhead equipment in kg/m

= 1.05(p+q) kg/m.
 w = weight of contact wire not supported by catenary in kg/m.

S2 = pre-sag of contact wire at mid span due to weight 'w' in m.

= w(a-2B)2/8T2
where T2 = tension in the contact wire in kgf.
Let,

T1 = Tension in catenary wire in kgf.

Y1 = Sag of catenary wire at a distance of X m from support A in m.

Y2 = Sag of contact wire at a distance of X m from support A in m.

h = Sag of catenary at first dropper from support A in m.

H = Encumbrance of OHE of both supports in m.

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)

Total weight of OHE for the span a

= p x a kg

Reaction at each support due to total weight of OHE

= Pa/2 kg

Taking moments of the forces about point 0,

B
h = ( pa pB ). (2)
2T1

T1 x h = (Pa/2)B - (pB)B/2

Y1 = h + S1

but, S1 = (P-w) (X-B) (a-X-B)/2T1

Therefore,
 ( P w)( X B )(a X B)
Y1 = h + (3)
2T1
w
Similarly.Y2 = ( X B)(a X B ) (4)
2T2

From the equation (1) above we have

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

On submitting the value of 'h' from equation (2) above, we get

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

d4 AXIS OF SPAN d4'

d3 d3'
d2 d1 d1' d2'

1.40
1.40

2.25 6.75 9.00 9.00 9.00 9.00 9.00 6.75 2.25

Note:-All diemensions are in metre.

FIG. 4.2.1(a)

Let, in 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.

Considering pre-sag (S2) of 103 mm for 72 m span, we get,

Unsupported weight of contact wire,

8 x1000 x0.103
w= = 0.18085kg / m, say 0.18kg / m.
{72 (2.25 x 2)}
2

P = 1.05 (0.5973 + 0.9512) = 1.6259 kg/m, say 1.6 kg/m

So dropper length d2 and d2 {from equation (5)}

1.6 2 x0.18 2.252 x0.9512

= 1.4 x18(63 18)
2 x1000 2 x1000

2.25 x0.18
(63 2.25)
1000

= 1.40 - 0.5022 - 0.0024 - 0.0246 = 0.8708 m = 870.8 mm

 say, 871 mm.

4.2.4 Resultant catenary method

This is an alternative method of working out the dropper lengths, known as the
resultant catenary method. Consider the two conductors strung between two supports
A and B in Fig. 4.2.2.

WEIGHT PER UNIT LENGTH=W1

T1 RESULTANT
T3 m CATENARY
o
n
A B
T2

FIG. 4.2.2

These two conductor can now be represented by a fictitious conductor of

weight per unit length P and tension T3 so that
T3 = T1 + T2 (tension in resultant catenary in kgf )

The exact profile of this fictitious conductor can be found out as follows.

Taking moments about any point '0' we get

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.

In the case of 25 kV ac 50 Hz single phase overhead equipment the tensions in the

catenary and contact wires are maintained constant at all temperatures by automatic
tensioning device.

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

In Fig. 4.2.3. Let

Y1 = ordinate of catenary at distance 'X' m from support A, in m.

Yo = ordinate of resultant catenary at distance 'X' m from support A, in m.

Y2 = ordinate of contact wire at distance 'X' m from support A, in m.

H = encumbrance at supports A and B in m.

S2 = pre-sag of contact wire at mid span in m.

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.

It can be seen from the Fig. 4.2.3 that

H H PX (a X )
Yo = s =
2 2 (2T3 )

The dropper length,

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)

Since T1 = T2 = T and T3= (T1+T2 ) = 2T

by substituting the values of T3 in equation (9) and substituting T2 by T we get

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.

1 .6 2 x 0 .18 2 .25 x 0 .18

d 2 & d 2 x (18 ) x ( 63 18 ) (63 2 .25 )
2 x1000 1000
 = 1.4 - 0.5022 - 0.0246 = 0.8372 m = 873.2 mm, say 873 mm.

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.

4.2.5 Dropper calculations for un-regulated OHE

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

In Fig. 4.2.4 Let,

H = encumbrance at supports in m

a = span in m

X = distance from support A to the point considered in m.

d = dropper length at distance 'X' from the support A in m.

s = sag of the catenary at distance 'X' from the support A in m.

P = total weight of OHE in kg/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.

1.6 x18(63 18)

d 2 & d1 = 1.4
2 x1000

= 1.4 - 0.648 = 0.752 m = 752mm.

4.2.6 Dropper lengths for spans with unequal encumbrances

(Regulated & un-regulated OHE's)

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

In Fig. 4.2.5 let,

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)

4.2.7 Dropper lengths for spans carrying section insulator

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,

W = weight of section insulator in kg

a = length of span between supports A and B in m.
L = distance of axis of section insulator from support A, in m.
T1' = tension in catenary conductor on left hand side of section insulator in
kgf.
T2' = tension in catenary conductor on right hand side of section insulator in
kgf.
s = sag of catenary at the section insulator in m
T = tension in catenary conductor at normal temperature in kg.

Then we have,

T1'Cos1 = T2'Cos2 = T (A)

T1'Sin1 + T2'Sin2 = W (B)

from equation (A) and (B) we get,

Tan1 + Tan2 = W/T

Now s = L Tan1 = (a-L)Tan2 (C)

Therefore, Tan1 = s/L and Tan2 = s/(a-L).

substituting the values of Tan1 and Tan2 in equation (C) we get,

s/L + s/(a-L) = W/T,

 simplifying we get,

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.

Let W = weight of section insulator in kg = 50.0 kg.

H = 1.4 m at both supports A and B.

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

4.2.8 Dropper calculations for overlap spans

The purpose of overlap is to provide smooth passage for the pantograph from one
tension length of OHE to the other. It is, therefore, essential that the contact wires
of both the OHE's in the overlapping zone are at the same level and run parallel to each
other for a distance of not less than 2 m.

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.

4.2.8.1 Un-insulated overlap span

Resultant catenary method :-

In Fig. 4.2.7 let,

H = encumbrance of support A in m
h = encumbrance at support B in m
T1 = tension in the resultant catenary kgf (T1 + T2)
a = span in m
L = distance from support B upto the point Q between which the contact
wire
hangs freely in m
r = rise of contact wire in m.

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

where B and C are constants.

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)

B = -1/2a.{(P.a2 /2T) + (H-h-r)}

(16)

Substituting the above values of constants B & C in equation (14) we get,

Y = (P,X2/4T) - X{(P.a2 /2T) + (H-h-r)}/2a + H/2
(17)

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,

rx = q(X-a+L)2 /2T for X (a-L)

(18)

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. (x-a)/2T + H - x{H-h-r}/a

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

Note:-All diemensions are in metre.

FIG. 4.2.8

In Fig. 4.2.8 let,

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

L = 2Tr / q = 2x1000 x0.50 / 0.9512 =32.42 m

PX (a X ) X
d3 = H (H h r)
2T a

1.6 x18(63 18) 18

= 1.4 (1.4 0.9 0.5)
2 x1000 63

= 1.4 - 0.648 - 0 = 0.752 m = 752 mm.

When X a-L
PX (a X ) X q
d6 = H ( H h r ) ( X a + L) 2
2T a T

1.6 x 45(63 45) 45 0.9512

= 1.4 (1.4 0.9 0.5) ( 45 63 32 .42 ) 2
2 x1000 63 1000

= 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)

and from point Q to B when X (a-L), the dropper length

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

Sag due to cut in insulator can be worked out as follows, let

W = weight of cut in insulator assembly in kg

a = span in m.

3(a 3) W
s= x
a T

Example (reference Fig. 4.2.10)

H

d9
d0 d1 d8

h'
h
d2
d3 d4 d5 d6 d7

r
r'

2.25 C 9.00 9.00 9.00 9.00 9.00 9.00 C 2.25

Note:-(i)All diemensions are in metre.

