רכבת ישראל בע "מ. General Guidelines. Design of preparation for electrification of civil works. Report (Version 4) 08.

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1 General Guidelines Design of preparation for electrification of civil works Report (Version 4) 08. February 2007 Deutsche Eisenbahn-Consulting GmbH Germany

2 Table of Contents 1 Introduction 1 2 General Requirements General EMI Protection and Electrical Safety Safety clearances Overhead contact line zone and pantograph zone Earthing and bonding Cable ducts and cable troughs Additional Requirements for open Track on Embankment OCS poles Earthing and Bonding Additional Requirements for OCS in Tunnels Earthing and Bonding in Tunnels Overhead Catenary System (OCS) Cable troughs in tunnels Additional Requirements for Bridges and Viaducts Railway lines on bridges and viaducts Bridges crossing electrified railway lines Necessary protection measures Track between Walls (cuttings) and on Galleries 29 7 Requirements for Station Buildings Overhead Catenary System (OCS) Earthing and bonding Requirements for Buildings near the Track 31 9 Poles Dimensions / Distance Anchor Bolts Pole Locations at Bridges 32 Appendix 33 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page II

3 Figures Figure 1: Typical distances 7 Figure 2: Safety clearances (EN 50122) 8 Figure 3: Overhead contact line zone and pantograph zone (EN , page 5) 9 Figure 4: Noise barrier with non metal and not reinforced elements 16 Figure 5: Noise barrier with reinforced elements. 17 Figure 6: Earthing and bonding network of a round tunnel 18 Figure 7: Earthing and bonding network of a rectangular tunnel 19 Figure 8: Typical cross section of tunnel 20 Figure 9: Cast-in channels (Typical Examples) 21 Figure 10: Longitudinal earthing of bridges (plan view) 23 Figure 11: Protective boarding with obstacles (front view) 24 Figure 12: Protective boarding with obstacles (side view) 25 Figure 13: Protection by obstacles and bouncing contact strip (front view) 26 Figure 14: Protection by obstacles and bouncing contact strip (side view) 26 Figure 15: Horizontal clearance to live parts according to EN Figure 16: Relevant distances for protection measures 28 Figure 17: Example of typical earthing measures for cuttings with contact line poles 29 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page III

4 Appendices Drawings Appendix 1: Appendix 2: Appendix 3: Appendix 4: Appendix 5: Appendix 6: Appendix 7: Appendix 8: Appendix 9: Calculation Methods for OCS Exemplary cross section of a double track line Exemplary cross section of a four track line (masts and single cantilever) Exemplary cross section of a four track line (masts and double cantilever) Exemplary cross section of a multiple track line (portal, gantry) Exemplary earthing of OCS posts (foundations) Space for mast foundations Arrangement of cross pipes IEC Ed.1, Page 28, Fig. 5 Example of a three dimensional earthing system consisting of the bonding network interconnected with the earth termination system Appendix 10: IEC :2001, page 11, Fig. 5: TN multiple feeding power supply of an installation with connection to earth of the star points at one and the same point. Appendix 11: Earthing Terminals with DB certification Appendix 12: Calculation samples for OCS Nr. GG_001 GG_002 GG_003 GG_004 GG_005 GG_006 Content Earthing and Bonding for Track on Embankment Earthing and Bonding Scheme in Tunnel Earthing and Bonding on Bridge / Viaduct Earthing and Bonding Exemplary Cross Section of a Station Earthing and Bonding Typical Cross Section of Platform Earthing and Bonding of Slab Track Elements 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page IV

5 Abbreviations PEN Conductor which combines the PE-conductor and the N- conductor PE N RF MW CW OCS AC DC L S/C EF EMI CB EMC E+M protective earth conductor neutral conductor return feeder messenger wire of an OCS contact wire overhead contact system alternating current direct current line conductor (phase conductor) short circuit earth fault electromagnetic interference Circuit breaker electromagnetic Compatibility Electrical and Mechanical equipment Definitions Interference Hazard Accessible voltage Contact strip Electromagnetic phenomenon which an interfering system can create in an interfered system and which can cause danger, damage, disturbance. In this paper the interfering systems are the high voltage lines and the electric railway. The interfered systems are the highway with his installation, the electric railway system and the high voltage lines. A condition that could lead to an accident. That part of the rail potential under operating conditions which can be bridged by persons, the conductive path being conventionally from hand to both feet through the body or from hand to hand. Bare steel bar, installed to be the first contact of a broken wire to a fence/structure. Contact with a broken wire assures tripping of substation CB to de-energize the affected feeding section The notation and technical terms used in this document widely correspond to the definitions given in the European Standard EN P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page V