(ii) 'C' IS EITHER 6.75 m OR 9.00 m.

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:

Let the weight of cut-in insulator assembly be 15 kg.

Sag due to cut-in insulator,

3(a 3) W
s= x
a T
 3(63 3) 15
s= x
63 1000

= 0.42857 m = 42.857 mm, say 43 mm.

Therefore,

h' = 900 - 43 = 857 mm = 0.857 m.

r' = 500 - 43 = 457 mm = 0.457 m.

L = 2Tr / q

= 2 x1000 x0.457 / 0.9512

= 30.998 m, say 31 m.

So (a-L) = 63 - 31 = 32 m

Let us work out the dropper length d7 at a distance of 54 m from support A.

In this case X (a-L) so

PX ( a X ) X q
d7 = H ( H h r ) (X a + L)2
2T a T

1.6 x54(63 54) 54 0.9512

= 1.4 (1.4 0.857 0.457) (54 63 + 31) 2
2 x1000 63 1000

= 1.4 - 0.3888 - 0.0737 - 0.4604 = 0.4771 m

= 477.1 mm, say 477 mm.

4.2.9 Anchoring spans

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.

In Fig. 4.2.11, the anchor structure is at C.

Z'

0.200
CATENARY

S
RESULTANT CATENARY
LOWEST POINT

Ha-S
Z

Ha
3.00
h
(h+r)/2

O 27kg
r

CONTACT WIRE NORMAL CONTACT PLANE

B C
x L
xo (a-0.5)

Note:-(i)All diemensions are in metre.

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

Additional sag due to terminal fittings and counter weights s = s1+ s2

 Dropper calculations will therefore be worked out by transferring the additional sag s to
the point of anchor which in effect would amount to the fact that anchor height ho
above the contact plane would be reduced by an amount equal to the value of additional
sag s.

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 )

The weight of terminal fittings is assumed 27 kg and acting at a distance of 3 m from

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

Cw = weight of counter weights in kg

(C w + 50 ) x 0.290
s2 =
T3

(C w + 50) x 0.290
=
T1 + T2

The profile of resultant catenary can be expressed by the equation of parabola,

PX 2
Y= + BX + C (23)
2T3

Where Y is the ordinate of resultant catenary at a distance X from support B in m.

r+h
at X = 0, Y =
2
r+h
,C=
So
2

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

Substituting the value of K in the above equation and simplifying we get,

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

The dropper length then would be d = Y1 + Y2

Let, z be the vertical distance in m between two holes of compensating plate to

which the
catenary and contact wires are attached.
 Z P
Y1 = ( X o X )2
2 2T2

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

Substituting this value in equation (26) we get

2
(X o X ) (27)
d = z+ 2
(h r z )
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.

4.2.10 Sag and tension calculations

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,

T1 = initial tension at 1 degree celsius

T2 = final tension at 2 degree celsius
1 = normal temperature in degree celsius
2 = final temperature in degree celsius
a = equivalent span in m
E = modulus of elasticity of the conductor in kg/mm2
= co-efficient of linear expansion per oC
A = area of conductor in mm2
w1 = initial weight of conductor in kg/m
w2 = final weight of conductor in kg/m

Sag of the conductor shall be calculated by the following formulae.

wa 2
s=
8T

where,

s = sag in m
w = weight of conductor in kg/m
a = Equivalent span in m
T = Tension in the conductor in kgf.

The equivalent span is given by

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.

60 2 x6.08 x10 3 x 233.5

= x(0.652) 2
24

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

DETERMINATION OF DIMENSIONS OF CANTILEVER ASSEMBLIES

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 .

4.3.2 Determination of position of clamps

An analytical method to fix the position of clamps required for the cantilever
assembly is given below.

Before determining the values of various parameters of cantilever assembly,

a few particulars of standard cases are indicated below:

1. The mast bracket fitting is normally kept 300 mm below contact plane.

2. The encumbrance (e) is distance between the axes of catenary and

contact wire at support.

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.

6. At intermediate structures of overlaps, the out-of-run OHE has an

encumbrance of 900 mm/ r mm were 'r' is the height of contact wire above
the contact plane of running OHE, 'r' having values 400 mm or 500 mm
normally as the case may be.

7. Similarly, the encumbrance of one or more of the OHE is reduced in the

case of a mast with more than one bracket assembly on the same side.

A standard cantilever arrangement is shown in Fig. 4.3.1.a. The standard

values of the various symbols used are also indicated against each.
 e

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.

e Encumbrance - the distance between the axes of catenary and contact

wires.

f The distance between contact plane and mast bracket fitting = 300 mm.

L Suspension distance - The horizontal distance from the extreme face of

mast stay-arm fitting to the suspension point of catenary. This is different
from setting distance to the extent of stagger of catenary clamp and
thickness of multiple cantilever cross arm, or extension chairs if provided.

r Distance between the contact plane and the register arm axis (including
raised register arm) which is assumed to be horizontal.

Inclination of bracket tube to the horizontal = 1 + 2 as indicated.

i) To obtain 'b' for bracket tube : for triangle OGF

OF2 = OG2 + GF2

OF2 = OG2 + 1102 = (e+70.5+f-156)2 + (L-200)2

b2 = (e+f-85.5)2 + (L-200)2 -1102

therefore,

b = {(L-200)2 + (e+f-85.5)2 - 1102 }1/2 (1)

ii) To calculate bracket inclination ' ' :

= 1 + 2

e + f + 70.5 156 e + f 85.5

tan 1 = =
L 200 L 200
.1 e + f 85.5 .1 110
= tan + tan
L 200 b
tan2 = 110/b
 iii) To calculate dimension 'a' for stay arm: (2)

PH2 = PQ2 + HQ2

PQ = h-(160 Cos + 70.5+e+f) = (h-e-f-160 Cos - 70.5)

HQ = L - 125 - 160 Sin

therefore ,

a2 = PH2 = (h-e-f-160 Cos - 70.5) 2 + (L-125-160 Sin)2

or

a = {(h-e-f 160 Cos - 70.5) 2 + (L-125-160 Sin)2}1/2 (3)

(The distance between the axis of the catenary suspension bracket and
centre of eye of adjuster is neglected, as it is very small.)

iv) To determine 'c' for register arm hook

c = OX + XY +4.5 mm (refer Fig. 4.3.1b)

= MX Cosec + YZ Cot + 4.5 mm

= (f+r-156) Cosec + 39 Cot + 4.5 mm (4)



( 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

= L - 200 - MX Cot - YZ Cosec

= (L-200) - (f+r-156) Cot - 39 Cosec (5)

4.3.3. Determination of allowance on bracket tube for tack slewing.

The extra length of bracket tube required due to slewing of track away from
the mast by length 'l' when l is small compared to 'b' or 'L' can be
determined. Since l is very small, the inclination of bracket to the horizontal
is assumed to be constant at . When the track is slewed by l, the catenary
suspension point is also moved by an amount l. The distance moved by the
clamp on the bracket tube b is approximately equal to l COS. The error
by the approximating is of the order of 2 to 3 mm in normal cases and
hence the approximate value as calculated can be increased by 3 mm for
encumbrance 1400 mm & 2 mm for lower encumbrances to arrive at a fairly
accurate figure.
Hence the allowance required

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.

In case of bracket assembly used at locations where reduced encumbrance

is adopted, the formulae from 1 to 6 will hold good. The figure for 'e' shall
be the suitably selected.

In case of bracket assembly at the intermediate mast of an overlap span or

neutral section where the contact wire is raised for the purpose of
anchoring, the figure for 'r' in above equation shall be the figure by which
the contact wire has been raised above the contact plane at support and the
figure for 'e' shall be the figure for the encumbrance selected.
 CHAPTER 4

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.

4.4.2. Un-insulated overlap

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.

4.4.3. Insulated Overlap

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

Neutral sections are provided to isolate different phases of power supply in

adjoining overhead equipment fed by adjacent substations, which are normally
connected, to different phases of supply. The neutral sections maintain
mechanical but not electrical continuity of OHE.

The following types of neutral section have been adopted by the Indian
Railways.

a) Overlap type.

b) Short neutral section comprising of composite insulators,

c) Short neutral section comprising of section insulators assembly.

4.5.2 Overlap type Neutral Section

The neutral length of overlap type neutral section is 41 m. For general
arrangement of overlap type neutral section refer RDSO's Drg.No.
ETI/OHE/G/02161, Sheet-1Mod-C. In this type of neutral section a short length
of OHE regulated at one end and fixed at other is erected. The central span is
49.5 m. long while one span each on either side of central span is 36 m. long
and the two anchor spans are either 54 m or 49.5 m or 45 m long.
One overlap each is formed with the short length of OHE so erected and
the OHEs fed by adjacent substations. These overlaps are insulated overlaps.
The overlap type neutral section is designed in such a manner that the dead
length of overhead equipment for which the locomotive will get no power, is 41
m. The speed potential of overlap type neutral section is same as that of the
overhead equipment. The conventional overlap type neutral section is used on
main lines except in suburban and heavily graded sections where its adoption
is considered not considered feasible.

4.5.3. Short neutral section comprising of section insulator assembly

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.

4.5.4. Short neutral section comprising of composite insulators

Short neutral section comprising of composite insulators have been erected on

selected locations of Indian Railways. The short neutral section assembly is
erected symmetrically on either side of the support and the mid point which is
dead is connected to earth. Contact wire insulator comprises of resin bonded
glass fibre insulators covered with ceramic beads. Catenary insulator
comprises of resin bonded glass fibre insulators covered with PTFE sleeves or
silicone rubber or any other suitable covering.

If adoption of short neutral section assemblies on main lines is unavoidable,

short neutral section assemblies employing composite insulators are provided.
Such short neutral section assemblies are lighter and have a speed potential of
up to 200 km/h.

For the general arrangement of these short neutral section assemblies,

supplier's drawings may be referred to.

4.5.5. Operational considerations

4.5.5.1. The neutral section is not to be negotiated by electric locomotives

with power on, otherwise while passing from live OHE to dead OHE heavy arc
would be drawn which may damage the OHE conductors in case of overlap
type neutral section, and insulators in case of short neutral section comprising
of composite insulators/section insulator assemblies. Accordingly, before the
locomotive approaches the neutral section the 25 kV circuit breaker (DJ) of the
locomotives is required to be switched off (but the pantograph is not lowered).
To caution the drivers of approaching trains caution boards are provided in
advance of the neutral section to indicate the distances of 500 m and 250 m of
neutral section ahead and to 'OPEN DJ'. 'CLOSE DJ' board is provided on the
mast immediately after the neutral section is over.

4.5.5.2 The pantographs of an electric locomotive are connected to the

roof bus on the locomotive. Control circuit is such that both the pantographs
can not be raised simultaneously or else it would cause a direct short circuit
between the phases at short neutral sections.

4.5.5.3 To permit operation of trains with multiple heading of locomotives,

care should be taken to ensure that combination of pantographs selected will
not bridge different phases at the neutral section causing direct short circuit.
For this purpose the center to center distances for all possible combinations of
pantographs should be worked out for different marshalling orders of the
locomotives and length of the neutral section is determined so as to eliminate
possibility of bridging of two phases of power supply at the neutral section.

Similar exercise is required to be carried out for operation of EMUs in

the section, if applicable.
 CHAPTER 6

AUTOMATIC TENSIONING OF OVERHEAD EQUIPMENT

4.6.1 Introduction

The 25 kV ac overhead equipment (OHE) consists of hard drawn grooved

copper contact wire suspended from cadmium copper catenary wire by means
of solid hard drawn copper dropper wires.

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.

In order to improve current collection performance it is essential to keep the

tension in OHE conductors constant, irrespective of expansion of OHE
conductors at higher temperatures and contraction at lower temperatures. It,
therefore, becomes essential to make the OHE regulated by installing the
Regulating Equipments or Auto-Tensioning Devices (ATD) at termination of
OHE conductors.

4.6.2 Tension length

With regulated overhead equipment every tension length is equipped with an

auto-tensioning device at each end and an anti-creep located approximately
midway between the tensioning devices. The distance between the anti-creep
and anchor mast/structure on either side is limited to 750 m for copper
conventional OHE or 15 supporting structures.

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.

4.6.3 Principle of Regulating Equipment or Auto-Tensioning Device

 Total Tension in OHE conductor (T1 + T2) in kgf

Ratio of regulating equipment = --------------------------------------------------------------

Counter weight (kg)

Where,

T1 = Tension in Contact wire

T2 = Tension in Catenary wire

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.

4.6.4 Types of Regulating Equipment

When 25 kV ac 50 Hz single phase system of electrification was introduced on

Indian Railways 5:1 Ratio pulley block type regulating equipment consisting of
5 pulleys was adopted. This was replaced by 5:1 ratio winch type regulating
equipment in order to reduce the cost as well as to increase sensitivity.
Problems of over-riding of rope and cutting of helical grooves were experienced
with winch type regulating equipment. This leads to its malfunctioning. In order
to overcome the problems of over riding of rope on helical grooves of drum of
winch type regulating equipment, 3:1 ratio (three pulley type) regulating
equipment has now been designed and adopted by Indian Railways. This has
a mechanical advantage of 3 as against 5 with 5:1 ratio pulley block type and
winch type regulating equipment. Later on, in the year 1999, 250mm diameter
pulley were introduced instead of 140mm diameter pulleys in 3:1 ratio (three
pulley type) regulating equipment. In this arrangement, length of wire rope has
been increased from 7m to 8m and distance at normal temperature between
movable pulley and axes of fixed pulley adjacent to movable pulley has also
been increased from 1050mm to 1300mm. Sketches depicting the three types
of regulating equipments are given at the end of this Chapter.

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.

4.6.5 X-Y Adjustment of Regulating Equipment

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.

The extent of movement of counter weight depends upon the expansion or

contraction of OHE conductors and the ratio of regulating equipment used. The
details can be worked out as follows.

The expansion or contraction of OHE conductors is given by the formula :

1 = L (1 - 2) x 1000 mm

where,

1 = Expansion or contraction of OHE conductors in mm.

L = Tension length between anchor/anti-creep anchor to balance weight

anchor in m.

2 = Final temperature in degree celsius.

1 = Normal temperature in degree celsius = 35C.

 = Co-efficient of linear expansion of conductors per C.

Distance moved down or up by counter weights due to expansion or

contraction of OHE conductors is given by following formula:

m = R x 1 mm

where,

m = Distance moved by counter weight in mm.

R = Ratio of regulating equipment.

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.

X = distance between axes of fixed pulley and movable pulley in mm.

= 1050 + 1 mm

X = distance between bottom of counter-weight and top of muff in mm.

= 2300+ m mm

4.6.6 Illustration

Consider conventional copper OHE provided with 3:1 ratio regulating

equipment :

Let,

L = 750 m

1 = 35C

2 = 25C

= 17 x 10-6 / C for copper.

Then 1 = -750x17x10-6 x(35-25)x1000 mm = -127.5 mm.

X = 1050 - 127.5
 = 922.5 mm, say 923 mm

and Y = 2300 + 3 x 127.5 mm

= 2682.5 mm, say 2683 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 specification No.ETI/OHE/14(7/86) of SS wire rope, tensile strength was

reduced from 180 kgf to 160 kgf minimum and breaking load to 3800kgf
minimum and grade of stainless steel was changed to 316.

Therefore, in the specification no.ETI/OHE/14(9/94), tensile strength brought

down to 135-155 kgf/sqmm as against original 160 kgf/sqmm and breaking load
was reduced to 3470+240 kgf. With reduced tensile strength, the failures due
to stress corrosion got reduced, however, there was increase in failures in
tensile mode.