6 1 Introduction The Electrification Project of Israel Railways is at present in the Tender Procedure. Meanwhile, some of the new railway lines, which are included in the Electrification Project, are under design and construction in an advanced state and tracks can be build, before the detailed electrification design is available. The provisions for the electrification of the lines shall be regarded in the design and construction. A later installation after finishing the civil engineering and track work might cause technical difficulties and is uneconomic. This general guideline for the design of preparations for electrification of civil works regards buildings and civil engineering structures. Minutiae for different solutions for e.g. signalling, telecom, auxiliary power supply, OCS, traction power supply and earthing and bonding belong to the detailed design of the regarding discipline. The Electrification Project is a turnkey project. This implies that the Electrification Contractor shall make his own detailed design as part of his works. At present, the detailed design can not yet be known. Hence the provisions for the electrification shall be general without predetermining specific technical solutions or special parts from certain suppliers. Where particular products are mentioned or catalogs of producers used, this shall be understood as typical examples and equivalent products of any other producers may be selected from the market. This report comprises a "general guideline for the design of preparations for electrification of civil engineering works" including bridges, tunnels, passenger stations and so on. The report contains mainly: Safety clearances and typical space requirements for mast foundations or other electrification installations including typical cross-sections regarding electrification of a multiple track line Earthing and bonding of civil structures, based on International Standard EN 50122, including earthing of mast foundations or installations General rules for earthing of equipment on platforms and aside the track Exemplary solutions for earthing and bonding Construction-Elements for earthing and bonding For clarification we emphasize, that the detailed design of the Overhead Catenary System (OCS) is part of the electrification contractor's work in a later stage. Therefore, the guidelines are general. Forces and moments of mast foundations can at present stage only be roughly estimated. Particular dimensioning would require detailed OCS design. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 1

7 Since it is not finally decided what kind of signalling, auxiliary equipment and some equipment else will be installed we defined for the earthing and bonding concept one rail as "earth rail" which is connected to the track return circuit and earth. The guidelines focus on constructive measures and provide among others typical examples for bonding elements and requirements for welds. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 2

8 This report is based on the standards and regulations below. Standard IEC IEC IEC IEC IEC IEC IEC IEC EN EN EN ISO 7089 EN EN EN EN Title Protection against lightning Erection of low-voltage installations Protection of structures against lightning, Part 1: General principles Protection of structures against lightning, Part 1: General principles, Section 1: Guide A - Selection of protection levels for lightning protection systems Protection of structures against lightning, Part 1: General principles; Guide B: Design, installation, maintenance and inspection of lightning protection systems Power installations exceeding 1 kv AC Part 1: Common rules Electromagnetic compatibility (EMC), part 5: Installation and mitigation guidelines, sec. 2: Earthing and cabling International Electro-technical Vocabulary Hex head screws Hex nuts Steel plain washers Railways application Electromagnetic Compatibility Railways application - Fixed Installations Part 1: Protective provisions relating to electrical safety and earthing Railway application Fixed installation Particular requirement for AC switchgear Part 2: Single Phase Disconnectors, earthing switches and switches with UM above 1 kv Table 1: Standards and Regulations for Earthing and Bonding This report shall serve as a general guideline supporting the designers during planning of new railway infrastructure. Although this report regards the above mentioned standards and regulations we recommend, for detailed design to refer directly to sthe standards. In addition the following DB standards have been regarded which base on the European norms and are applicable for earthing and bonding design of the 25 kv System in Israel. RIL 997 RIL RIL 853 RIL 954 RIL 899 Table 2: DB Standards Overhead Catenary Systems (German) Railway bridges and structures design, erect and maintain (German) Railway tunnel design, erect and maintain (German) Electrical energy plants (German) Installation of signaling, telecommunication and power cables (German) 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 3

9 The Standards for earthing and bonding from DB - even though the German electrification system with 15 kv, 16,67 Hz has a different voltage - can be used for earthing and bonding design of the 25 kv, 50 Hz system of Israel Railways, because the higher voltage causes generally lower short circuit currents than 15 kv-systems and the dimensions for earthing and bonding measures are thusapropriable. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 4

10 2 General Requirements 2.1 General EMI Protection and Electrical Safety Electric traction systems are high power power-supplies. As a result they can interfere with neighbouring systems or - without protection - may cause hazards to the general public and to members of the railway staff. By means of careful and thorough design, construction, operation and maintenance of electric traction systems it is possible to operate electric railways in a very safe and reliable manner. In this context earthing and bonding systems play important roles. They are necessary - to ensure that levels of touch and accessible voltages remain within the acceptable limits to reduce electromagnetic interference (EMI) between the traction power supply and lineside equipment The subject of electromagnetic compatibility (EMC) requires an integrated analysis and design approach taking into account a wide range of equipment, systems and installations. Thereby EMC does not only mean compatibility between interfacing systems, but also stands for electrical safety and reliability. Issues like the protection against dangerous touch / accessible voltages as well as dangerous body currents are interwoven with many protective and mitigating measures against electromagnetic interference. In order to implement protective measures relating to EMI and electrical safety in a cost effective manner it is vital to establish an earthing and bonding concept design right at the beginning of the project. An earthing and bonding concept design is intended to guide the designers and planners of different engineering disciplines such that their systems and installations interface correctly to optimize EMC between the traction power supply and line side equipment whilst reducing the cost of construction by integrating metal structures and reinforcement bars for the purpose screening and for equipotential bonding. The following aims to highlight the importance of an earthing and bonding concept design. In AC electric railways' the infrastructure consists of the track and its structures, the overhead contact systems (OCS) with OCS masts, transformer stations, coupling posts, signaling boxes, stations, etc. Buildings like transformer stations, signaling boxes and stations have installations for electricity, water, heating, sewage, air conditioning and lightning protection. Furthermore those buildings are fitted with pipework, have plant rooms, foundation earth electrodes, reinforcement bars, control rooms with electronic components, etc. Most of those installations, services and components, which are often designed and planned by different engineering disciplines, interface with the traction earthing and bonding system. In order to optimize EMC and to obtain electrical safety and reliability at minimum cost it is important to take an integral view on the different systems interfacing via the 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 5