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.

Thereafter, RDSO conducted indepth study of SS wire rope failures of various

specification and conducted endurance test on these samples and after
detailed deliberation issued revised specification no. TI/SPC/OHE/WR/1060 for
SS wire rope in June 2006, where in the breaking load has been increased to
4350kgf and tensile strength of the wire has been increased to 180kg/sq. mm.
In addition, soft fibre (Jute) core has been adopted and lubrication both during
stranding and closing has been incorporated in the specification.
 Catenary (65)

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

The clearance problem can be studied in two aspects:

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.

4.7.2 Parameters to be considered

4.7.2.1 Electrical Clearances

The electrical clearances to be adopted for 25 kV ac overhead equipment are

given in schedule I of Schedule of Dimensions - 1676 mm Gauge. These are
covered in chapters I to IV prescribing minimum height, width, distance etc. of
structures and rolling stock. Chapters V and VA of schedule I deal with the
prescribed electrical clearances for direct current and 25 kV ac traction
respectively. In addition schedule II and III also cover the recommended
dimensions and existing infringements in relation to structures and rolling
stock. Appendix 'A' to chapter VA prescribes the dimensions and clearances
required for 25 kV ac traction and also the basis by which the clearances and
heights of structures should be determined.

4.7.2.2 Kinematic load gauge

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)

This is defined as the vertical displacement of contact wire or the conductors of

the overhead equipment due to pressure exerted by the pantograph either in
static or in dynamic conditions. As the upward pressure of the pantograph lift
the contact wire, the catenary wire is relieved of a portion of the contact wire
weight in the span and the sag of catenary is reduced temporarily. The extent
to which the vertical displacement takes place is called the push up.

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

It is defined as the maximum vertical displacement of the contact wire or the

conductors of overhead equipment due to dynamic action of pantograph. The
amount of oscillation depends on the span and has to be determined for the
particular system of overhead equipment and mechanical pressure of the
pantograph. The maximum oscillation of contact wire of the simple regulated
OHE under conditions similar to para 4.7.2.3 above is as below:

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

4.7.2.5 Construction clearances

The clearances to a structure must include provision for the following:

a) The electrical clearances between the earthed portion of the structure

and overhead equipment and the live parts of the equipment and
pantograph.

b) The electrical clearance between the live parts of the overhead

equipment and the kinematic load gauge.

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.

d) Lateral movement (sway) of the pantograph.

e) The construction depth of the live parts of the overhead equipment.

f) The tolerances in installation and maintenance of overhead equipment.

g) Tolerances in installation and maintenance of the track alignment, height

and cross level.

h) The effects of horizontal and vertical curvature, including super

elevation.

i) The kinematic load gauge for the line concerned.

The basic electrical clearances (vertical or lateral) required are classified

into two categories.
1. Normal clearance

a) Long term clearance is defined as the minimum distance required

between the live parts of the overhead equipment (under any
permissible conditions of maintenance and when not subject to
uplift from a pantograph) and a structure or the earthed parts of
the overhead equipment. This clearance is essentially a long
time one.
b) Short time clearance is defined as the minimum distance required
between live parts of the overhead equipment and any earthed
material or rail vehicle etc. or between the pantograph and any
earthed material under any permissible conditions of operation
and maintenance of vehicles, track and overhead equipment.
This clearance is essentially a short time or transient clearance.
The minimum electrical clearances prescribed in chapter VA of the Schedule of
Dimensions - 1676 mm Gauge, are as under:
Minimum vertical distance between any live bare conductor (overhead
equipment or pantograph) and any earthed structure or other bodies (rolling
stock, over bridges, signal gantries etc.)
i) when the conductor is at rest 250 mm
(long time clearance).
ii) when the conductor is not at rest 200 mm
(short time clearance).
Minimum lateral distance between any live bare conductor (overhead
equipment or pantograph) and any earthed structure or other bodies (rolling
stock, over bridges, signal gantries etc.)
i) when the conductor is at rest 250 mm
(long time clearance).
ii) when the conductor is not at rest 200 mm
(short time clearance).
When it is necessary to provide above mentioned minimum clearances, axial
distance between catenary and contact wire may be reduced to a minimum of
150 mm including allowance for sag in the contact wire between supports, if
any. Any additional clearance available under the overline structure above the
minimum value required should be used to increase the reduced electrical
clearance nearer to the normal value in preference to making any change in the
configuration of overhead equipment, uplift or tolerances.
The minimum clearance for Return conductor to any part which is earthed or
likely to be earthed is 150mm under static condition and 80 mm under dynamic
condition.
Minimum clearance between Return conductor and live part of overhead
equipment is 400mm under the worst conditions.
The minimum working clearance between the earthed part of the installation
where men may work and nearest live part of any conductor (overhead
equipment, RC, Anti-creep, feeder etc.) is 2000 mm.
 Where the minimum working clearances are not available an earthed protective
screen should be provided to avoid danger to personnel.
4.7.2.6 Head room
Head room is defined as the clear vertical distance between the top of the rail
level and the bottom most point of any over line structure/tunnel over the track
structure.
4.7.3. OHE Profile under Over-line Structures - Design Considerations.
4.7.3.1 Regulated OHE

1. The following basic details must be finalized before the clearance

studies are undertaken:
i) maximum height of over-dimensional consignment which would
move on the
section.
ii) maximum permissible speed.
iii) type of OHE to be provided - whether regulated or un-regulated.
2. Over-dimensional consignment (ODC): Over-dimensional consignments
are classified in three classes.
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 80mm (3") from fixed structures.

The class of over-dimensional consignment to be moved in the section is

finalized in consultation with the operating department of the Railway. With the
data available, the minimum height of the contact wire is determined on the
basis of minimum electrical clearance required between the contact wire and
the ODC.
If the maximum height of ODC is x metre then the minimum height of contact
wire required is equal to x + track maintenance allowance + vertical oscillation
of contact wire + short time clearance for movement of rolling stock at
unrestricted speed. In this case the sum of the last two terms should be equal
to or more than the long time clearance. If the sum is less than long time
clearance then only long time clearance in place of last two terms shall be
considered.
It may be pointed out here that the above height is the minimum height of
contact wire at mid-span. To arrive at the height of contact wire at the
supports, sag of the contact wire at mid-span should be added to the above
height.
The sag of contact wire would depend upon the span in case of regulated OHE.
In the case of un-regulated overhead equipment it would also depend on the
equivalent span, temperature and span under the over-line structure.
4. After deciding (a) the height of the contact wire and (b) the type of
arrangements to be employed for a particular over-line structure, a check is to
be made regarding the following:
i) Any water column within 500 m of the overline structure on either
side.
ii) Any level crossing within 500 m from the overline structure on
either side.
iii) Any turnout or crossover in the immediate vicinity of the bridge.
The toe of the turnout/crossover should be at least 50 m away from the face of
overline structure.
4.1 If there is any water column in the immediate vicinity, it should be checked to
ensure that specified clearance exists between the water column and the
contact wire, with the contact wire height fixed on the basis of maximum height
of over-dimensional consignment. If feasible this height may be revised to
obtain requisite clearance between the water column and the contact wire. If it
is not possible to increase the contact wire height sufficiently, possibility of
shifting the water column or replacing it by a shorter one must also be
examined.
4.2 If there is any level crossing in the vicinity, a check is to be made to ensure that
after grading of the contact wire the minimum height of the contact wire of 5.50
m above rail level is available at the level crossing. If the level crossing is very
close to the overline structure, the contact wire height may have to be
maintained higher at the over-bridge i.e. more than the minimum obtained
based on the size of the over-dimensional consignment, in order to get the
required height of contact wire at the level crossing.
4.3 In case there is a turnout or crossover existing in the vicinity of overline
structure a check has to be made with the sectioning diagram to see whether
turnout/crossover is to be equipped with a section insulator or not. If a section
insulator is a must at the particular location as per sectioning diagram, then,
necessary allowance for accommodating the section insulator, by way of
required minimum axial distance between the catenary and contact wire at the
section insulator location i.e. 450 mm becomes necessary.
In the case of turnouts/crossovers, the section insulator should remain outside
the swept zone of the pantograph on adjacent tracks, also.
4.4 In spans equipped with section insulator the rise of catenary is steeper than in
normal span. The rise in catenary should be correctly calculated and the
clearance available to the overline structure specifically verified. Normally, the
section insulator should not be located under an over-line structure.
4.5 In case where the clearances are limited, possibility of shifting section insulator
to adjacent spans can also be examined. In doing so care should be exercised
to see that the section insulator is located within the fouling mark so that
effective lengths of the loop under power block is not reduced.
4.6. Structures carrying two cantilever assemblies (one for cross over and the other
for the main line) the encumbrances for the two overhead equipments should
be so selected that adequate physical clearance for easy erection of the
 overhead equipment as well as their subsequent movement under temperature
variation is also available.
5. Having determined the contact wire height after taking into consideration the
various aspects mentioned above the following technical aspects are to be
taken into consideration in determining the minimum head room of the overline
structure that will satisfy all the requirements:
i) Shortest permissible dropper.
ii) Push up and oscillation of the overhead equipment incidental to
the passage of pantographs.
iii) Rise in catenary due to non-centrality of the span under the
overline structure.
5.1 To have a good flexible overhead equipment it is necessary that the dropper is
of sufficient length to permit free movement of the conductors due to
oscillations created by passage of pantograph. As far as possible normal
length of droppers should be used. The special arrangement of dropper as
shown in RDSO's Drg. No. ETI/OHE/P/1400 & 1410 may be followed in
exceptional cases when it is unavoidable.
5.2 Pantographs travelling at speeds, push up the contact wire. Figures for the
push up of the overhead equipment for various spans have been given in para
4.7.2.3.
5.3 It is also necessary to take into account an additional factor termed as
"oscillation". This is the maximum downward movement of the contact wire
under the oscillations set up by the pantograph passage. The figures for
oscillations have been given in para 4.7.2.4.
5.4 While finalizing the layout plans, efforts should be made to have an
overhead equipment span centrally located with respect to the overline
structure so that the lowest point of the catenary coincides with the center line
of the overline structure. In practice it may not be possible to achieve this
always in which case the spans shall be suitably located under the overline
structures. In each case allowance should be made for the rise of catenary
during the clearance study. The rise can be calculated with the equation
given below assuming the catenary is of parabolic shape.

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:

S.N. Details Metre

1. Kinematic load gauge u

2. Allowance for track maintenance v
3. Vertical oscillations of contact wire
4. Short time clearance between z
Kinematic load gauge and contact wire.
5. Minimum height of contact wire at mid h=(u+v++z)
span = (1+2+3+4)
(if the sum of terms at S.N. 3 & 4 is less than long time clearance, the value
for long time clearance shall be considered in place of sum of figures
at S.N. 3 & 4).
6. Sag of contact wire at mid span s
7. Height of contact wire at support H=h+s
8. Thickness of conductor t
9. Minimum or desirable construction d
depth. (axial distance between
catenary and contact wire).
10.Stationary height of catenary above h+t+d
rail level at mid span = (5+8+9)
11. Rise of catenary from mid span to y
the point under consideration.
12. Erection tolerance. e
13. Allowance for push up b
14. Effective height of catenary at the
point under consideration under push
up conditions = (10+11+12+13). h+t+d+y+e+b
15. Short time clearance between
overline structure and the catenary
at the point under consideration. z
16. Minimum head room of overline
structure required = (14+15) h+t+d+y+e+b+z

(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).

4.7.3.2 Un-regulated OHE

As tension is not constant, in un-regulated overhead equipment, because of
temperature variations, there will be variations in sag also. To cater for these
variations of sag ,additional allowance has to be made in fixing the height of the
contact wire at the brackets on either side of the overline structure. It is
essential to remember that the minimum height of contact wire and the
prescribed clearance are available even under the worst conditions i.e. with the
added condition now of the highest temperature when sag is going to be the
maximum.
For un-regulated overhead equipment, clearance study shall be made at
minimum temperature to check the clearance of overhead equipment with
overline structure and at highest temperature with ODC/rolling stock which are
to move on the section.

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.

S.N. Details Metre

1. Kinematic load gauge u

2. Allowance for track maintenance v
3. Vertical oscillations of contact wire
4. Sag of contact wire at highest s
temperature.
5. Short time clearance between z
Kinematic load gauge and contact wire.
6. Minimum height of contact wire at h = u+v++s+z
support
7. Thickness of conductors t
8. Minimum or desirable construction d
depth at mid span.
9. Stationary height of catenary above (h+t+d)
rail level at mid span at highest
temperature.
10. Stationary height of catenary above m
rail level at mid span at lowest
temperature
11. Rise of catenary from mid span to y1
the point under consideration.
12. Erection tolerance. e
13. Allowance for push up b
14. Short time clearance between
overline structure and the catenary
at the point under consideration. z1
15. Minimum head room of overline
structure required. m+y1 +e+b+z1
 If the sum of the terms and z is less than the long time clearance then figure
for long time clearance shall be considered in please of +z. Similarly if the
sum of terms b+z1 is less than the long time clearance then long time clearance
shall be considered in place of b+z1.
4.7.3.3. Pantograph Clearance
In case of arch bridges or tunnels or through girder bridges a special study is to
be made to see that in addition to the required vertical clearance, prescribed
lateral clearance from pantograph is also available.
RDSO's Drg. Nos. ETI/OHE/G/00185, Sheet-A, Mod-A & ETI/OHE/G/0196,
Sheet-2 & ETI/OHE/G/00186, Sheet-1&2 show restricted clearance diagram
applicable to tangent and curved tracks. The adequacy of pantograph
clearance can be checked by superimposing the appropriate clearance
diagram on the bridge or tunnel profile, if clearance is not available either the
track should be lowered or the structure modified to obtain the clearance.
4.7.4 Electrical clearances in tunnels.
The Problem is:
i) to provide prescribed electrical clearances between live parts of 25 kV ac OHE
and the rolling stock/ODCs for the permissible speeds in the section.
ii) to provide prescribed electrical clearance between the inner surface of the
tunnel and the live parts of 25 kV ac overhead equipment.
iii) to fix structural members suitably in the vault of the tunnel to support the
overhead equipment.
iv) other general works like cutting niches for accommodating the overhead
equipment bracket assembly, provision of stubs on the tunnel side to which the
bracket assembly could be bolted on, water proofing wet surfaces, fixing
markers for rail level etc.
Since restricted headroom is available in case of tunnels, it therefore, becomes
necessary to adopt the spans with reduced encumbrances so that, the vertical
oscillation of the contact wire are limited to 50 mm. The stagger of catenary
with respect to vertical axis of track is limited to 200 mm.
The clearance diagram for the arrangement of the equipment adopted and for
the pantograph (taking into consideration all the requirement carefully ), is
superimposed on the maximum moving dimension profile. The diagram then
gives the clear picture of electrical clearances required inside the tunnel. If the
clearance diagram so made infringes the surface of the tunnel, then suitable
modifications inside the tunnel has to be made to obtain the prescribed
clearances.
Similarly a clearance profile has also to be drawn so as to obtain prescribed
long time clearances between the surface of the tunnel and live parts of the
overhead equipment. Sometimes it may not be possible to achieve the
electrical clearances from the live overhead equipment. In that case niches
has to be made inside the tunnel to obtain the prescribed clearances.
Sometimes, it may be necessary to adopt the following methods individually or
in combination to obtain the necessary clearances.
i) Lowering of tracks
ii) Slewing of tracks
 iii) Modifying the profile of the tunnel at the required location.
When the methods (i) or (ii) are ruled out due to in-adequate track centre or
presence of hard rock requiring blasting, recourse has to be taken to adopt
method (iii) only.
Before taking up the designs of overhead equipment to be installed inside the
tunnel detailed survey of the tunnel is done and cross section at every 8 m is
drawn. It is also seen if patches exist on the inner surface of tunnel from where
water may leak. Care should be taken not to install the bracket assembly at
such locations.
For carrying out the erection of overhead equipment work inside tunnels, pre-
planning should be made so that the work can be carried out with least traffic
block. Works involved inside the tunnel are as follows:
i) making holes in the tunnels for erection of structural members for
supporting cantilever assembly.
ii) making niches, if required.
iii) Plastering the niches and surrounding areas.
iv) Erection and embedding of structural members for supporting the

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.