11 earthing and bonding network. By means of an earthing and bonding concept design each planner is enabled to identify the interface to neighboring systems and design his part accordingly at an early stage. In civil engineering for instance costs can be reduced by integrating steel structures, reinforcement bars, lightning protection and the foundation earth electrodes as well as providing terminals. Civil engineers and architects learn about the neighboring systems, like lightning protection and earth terminals by referring to the earthing and bonding concept design. Based on the earthing and bonding concept design each engineering discipline designs and plans its system in detail. Thereby the specialist designers and planners take into account the provisions, which allow the implementation of effective EMI (electromagnetic interference) screening as well as measures for electrical safety and protection as well as functional earthing, where necessary. Those measures include the provision of earth terminals to the structural earth: in cable ducts / troughs to allow the connection of earthing bars and screening conductors, in plant rooms for connecting equipotential-bars, in the tunnel ceiling to bond the overhead contact system (OCS) supports to terminals for lightning protection and means to interface the track return current path to the foundation earth electrodes in buildings and structures. Furthermore the detailed design covers the requirements on functional and protective earthing often associated with electric power supplies for signalling and telecommunication systems, electric supply systems for station, lighting, plant rooms in association with TN-, TT- or IT-systems. The interfaces between the various engineering disciplines are united by means of a detailed earthing and bonding design. In the detailed earthing and bonding design the earth related specific requirements of the various systems have to be taken into account such that the interfacing systems are connected in a way to reduce the electromagnetic emissions of the traction systems, immunize the lineside equipment against the effects of EMI and ensure that all systems involved are inherently safe. The issues addressed in the detailed earthing and bonding design cover: Review of the detailed designs, particularly those of power supply systems for stations services, lighting, signaling, telecommunication equipment, etc. Placement of cables and conductors for signaling, telecommunication, power systems, screening measures as well as earthing and bonding systems Dimensioning and selection of suitable cables and conductors Treatment of metal and pipework of lineside equipment and installations Treatment of systems and plants of third party installations In order to ensure the earthing and bonding interfaces of the different systems match to each other it is important that the earthing and bonding concept design is discussed thoroughly and a mutual agreement between the parties involved is achieved. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 6

12 Furthermore the detailed designs need to be reviewed by planners / engineers of the neighboring systems. 2.2 Safety clearances To protect individuals a "danger zone" distance d d = 2,50 m for speeds up to v = 160 km/h of is defined. Between mast face and the limit of the danger zone, a safety zone of 0,8 m width and 2,00 m height is required to allow safe movement of workers. The relevant distances (gauge) for safety clearance on straight track are shown in Figure 1 below. In curves with superelevation (cant) of the tracks, the minimum distance between track axis and mast face must be increased up to approximately 3,70 m. Only in exceptional situations, the distances can be designed smaller. (A typical arrangement of OCS and auxiliary equipment in tunnel is shown in chapter 4.1) Figure 1: Typical distances In order to protect individuals from touching parts with dangerous voltages the minimum safety clearances are defined in the EN Figure 2 shows the distances with reference to standing surfaces without obstacles or protection boards. For areas with public access, larger minimum safety distances are required than for areas with restricted access for railway workers and similar trained people. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 7

13 Figure 2: Safety clearances (EN 50122) If clearances as described before cannot be maintained, obstacles must be provided against direct contact with live parts. The obstacles shall be such that persons cannot touch live parts in a straight line. Protection measures by means of obstacles are further described in chapter Overhead contact line zone and pantograph zone The 'overhead contact line zone' is the zone whose limits are not exceeded in general, by broken overhead contact lines or pantograph that is energized, in the event of dewirement or by broken fragments. Structures and equipment may come accidentally in contact with a broken overhead contact line (OCL) or with parts of broken or dewired pantograph. Figure 3 defines the zone inside which such contact is considered to be possible. The parameters x, y, z are defined by national safety regulations. The point HP is the position of the highest conductor of the OCL under all operational conditions considered in the centre of the track. The limits of the OCL zone below the rail head are extended vertically downwards until the earth surface is reached. These limits, however, need not to be extended beyond the upper surface of the deck when the railway runs over a bridge. In the case of out of running overhead contact lines the OCL zone shall be extended accordingly. By the way "out off running OCS" means - for example after overlaps - the terminating wires run sideward to a tensioning point. In such situations geometry of the OCS zone shall be applied in addition to the out running OCS. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 8

14 Z TCL HP PZ OZ HP: Highest point of the overhead line PZ: Pantograph zone OZ: Overhead contact line zone TCL: Track center line RH: Rail head Y Y RH X X Figure 3: Overhead contact line zone and pantograph zone (EN , page 5) For conductor rail systems, no contact line zone is defined as a broken wire condition possible with conventional catenaries is very unlikely. In case of broken contact wire, the immediate CB trip in the feeding substation ensures the line safety in the OCS section concerned. For that reason, all civil elements including metal structures and equipment with an expansion more than or equal 2 m parallel to rail shall be connected to the track return system (EN 50122). Broken wires, in contact with the earthed items will cause immediate tripping of the feeding section. Furthermore, to prevent dangerous accessible induced voltages, all lineside installed metallic equipment within the 'overhead contact line zone' must be earthed. Proposed values according to Figure 3 as defined in Germany: X= 4 m Y= 2 m Z= 2 m (depends on the highest point of overhead contact line, includes also the maximum vertical height of a broken pantograph (out off running OSC)) 2.4 Earthing and bonding Principles When designing and planning earthing and bonding measures for a.c. traction systems the disadvantages of separate and advantages of common earthing systems 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 9

15 have to be taken into account. The notation separate earthing and bonding systems may refer on one hand to the earthing systems of the engineering disciplines involved in railway systems (OCS, signaling, electric power systems, structure, civil) and on the other hand to earthing systems of railway systems and third party lineside installations (e.g. structure earth of neighbouring bridges, structures and buildings belonging to none-railway administrations) Disadvantages of separate earthing systems: If the separation distances between the parallel running railway line and lineside equipment as well as structures is small (typically less than 10 m based on EN from the centre of the track), flashovers may occur if the earthing systems of different parties are not bonded together. Especially in case of a lightning strike the currents flowing in the earthing systems may be very high. Thus, the potential rise of the affected earthing system may reach some V even if the impedance between this stricken earthing system and general mass of earth is very low. Consequently the touch and step voltages are likely to be above safe limits for human beings. Fault currents (from e.g. a third party transmission line or from the railway traction power supply) or discharging currents from a lightning strike would flow along the radial paths of each separate earthing system. The resulting high current density causes high magnetic field levels in the surroundings of these flow paths and hence potentially high levels of electromagnetic distortion. The impedance of each of the flow paths is well above the value of a meshed network established by bonding the conductive parts of separate earthing arrangements to a common mesh. The higher impedance of separate earthing systems may result in high complex voltage drops, which in turn may also cause electromagnetic distortion. The likelihood of hazards caused by an interruption (e.g. due to maintenance work, failures) in a radial (not mesh type) earthing system is much higher if each installation has got its own earthing system Advantages of a common earthing and bonding network: By bonding together all conductive parts, a mesh-type network is provided that ensures a continuous return current circuit with redundant flow paths for traction load and fault currents. This improves reliability reducing hazards and EMI. Connecting a bonded network with suitable earth electrodes results in a low impedance value between its exposed conductors and the general mass of earth. Also, this measure ensures low touch and step voltages. Bonding ties exposed conductive parts to substantially the same potential. This prevents flashovers, breakdown of insulation and dangerous accessible voltages Measures for earthing and bonding Hence it is not decided yet which kind of signalling equipment it will be installed a so called earth rail (one per track) shall be defined. This earth rail is electrically connected to the track return circuit and to earth or earth potential. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 10

16 Every equipment or structure which has to be connected to the integrated earthing and bonding network by a connection to the rails shall be connected to that earth rail. In case of use of audio frequency circuits the connection to the rail shall be carried out by means of impedance bonds. The running rails shall be isolated from earth potential. For the tuning zone of the audio frequency circuits isolated zones shall be provided. Number and size of these isolated zones depend on the local conditions and are scope of detailed design. Every OCS pole or suspension shall be electrically connected to track return system. For the adequate measures see the according chapters in this document (Chapters 3 to 7). The whole track is equipped with return feeders. The arrangement varies in the different sections. Since it is not yet decided in which sections one, two or more return feeder will be installed. Every OCS pole shall be dimensioned for two return feeders. Usually, two return conductors (return feeders) per track are sufficient. Each return conductor consists of a bare stranded aluminum conductor of 240 mm². These conductors are mounted on the OCS supports at about the same level of the catenary. Furthermore the return conductors are connected also to the OCS-masts structure (internal) earthing system or overhead line structures. The OCS masts and structures are connected to the track return system at intervals of no more than 300 m. Line-side installed civil elements, including conductive equipment (i.e. sheet pile walls, retaining walls, crash barriers, noise barriers, fences) with a parallel length > 2 m (see EN ) to the rails within the overhead line zone must be electrically connected to rail (earth) potential by using connection wires. The body of point machines, signals, axle counters, point heaters, hydrants, lighting masts and electric auxiliary equipment (e.g. tunnel emergency supplies) positioned within the OCS zone must be connected to the track return system by using connection wires. However for functional and protection system reasons it might be necessary that lineside equipment, installations and systems which are not located within the OCS zone need to be connected to the track return system as well. It is therefore important that the design engineers responsible for systems requiring functional and protective earthing take into consideration that their systems are earthed in a compatible manner such that the requirements of their and neighbouring interfacing systems are met. Connection wires shall be made of insulated copper with a cross section at least 50 mm 2. All elements of earthing installed outwards which are used to realize connections (i.e. screws, plates, earthing bars) must be made of stainless non galvanized steel, or copper. Earthing bars must be made of copper or stainless steel type 4 A. They shall have a width of 50 mm and a thickness of 8 mm with holes 17mm. The length of such an earthing bus bar depends on the numbers of holes. A minimal number of 6 holes should be provided. Screw joints and connections must be made of stainless steel (A4) M16 according to EN 24017, EN and DIN EN ISO P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 11