4.7.5 Typical arrangement for OHE under over-line structures

The catenary is normally passed freely under the over-line structures as shown
in Fig. 4.7.1. where this is not possible due to inadequate head-room, the
following attenuations may be adopted.
 B R ID G E

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

CATENARY ANCHORED ON FACE OF THE BRIDGE

FIG. 4.7.2
 > 4.5 m WIDTH < 14.0 m

INSULATOR
INSULATOR

9.0 m 9.0 m

CONTACT WIRE

IF THE WIDTH OF BRIDGE IS MORE

THEN 4.5m. ADDITIONAL INTERMEDIATE
SUSPENSION IS REQUIRED
FIG. 4.7.3

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.

4.7.5.1 Typical examples for clearance study are as under:-

(i) Example for ROB.

Clearance study at Lucknow Jn.- Manak Nagar section of N.E.Railway (

catenary anchored on the face of bridge on the either side).

Clearance Study:

1. Maximum height of Rolling Stock - 4270 mm

2. Static clearance (LTC) - 270 mm
3. Track maintenance allowance - 20 mm.
4. Erection tolerance - 20 mm.
5. Minimum height of contact wire at mid - 4580 mm.
6. Sag at mid span (span 36 m) - 140 mm.
7. Minimum height of contact wire - 4720 mm.
8. Thickness of contact wire - 14 mm.
9. Push up at 36 mm span - 106 mm.
10. Short time clearance - 200 mm
 11. Height of Head Room - 4900 mm.
12. Static clearance from Head room - 306 mm.(Mini.270mm)

(ii) Example for Through girder bridge .

Clearance study under(through) Girder Bridge in the section

Sigdam Batuva in Waltair division of S.E.Railway.

Clearance Study: HWH End VSKP End

1. Span under bridge (m) 45.00 45.00

2. Ht. Of contact wire at support (m) 5.11 5.11
3. Sag of contact wire at mid span (m) 0.037 0.037
4. Ht. of contact wire at mid span (m) 5.073 5.073
5. Erection Tolerance (m) 0.020 0.020
6. Conductor dimensions (m) 0.012
0.012
7. Rise of contact wire(m) 0.012 0.013
8. Push Up(m) 0.130 0.130
9. Effective height of contact wire at end (m). 5.227 5.228
10. Height underside of girder bridge(m) 5.40 5.40
11. Short time clearance at the end(m)(Mini.200mm) 0.203 0.202
12. Static clearance at end (m)(Mini.270mm) 0.303
0.302

(iii) Example for ROB.

Clearance study under ROB at Km.107 in Ernakulam Junction Yard

with insulated catenary.

Clearance Study:
 X Y

1. Height of contact wire at supports 4.75 4.71

2. Encumbrance at support. 0.40 0.30
3. Span under FOB 29.00 29.00
4. Sag of contact wire at X/Y 0.00 0.00
5. HT of contact wire above RL at X/Y. 4.71 4.709
6. Length of Dropper at X/Y. 0.162 0.233
7. Push Up. 0.090 0.090
8. Half thickness of conductors. 0.021 0.021
9. Height on top of OHE at the edge of ROB
With respect to RL 4.983 5.053
10. Height of ROB 5.280 5.280
11. Short time clearance 0.297 0.227
12. Long time clearance 0.387 0.317
13. Sag of contact wire at Mid span. 0.004 0.004
14. Height of contact wire at Mid Span 4.706 4.706

(iv) Example for supporting the OHE through insulator with girder bridge.

Clearance study under BAGBAZAR lifting bridge of circular rail

electrification of Metro Rail, Kolkatta .

S.N LOC No. Ht. of Height of Ht. of Encumbrance Clearance

Bridg contact catenary
e from wire
RL.
1. 5/4C -- 4.73 4.95 0.22 --
 2. TALA End 5.18 4.70 4.92 0.22 0.26
3. At Support of 5.50 4.70 5.00 0.30 0.50
bridge.
4. Bagbazar end 5.18 4.70 4.85 0.15 0.33
5. 5/5C -- 4.77 5.09 0.32 --

(V) Example for Tunnel.

Clearance study at Karjat Tunnel in Panvel-Karjat new line Project.

(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.

Clearance study under Dufferin Bridge.

1. Clear Head room from Rail level : 4610 mm

2. Height of OHE contact wire from Rail level 4550 mm
3. Height of Guard Contact wire : 4550 mm.
4. Dia of contact wires (12.24 mm) : 13.00 mm.
5. Clearance between Contact wire & bridge : 47 mm.
6. Required minimum static clearance
(after CEEs approval) : 250 mm.
7. Width of bridge : 21.46 m.

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

The following information should first be collected :

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.

S.No. Particular Power on without Power on with speed

speed restriction restriction
Normal Reduced Normal Reduced
Clearance Clearance Clearance Clearance
(m) (m) (m) (m)
1. Ht of C Class ODC 4.80 4.80 4.80 4.80
2. Track maintenance allowance 0.020 0.020 0.020 0.020
3. Vertical oscillation of contact 0.056 0.056 - -
wire
4. Short time/long time clearance 0.270 0.200 0.320 0.250
between ODC & CW.
5. Ht. of CW at mid span 5.146 5.076 5.140 5.070
(1+2+3+4)
6. Construction Depth. 0.183 0.183 0.183 0.183
7. Thickness of Conductors. 0.020 0.020 0.020 0.020
8. Rise of cty. of "0". 0.014 0.014 0.014 0.014
9. Erection tolerance. 0.020 0.020 0.020 0.020
10. Allowance for push up. 0.100 0.100 0.050 0.050
11. Short time clearance at "0". 0.270 0.200 0.270 0.200
12. Minimum height of CW. 5.753 5.613 5.697 5.557

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.

1. The support to be provided depends on the type of bridge and the

availability of space on the pier for locating a structure. The ideal
arrangement is to provide the structure on the pier itself. The concrete
foundation of the structure can be dovetailed into the masonry or
concrete of the pier through dowel bars. The volume of concrete should
be such that it provides stability against overturning either way. The
span length will of course have to be the center to center distance of the
piers.

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.