17 For the interconnection of earthing measures within concrete structures we recommend to install prefabricated earthing plates with earthing terminals (see appendix 11, Earthing Terminals with DB certification). Prefabricated elements must be chosen according to short circuit current (highest expected level). The earthing conductors shall be fastened (by wire) at distances d < 2 m to the reinforcement of the concrete. The prefabricated terminals are equipped with steel welding tongues which are welded to the reinforcement bars. For earthing purposes, a diameter of at least 16 mm (round bar) or a cross section of at least 200 mm 2 (50 x 4 mm flat steel) is needed. The welding seams must have a root of at least 4 mm and an overall length of at least 90 mm to avoid reduction of the electric cross sectional area. The diameter of 16mm and the width of 50 mm is caused by the convenience of using pre fabricated terminals and the required length and root of the welding seams. Every signal box and transformer station shall be equipped with a main earthing bar. This bar shall be connected by two copper cables at least 95 mm 2 for signal boxes and 150 mm 2 for transformer stations. Two cables are required for safety reasons to assure security in case one cable breaks. Every foundation for new structures, pillars, poles etc. shall be equipped with a ring earth electrode to improve the contact with the general mass of earth. Therefore round steel bars diameter at least 16 mm or flat steel bars at least 50x4 mm shall be embedded in the concrete. The concrete layer between the bars and the soil must not exceed 100 mm. However, to prevent reinforcement corrosion, the coverage of concrete shall be at least 50 mm. Existing structures, pillars, poles etc. within the contact line zone shall be equipped with a conductive contact strip or bouncing bar made of stainless steel 4A (see figure 4, 12, 13, 14) which is connected to the track return circuit. Existing non metal piers of bridges and viaducts on which the railway runs without reinforcement shall be equipped with an outside ring electrode (stainless steel 4A) buried in a depth at least 80 cm around the pillar. This electrode must be connected to a conductive metal strip (stainless steel 4A) which is affixed on the surface of the pillar and is connected to the track return circuit. General statements concerning the earthing and bonding measures of pipelines running in parallel along or crossing an a.c. electrified railway lines are difficult to make. There are many factors which need to be taken into account when deciding on the earthing and bonding measures, e.g.: What is the dominant type of interference that affects the pipeline (inductive or conductive)? Does the pipeline run in parallel to a railway line or does it cross or enter railway premises? 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 12

18 The type and material of the pipeline (electrically conductive, concrete, metal, coated, etc)? Is the pipeline buried or positioned on elevated pillars? Is it fitted with a cathodic protection system? In general the railway planners and design engineers are not in a position to decide on their own if a third party pipeline needs to be earthed at all or simply by means of earth rods or even bonded to the track return system. A suitable solution has to be found and agreed on between the owner or operator of the third party pipeline and the railway authorities. In many countries mutual agreements exists between the railway operator and owner of pipeline which outlines planning and approval procedures. 2.5 Cable ducts and cable troughs For preparation of railway lines for installations of electrical and mechanical equipment cable troughs are needed. Every single track line must have a longitudinal cable trough on one side. For double track lines two cable troughs, one aside of each track, are required. For four track lines, three cable troughs (one in the middle and one on either side) should be provided. (compare appendices 2 5, typical arrangements of OCS poles and cable troughs). Technical and economical comparisons (including EMI pros and contras, implementation difficulties, duration of execution) shall be carried out where two or more alternatives are possible. That applies in particular in case where future tracks will be added as per example Ayalon corridor. Concerning fire prevention and protection, these cable troughs shall be longitudinal divided (with incombustible material) in two parts one for low voltage up to 1 kv (i.e. for signalling, communication, point machines, auxiliary), the other for high voltages. Frequent cable crossings in distances of about 300 m along the track should be provided. Each with 4 non-metallic pipes (2 in each direction) with diameters of 100 mm each shall cross the tracks in a depth of 1.5 m below the rails. By additional needs an installation up to 8 non-metallic pipes shall be possible. They shall provide cable ways for the future signalling and detailed design of the E+M. The crossing depth is necessary due to the rail pressure occurring on high speed tracks. The installation of cable crossings in stations shall be at least at either side of platforms and one cable line at station centre. For tunnel sections, cable crossings shall be provided at tunnel entrances and in frequent distances of about 200 m. The cables shall be halogen-free and fire resistant. The manner of laying (V-style) is exemplary shown in Appendix 8. Crossing pipes should end in a manhole on either end for better handling. For the same reason bends in the pipes shall be avoided or shall have a large radius (R > 1,50 m). 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 13

19 In principle non-metallic material shall be used for all protection pipes. It is recommendable to include sufficient cable troughs in the design. After track construction is completed, installation of additional cable crossings may adversely affect the precision of the embankments and will cause higher costs. The cable ducts parallel to the track on embankment or bridges shall be designed between the track and the OCS poles considering lying of the cables and their maintenance. The location of the power supply cable trough must be above water level of drainage ditches in their vicinity, to avoid water flowing in the cable ducts. Cables for electric power supply in the cable trough must be clearly labeled, for example electricity for lighting, OCS switches, point machines, axle counter, hot box detector, electricity for point heating must be distinguished. At locations where cables are connected a larger size of cable troughs might be needed. This must be shown in detail by the designer. We recommend to use cable troughs generally with larger width than depth for easier access and maintenance. The cover of the cable ducts shall be designed so that it can be removed manually, resists vertical loads and does not move due to the aerodynamics drafts of the running train. Since the detailed design is not yet available, size, type and number of cables is not yet determined. However, cable ducts must allow for an extra space of at least 10 % as a reserve for possible future equipment. A space of 800x600 mm² (width x depth) shall be typically provided for such a cable duct. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 14

20 3 Additional Requirements for open Track on Embankment 3.1 OCS poles Usually for the OCS support steel masts, spun concrete masts, portals or headspans will be used. Longitudinal distances between consecutive masts may vary according to the chosen system. In every case span length of about 50 to 65 m shall be considered. The type of foundation depends of the mast type, the loading, the subgrade conditions and the available technology for foundation installation and is part of the OCS detailed design. Exemplary solutions and standard space requirements for typical foundations are shown in the appendices 6 and 7 and attached annex 1. Same applies to catenaries on bridges. 3.2 Earthing and Bonding Every OCS masts / pole / structure shall be connected to track return system / traction earth system by an insulated copper cable with a cross section of at least 50mm 2. Earthing plates are to be connected (welded) to the foundation earth electrode or structure earth systems (slack reinforcement bars) in concrete masts: terminals (non galvanized stainless steel 50x50x4 mm with a hole 17mm) are to be welded on a suitable part of lattice, double channel or H beam type steel mast. For tubular steel masts M16 threaded holes are sufficient. Earthing plates for the connection to the return feeder shall be provided (one earthing plate per mast) on the top of the OCS masts or M16 holes in accordance to the pole type. For potential equalization, rail to rail bonds of a single track at intervals of about 150 m and track to track bonds at intervals of about 300 m shall be cross bonded. Therefore see drawing GG_001. In case of usage of audio frequency circuit the cross bonds shall be carried out by means of impedance bonds. In case of rails on slab track, the slab shall be equipped with longitudinal earthing bars (steel 16 mm). These bars shall be connected to an OCS pole or to an earthing bar or plate at intervals of about 100 m. Therefore, earthing plates shall be provided on the slab track. If the slab track consists of block elements, the block elements shall be interconnected by earthing plates and jumper cables with a cross section of at least 70 mm 2. (See also drawing GG_006). Further more earthing, terminals / plates/ bus bars shall be provided for the connection of line-side equipment. If it is needed, structures, equipment etc. shall also be connected with earthing rail (track return circuit). 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 15

21 A special treatment of so called terre armée is not necessary but to connect the conductive elements to the track return circuit does not involve disadvantages. That means the reinforcement of concrete structure within the OSC zone shall be connected to railway earth. That is by safety reasons and not due to stray current, because stray current problems are not expected by AC-System. Noise barriers which are built of non-metallic panels or concrete elements without interconnected reinforcement bars shall have a conductive contact strip if they are located within the contact wire zone. The possible arrangements are shown in the Figure 4. Noise barriers which are built of reinforced concrete elements shall be connected by using a reinforcement bar and earthing plates, compare Figure 5. earthing plate A B element of noise barrier pillar basis C to rail or OCS pole Figure 4: Noise barrier with non metal and not reinforced elements Explanation of Figure 4: A: Conductive contact strip (galvanized or stainless steel) on the head of the noise barrier B: Conductive contact strip (galvanized or stainless steel) on the rail side of the noise barrier C: Conductive contact strip (steel, reinforcement bar) in concrete (coverage of concrete layer 50mm 100 mm) 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 16

22 earthing plate basis reinforcement bar to rail or OCS pole pillar Figure 5: Noise barrier with reinforced elements. Remark Figure 4: The contact strip is required as it is the only connection to the track return system. The concrete panels / plate is not earthed at all. Figure 5: The top panels / plates are conductive as the reinforcement is on earth potential and therefore an additional conductive contact strip is not required. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 17

23 4 Additional Requirements for OCS in Tunnels Additional to the general requirements according to chapter 1 and 2, in tunnels the following has to be regarded: 4.1 Earthing and Bonding in Tunnels The description of the earthing and bonding network belongs to the drawing GG 002. Typical cross sections are shown in figure 6 and 7. Every tunnel segment shall have an earthing loop. These loops shall be made of flat steel at least 50 x 4 mm. In the tunnel sole, two longitudinal earthing bars (round steel at least 16 mm) shall be embedded in concrete. The concrete layer between the bars and the soil must not exceed 100 mm but for the purpose of corrosion protection the coverage of concrete shall be at least 50 mm. Both earthing bars shall be connected by welding. The welding seam shall have an overall length at least 90 mm and a root thickness at least 4 mm. Figure 6: Earthing and bonding network of a round tunnel To interconnect the reinforcement of segments, establish a good contact between the structure earth of each tunnel segment and the general mass of earth as well as to prevent hazardous touch potentials within the tunnel, the OCS supports shall be electrically connected to the return feeder. In case of a broken OCS contact wire, the feeding of substation has to be disconnected by the protection system as quickly as possible. A low impedance track return 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 18