4. If it is a through girder bridge, the structure itself can at times be avoided

and the OHE supported by suitable steel framework from the through girder,
taking care to ensure that adequate electrical clearances are available
under the worst conditions. However this arrangement also suffers from the
problem of vibrations transmitted from the bridge girder to the OHE. This
arrangement hence is not desirable.
 C
L C
L
UP TRACK DN TRACK
IMPLANTATION
2.50(NORMAL)
TRACK CENTRE
DOWEL BARS
RAIL LEVEL

RING OF ARCH 1688

C.C.FOUNDATION C.C.FOUNDATION

<

FIG. 4.8.1

R.S.J. 0.20 X 0.15

5.60 m

TOP

C
L
UP TRACK
IMPLANTATION IMPLANTATION
2.50(NORMAL) 2.50(NORMAL)
SUPPORTING
RAIL LEVEL RAIL LEVEL BEAM
FOR
REPLACEMENT
OF BED
BLOCKS

1.06 m 1.06 m 1.06 m 1.06 m 1.06 m

4.77 m

C
L UP TRACK

C
L DN TRACK

FIG. 4.8.2

5. The minimum head room required for through girder bridges is

determined by the height above rail level of over-dimensional consignment
 (ODC) to be passed over the section and the permitted speed. Taking into
consideration all the requirements, if the head room available is not
adequate to pass the catenary through the bridge, then the catenary may be
passed over the bridge and contact wire suspended from catenary by
means of droppers threaded through the top lattices of the frame-work of
the bridge. The droppers should have prescribed lateral electrical
clearances from the earthed frame-work of the bridge under the worst
conditions.
6. It would be advantageous to adopt a short half tension lengths along the through girder bridge,
keeping the anchor structure close to the bridge, so that the movement of the
OHE due to variation in temperature is minimum. To facilitate erection of
overhead equipment on the through girder bridge it may sometimes be
necessary to adopt non standard spans and spacing for droppers and
reposition the droppers so as to obtain the electrical clearances from the girder
lattices.

The suitability of any arrangement as developed is to be decided in

consultation with Chief Engineer of the Railway, after a proper study of the
individual bridge, bridge spans, space constraints on bridge super structure and
substructure clearances, the strength of existing bridge to carry the additional
loading due to the overhead system while ensuring safety and taking into
account an economical design.

4.8.2 Typical Examples

Bridges are of many types, hence no listing can be complete. However is to

indicate what has been done in the past and what innovations have stood the
test of time, some typical examples are recapitulated below, which can serve
as a guideline.

1. Independent structure on mass concrete blocks on top of masonry

piers.The structure on a pure gravity mass concrete foundation on top of
pier is the most economical solution and easy to execute. This is always the
number one choice. There should be sufficient space on top of the pier clear
off the bed block so that mass concrete block is safe not only for the
bending moment and direct pressure exerted by the overhead equipment
structures without causing any tension in the base but also against
overturning with a factor of safety of at least 1.5 and an adequate pure
gravity foundation can be accommodated on the pier. The shape of the
block may differ depending on the pier shape. For this type main
calculations are made to check.

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.

This design may be adopted where Railways have a programme of replacing

individual bed blocks below bridge girders (previously used but now considered
obsolete) by continuous RCC ones. For this purpose sufficient space on top of
the pier has to be left free so as to enable the Railway to put up the temporary
staging. Fig. 4.8.2 shows a typical arrangement. Before adopting this type of
foundation the condition of masonry piers must be examined carefully as
holding down bolts can be attached to the masonry pier only if the masonry is
in healthy condition. Holes of suitable size are drilled for inserting the holding
down bolts which are then grouted with mix concrete M20.

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.

3. Structures fixed on jackets around masonry piers:

Some bridges do not have sufficient space for a mass concrete block or healthy
masonry. On such bridges the problem can be overcome by encircling the pier
by a couple of steel straps i.e steel jackets tightly wound round the pier,
normally done with old rails. The cantilever structure of the overhead
equipment is supported at the ends of this jacketing steel strapped around the
pier. This is illustrated in Fig. 4.8.3. The jackets here are at 0.762m (26)
distance from each other and each jacket is in four parts.
 C
L OF MAST

RAIL LEVEL RAIL LEVEL

M 1=3392 KGM M 2=2253 KGM

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.

5. Structure resting on beams clamped to the girder

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

RAIL LEVEL RAIL LEVEL

STRUCTURES
RESTING ON
C
L OF PIER
BEAMS
CLAMPED TO
THE GIRDER

FIG. 4.8.5

The arrangement is comparatively simple and quick to execute but the

vibrations from girder will be passed on to the overhead equipment. Variations
to this could be, structures supported from specially fabricated brackets attached
to the girder or structures directly attached to the bridge girder.

6. Portals resting on mass concrete pedestals on top of piers

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

RAIL LEVEL RAIL LEVEL

ANCHOR
BOLT
PIN

C
L OF PIER

FIG. 4.8.6

7.One compendium (Annexure-A) is enclosed herewith regarding provision of foundations for

mast and special portals of overhead electric equipments on bridges and 5 nos drawings as
received from Sr.DEE/TRD/JHS. These are for -

(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

PROVISION OF FOUNDATIONS FOR MASTS AND SPECIAL PORTALS OF

OVERHEAD ELECTRIC EQUIPMENTS ON BRIDGES.

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:-

i) Green Zone (Light) -75 Kgf/m2.

ii) Yellow Zone (medium) - 112.5 Kgf/m2.
iii) Red Zone (heavy) - 150 Kgf/m2.

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.

4.1 The following two types of foundation arrangements may be considered

to provide OHE mast or special portal on pier tops and abutments.

i) OHE mast foundation ( gravity type ) on top of piers and

abutments, with the OHE mast embedded in the foundation
concrete.
ii) OHE mast supported on piers and abutments by provision of
base plate connections and holding down bolts.
The approval of Chief Engineer should be obtained for adopting any
foundation arrangement on the bridge piers / abutments for supporting
OHE mast or special portal.

4.2 OHE mast foundation (gravity type ) on top of piers and abutments

The foundation is designed like pure gravity foundation except that

tension is not permitted in the base, i.e. the resultant of the vertical
forces and moments is not permitted to fall outside the middle third for
the base of the foundation. Adequate number of dowel bars are provided
to have a proper bond between the pier and foundation base. The
foundation should be constructed clear off the bed block for OHE mast
or special portal.

4.3 OHE mast foundation supported on pier and abutments by

provision of base plate connections and holding down bolts.
 On piers and abutments, the OHE masts or special portals may
be bolted or welded to base plates fixed with holding down bolts. The
minimum diameter of the holding down bolt should not be less than 22
mm, however, it is preferable to adopt a minimum diameter of 25 mm in
view of corrosion. The length and diameter of the holding down bolts are
to be decided, to meet the actual tension, shear and bond streses.
Holding down bolts should conform to IS: 2062-92 ( Grade A) Steel for
General Structural purposes- specification.
Anchor angles should be provided at the bottom of the holding
down bolt assembly at the construction stage of concrete piers in new
bridges.
The holding down bolts are to be grouted in the core holes made in the
pier/ abutments, with either rich mix concrete ( M-20) or by epoxy
grouting.

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.

4.4 Strengthening of pier and abutment for supporting foundation of

OHE masts on special portals.

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.

If the space available on the pier/ abutment is not adequate to accommodate

the concrete block foundation or the base plate with holding down bolts, as per
clause 4.1, than the following arrangements can also be adopted with the
approval of the Chief Engineer.
 a. Out rigger arrangements with suitable steel channels to support the
OHE mast or special portal.
b. Jacket arrangements around the bridge pier using steel channels.

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.

4.9 Inspection and Maintenance.

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,

Presume, length of base plate =D

Width of base plate =B

Distance of bolt from edge =a

Permissible bearing pressure =p

Bending moment =M

Vertical load =V

Taking moment about a bolt we get

1 kh
------x p x k xh xB x(h- ------ ) = (V XC+M)
2 3

Then find the value of k from above.

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.

Tensile force in one bolt(Kg)

Length of bolt = [ _________________________ +15 ] cm

6x circumference of bolt (cm)

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

At section m = T x lever arm

R 1 2
B M at section m1 = [ QxR x ------- + -------- ( P-Q) R x ------ x R]B
2 2 3

Assuming the permissible bending stress fb (1650 kg/cm2)

Find the thickness of plate (t) from equation,

Bt2
--------- x fb = BM at m or m1 whichever is higher.
6
Gusset plate.

Assume a gusset plate of E high & thickness t.

The critical points of BM in a gusset are at the faces of the column flanges.

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)

Mmax =loadx lever arm

P+Q
=( ------- x RxS) x e
2
txExE
Section modulus of gusset plate at the end of flange of column, Z = ---------------
M max 6
Maximum stress = fb = --------------
Z
This should be less than 1650 kg/ Sq cm as per IS: 800-1984.

P+Q 1
The maximum shear stress = fs = (-----------x Rx S)x -------
2 txE

This should be less than 1125 kg/cm 2 as per IS :800- 1984

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

Force per linear cm

Thickness of weld = ----------------------------------
Permissible strength of weld.

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

A jumper is a conductor or an arrangement of conductors, not in tension, used

for electrical connection between two conductors or equipments.

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.

4.9.2 Types and usage

Various types of jumper used in the 25 kV ac, 50 Hz overhead equipment are

as follows.

1. For connection from 37/2.25 mm (150 mm2) HDBC (Hard Drawn

Bare Copper) cross feeder to OHE, 19/7/1.25 mm (160 mm2) copper
jumper is used.

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.

3. Potential equalizing jumper is provided at insulted overlap, out of run

wires,anti-creep out of run wire, neutral sections and at crossing of
terminating wire with OHE. The jumper is of Annealed copper having
size 19/1.8 mm (50 mm2) .

4. In-span jumper or H jumper for OHE is used to connect the catenary

wire and the contact wire every 350m for providing a parallel path for the
current between the two, so that the load current is proportionately
shared by catenary and contact wire. The jumper is to be connected at
a distance of 5.6m from bracket support. For connections RDSOs Drg.
no. ETI/OHE/G/05101 may be referred to.
 5. Aluminium large jumper is used at the locations where return conductor
is required to be connected to track (refer RDSO's Drg. No.
ETI/OHE/G/05306) and to connect all aluminium cross feeders (spider)
wherever used to aluminium bus terminal of FP, SSP, SP and BT
locations. The size of the aluminium large jumpers is 19/7/1.4mm .

6. Annealed stranded copper large jumper of size 19/7/1.25 mm (160 mm2)

are used for connection of 37/2.25 mm HDBC cross feeders to OHE and
to aluminium bus terminal of FP, SSP, SP and also for connecting
isolators to OHE .

7. 19/7/1.016 mm (105 mm2) annealed stranded copper large jumper is

used for connection of booster transformer (BT) to OHE.

8. 19/1.80 mm (50 mm2) annealed stranded copper small jumper is used

for connection of catenary to dropout fuse switch of auxiliary
transformer. This jumper is also used for connection of lighting arrestor.

4.9.3 Points to be considered

The following points are to be taken into account while deciding jumpers.

- Jumper should not cross different elementary sections.

- The section insulator which has to be bridged by an isolator should not

normally be located beyond 4.5 m from the structure, so as to avoid too
long a jumper resulting in excessive sag.

- In case of tramway type OHE the jumper should be provided to the

bridle wire and then to the contact wire. However jumper at section
insulator location on tramway type overhead equipment may have to be
done by direct connection to the contact wire.

- The jumper should neither be too short so as to hamper regulation of the

overhead equipment nor too long to cause infringement to movement of
pantograph.

- While deciding feeding gantry location in a large yard, the jumpering

arrangement from the gantry, or cross feeder to OHE should be properly
planned and if necessary gantry location and/or location of section
insulator which sectionalizes the overhead equipment shifted so as to
avoid the need to run feeders for purposes of jumpering.

- An anti-theft jumper should not be so short as to impede free movement

of regulating equipment.
- The jumpers are so bent that undue strain at the P.G. clamp is avoided.

- In the case of lightening arrestor (LA) connections, the jumper should be

direct from the main feeder wire or bus bar and not from any jumper or
sub-connection. Jumpers to LA should be suspended by means of 9
tonne insulators to avoid earth fault.

- If material of the jumper is different than that of the conductor to which it

is to be connected, for example, connection of annealed stranded
copper jumper to aluminium alloy catenary, P.G. clamps along with
bimetallic aluminium copper (AI-Cu) strip shall be used to prevent
bimetallic corrosion. Care shall be taken that the metals in contact,
where AICu strips are used are same. In addition corrosion inhibiting
compound is applied over the conductor including interface of
connectors/clamps and bimetallic strips.

4.9.4 Jumper Application Table

Connection Types of Jumpers

Potential equalizing jumper, at Annealed copper small

insulated overlap, out of run wires, jumper, 19/1.8 mm
anti-creep out run wire, neutral (50 mm2)
sections and at crossing of
terminating wire with OHE.

In-span jumper for OHE ---------- do -----------

Catenary to catenary for antitheft Annealed copper small

jumper 19/1.80 mm
(50 mm2)

Continuity jumper at un-insulated Annealed copper large

overlap, turnouts, diamond jumper 19/7/1.016 mm.
crossings (105 mm2)

Continuity jumper at isolators Annealed copper large

19/7/1.25mm (160 mm2) jumper.

Cross feeders (37/2.25 mm HDBC) ---------- do -----------

and OHE

feeder (spider) and feeder. Spider (Spider)

Return conductor (spider) ---------- do -----------

and return conductor (spider)
Jumper between anchoring catenary jumper
Catenaries, boom anchor, (65 mm2)
anti-creep

Between aluminium busbar Spider (19/3.990mm)

and return conductor

Between spider conductor and catenary (65 mm2)

Lightning arrestor

Between busbar and cross feeder Spider (19/3.99 mm)

(spider)

Between busbar and cross feeder ---------- do -----------

and return conductor.

Between cross feeder Annealed stranded

(37/2.25 mm HDBC) and busbar. copper large jumper
(160 mm2)

--
 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.

All the switching Stations have:

i) interruptors to carry out the switching operations,

ii) potential transformers for line indication,

iii) auxiliary transformer for power supply at the switching station

which is most often away from the station areas and

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.

4.10.2 Feeding Post (FP)

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.

2. Potential Transformer: The potential transformer is located at a height of

3.1m on the OHE side of the double pole isolator. The potential
transformer is used only to indicate the condition of the overhead
equipment i.e whether live or dead without relays. It is directly connected
to the overhead equipment with one of the terminals of the potential
transformer earthed.
3. Auxiliary Transformer: The auxiliary transformer also forms a part
of the feeding post unless of course stable local supply is available. The
power supply from the auxiliary transformer is utilized for charging the
batteries which feed power to operation of interruptors and remote
control equipments. The power supply from the auxiliary transformer is
also utilized for lighting.

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.

5. Cubicle: The remote control equipment are housed in a separate

masonry cubicle of the size of a small room. The batteries with battery
chargers are also provided in the room for operation of the interrupters
and the remote control equipment.

6. Fencing: A fencing is provided all around to make the equipments

inaccessible.

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.

4.10.3 Sectioning Post (SP)

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.

4.10.4 Sectioning and Paralleling Post

This is the simplest of all posts as its purpose is only to sectionalize/parrallel

the different sections of the overhead equipment. The general arrangement is
given in RDSO's Drg.No. ETI/PSI/004.

4.10.5 Practical examples in the form of Drawings are attached as Annexure as

detailed
below :

Annexure 1 Typical General Arrangement for Feeder Station (FP)

(RDSO Drg. No.ETI/PSI/006)
Annexure 2 Typical Location plan & General Arrangement for Sectioning &
Paralleling
Post (SP) (RDSO Drg. No.ETI/PSI/005)
Annexure 3 Typical Location plan & Schematic Connection diagram for three
Interrupter Switching Station (SSP) (RDSO Drg.
No.ETI/PSI/003)
Annexure 4 Typical layout of 132/25kV Traction Sub Station Type I (TSS)
(RDSO Drg. No.ETI/PSI/021)
 Annexure 1
Typical General Arrangement for Feeder Post (FP)
Annexure 2 Typical Location plan SP
 Annexure 3
Typical Location plan & Schematic Connection diagram for three
Interrupter Switching Station (SSP)
 Annexure 4
Typical layout of 132/25kV Traction Sub Station Type
I (TSS)