24 path supports fast fault clearance / short tripping times of protection systems and circuit breakers. In order to achieve a low impedance track return path the structure earthing system which represents a mesh type conductive earthing cage is integrated into the concrete structures and connected to the track return system. In that case, the concrete adapts the earth potential. Possible return conductors shall also be connected to the earthing cage, ones at both tunnel entrances and in frequent distances of 100 m. At construction / expansion joints, the earthing cage has to be subdivided and both have to be interconnected by at least seven cable connections or via the OCS return conductors. Furthermore seven cable connections (e.g. Cu 70mm²) are required and shall be installed. - 2 at each skewback - 3 at the ceiling and The seven cable connections shall be equivalent to the conductor cross section of the earth case. The steel bars embedded into shoulder of walkway and track connected to the earthing cage have the function of potential bonding and protecting cable troughs. The coverage of concrete shall be between 50 mm and 100 mm. Figure 7: Earthing and bonding network of a rectangular tunnel In intervals of 100 m, earthing plates for the connection to the track return circuit shall be provided in the line-side walkways, connecting also the earthing rails per track at these locations. Where needed earthing bus bars should be provided for earthing of line-sided equipment. For earthing of signalling, fans etc at the tunnel ceiling, cast-in channels shall be installed and connected to the inner earthing cage. Number and location of these castin channels depends on detailed design (see drawing GG_002). 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 19

25 4.2 Overhead Catenary System (OCS) 1a = OCS tunnel support, push-off type 2 = Droparm with V-shape support 3 = Bend anchor channel pair made of stainless steel, length 1,5m bending radius 4,05m 4 = Straight anchor channel pair material as before 5 = Earthing cable 6 = Vehicle clearance gauge 7 = Line feeder, if needed 8 = Jet fan Figure 8: Typical cross section of tunnel Figure 8 shows a typical OCS arrangement in tunnel. Sizes and distances of the several parts of the OCS suspension, fan and other tunnel equipment depend on the used products and is part of the detailed design. The OCS suspensions in tunnel preferably shall be fastened at so called cast-in c- channels. These cast-in c-channels shall be embedded in the concrete transverse to the running rails. Dimension, amount and location are subject to detailed design. Cast-in channels should be connected to the reinforcement and the earthing loop in the tunnel wall by welding see drawing GG_002 Figure 9 shows typical cast-in channels for anchoring of OCS. Both types are specified for dynamic loads. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 20

26 concrete steel cast-in channel hot formed cast-in channel cold formed cast-in channel Figure 9: Cast-in channels (Typical Examples) If it is not possible to connect the cast-in channels directly to the earthing loop earthing plates shall be provided. Every OCS suspension must be connected to the structure / internal / integrated earthing system (e.g. slack reinforcement bars) in tunnel. Cast-in channels can be installed at ceiling or side wall (i.e. rectangular tunnel). If it is not possible to install cast-in channels or if the location of those items can not be determined in advance steel dowels or chemical dowels can be used later to fasten the OCS supports. Number and dimension and characteristics of these dowels depend on the type of the used suspension and is subject of the detailed design. In case of a reduced gauge, an overhead conductor rail instead of a contact wire can be used. For overhead conductor rails an overhead line zone is not necessary to define. 4.3 Cable troughs in tunnels In intervals of at least 100 m distance, two plastic conduits for cable protection i.e. should be embedded in the tunnel wall closely to the earthing bus bars. These pipes should pass through the cable troughs to approximate earthing terminal locations. Furthermore conduits shall be provided for cabling signals, fans etc. For installation of auxiliary, emergency equipment, lighting etc niches or rooms shall foresee. Halogen-free material (not PVC) shall be used for cables due to health protection in case of fire in tunnel. PVC emits poisonous fumes when burning. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 21

27 5 Additional Requirements for Bridges and Viaducts 5.1 Railway lines on bridges and viaducts Because of the loads, forces and torsion moments on the OCS mast base (respectively foundation top) on bridges and viaducts additional reinforcement layers are needed at the location of masts. In case of an already existing bridge the OCS poles should be located near to the piers or beside the bridge. Special solutions for subsequently affixing on the bridges edge are part of the detailed design and not considered in this report. Forces and moments depend on the type of mast and should calculated as shown in annex 1 and annex Earthing and bonding For earthing and bonding on bridges see drawing GG_003 and figure 10. Every pier foundation shall be equipped with an earthing electrode (flat steel at least 50x4 mm). The concrete layer between the bars and the soil (or water) must not exceed 100 mm but for the purpose of corrosion protection the coverage of concrete shall be at least 50 mm. Longitudinal earthing bars (steel at least 16 mm) shall be connected by welding with these electrodes and shall end at an earthing plate at the head of the pier. On the lower edge of the girder earthing bars shall be provided for the jumper cable between girder and pier. In the girder two longitudinal earthing bars shall be embedded which are interrupted at every section of the bride. On every end of such a section a transversal earthing bar connect these longitudinal bars. For example: Between two segments of a bridge, the earth system of single segments is interconnected via jumpers. Jumpers are flexible cables. The contact between jumpers and the earth system is realized via terminals. The longitudinal earthing bars of two bridge segments are connected by the earthing plate on top of the pier and by return feeders. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 22

28 Longitudinal earthing bar earthing plate jumper welded joint transversal earthing bar top of pier segment of bridge Figure 10: Longitudinal earthing of bridges (plan view) Each mast will be connected to structure/internal/integrate earthing by means of an earthing plate placed at the mast base. At intervals of 100 m earthing plates for the connection to the track return circuit shall be provided in the walkways. Both rails per track must be interconnected at these locations in dependency upon the selected signalling system (contingently under use of impedance bonds). At these points, earthing bars shall be installed at the sideway for earthing of line-side equipment. Plastic pipes shall be provided to cross underneath the emergency walkway. On every side wall an earthing plate and a longitudinal earthing bar shall be provided to connect the metal fences and hand rails. Therefore fences and hand rails must be equipped with terminals (50x50x4 mm with holes of 17 mm) to connect the cable lugs. 5.2 Bridges crossing electrified railway lines To protect human beings against electric shock protective measures on bridges, situated in OCS zone shall be installed (compare Figure 11 to Figure 145). In some sections passenger bridges or highways cross the tracks. Some of these structures belong to third parties and in some sections ISR is responsible for these bridges. Regardless the ownership of the crossing structures, the protective measures are the same. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 23

29 The examples for protection correlate to DIN EN Protective provisions relating to electrical safety and earthing and to German Railways standard 3Ebs and 3Ebs Protection with obstacles pantograph zone Protection wall if Distance is less than 2250 mm 4) Figure 11: Protective boarding with obstacles (front view) 1) Distance to active parts of OCS (i.e. messenger wire) 2) Distance to pantograph zone (see annex, EN ) 3) Distance to active parts of rolling stock or OCS 4) Minimum height 1000 mm solid walled and ending on pedestrian stand area additional mesh 5) with a minimum height 800 mm If the distance 3) is less than 1000 mm than a fully wall with a height of 1800 mm shall be used. 5) Maximum mesh size is 1200 mm 2 6) Maximum opening between gaps is 1200 mm 2 7) Warning signs (see Annex) 9) If track radius is less than 250 m 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 24

30 Pavement / standing surface Contact strip Messenger wire Contact wire Pavement / standing surface Messenger wire Contact wire Contact strip Figure 12: Protective boarding with obstacles (side view) 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 25

31 pantograph zone Metal bouncing contact bar 12 (rail potential) Active part of OCS 8) Metal rod filled fence 12 Minimum 50x4 mm galvanized steel (see 1.2 Necessary measures) Figure 13: Protection by obstacles and bouncing contact strip (front view) Pavement / standing surface Metal bouncing contact bar 12 (rail potential) Angle of inclination Figure 14: Protection by obstacles and bouncing contact strip (side view) 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 26

32 5.3 Necessary protection measures Figure 15 below serves to explain the measures outlined in table 3 fens (rail potential) Insolated section 3 25 kv from TS Return feeder 4 pier, wall return current rail potential rail potential conductive contact strip 5 xx) overhead contact line zone according to DIN EN minimum length 2500 mm (touch area of a human being) Figure 15: Horizontal clearance to live parts according to EN P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 27

33 isolation zone wall OCS pier, wall, etc Figure 16: Relevant distances for protection measures a Distance between pedestrian stand area and active part of OCS b Distance between lower edge of bridge and rail level c Distance between track center and pier or wall d Length of bridge to one side (electrically connected by reinforcement, railing) Protective measures Figure 16 Figure 13, Figure 14, Figure 15 3 m 8 m > 20 m 60 m no 3 m 8 m > 20 m > 60 m no < 3 m < 8 m > 4 m 60 m 1; 2 < 3 m < 8 m 4 m > 60 m 1;2;5;3 or 4 < 3 m < 8 m 4 m 60 m 1;2;5 3 m 8 m 20 m ; > 4 m > 60 m 3 or 4 Table 3: Required minimum distances and protective measures 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 28

34 6 Track between Walls (cuttings) and on Galleries For the earthing and bonding between retaining walls and cuttings the following measures shall be provided: Longitudinal steel (galvanized or stainless) rebars below the two tracks Welded cross-connections of the longitudinal rebars Earthing plates at each side The embedded fixation parts (i.e. C-rails, anchor bolts) shall be welded to the connecting rebars of the reinforcement return feeder (connected to inner earthing of mast) messenger wire contact wire return feeder (connected to inner earthing of mast) foundation bolts rail fixation earthing wire welded connection to earthing rebar cross-connection lining longitudinal earthing rod (stray current collector) Figure 17: Example of typical earthing measures for cuttings with contact line poles For the track on galleries additional connections of the earthing and bonding network to the piers shall be provided. Further the measures shown in Figure 16 (except a and b) shall be considered. The dimensions and distances of rebars, earthing rods, cross bonds, connection wires, welds, terminals, c-channels and any other equipment for earthing and bonding is similar to earthing measures for track in tunnel, on bridges and embankment (slap track). 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 29

35 7 Requirements for Station Buildings 7.1 Overhead Catenary System (OCS) In some railway stations the ceiling above the tracks is within the pantograph zone as specified in EN In case of a dewired pantograph, safety to the public must not be compromised. Therefore the pantograph zone is artificially limited to the ceiling by means of two 50 x 4 mm² steel conductors per track, which are installed and electrically bonded to the earthing system. The purpose of this artificial pantograph boundary is to enable the flow of currents high enough to initiate a swift separation of the feeder station form the faulty OCS by the protection relays. The connection of the 50 x 4 mm² steel conductors to the earthing system is established every 50 m via earthing plates, which are positioned in the concrete ceiling and electrically connected to the 50 x 4 mm² reinforcement steel ring bond of the station building. 7.2 Earthing and bonding For safety reasons the platforms have to be equipped with equipotential bonding, if it is a concrete construction. The equipotential bonding is established by using reinforcement steel mats embedded in the surface of the platform. The covering layer of the steel mats must not exceed 100 mm. However, for corrosion protection the strength of the layer must be at least 50 mm. The steel mats are welded to the parallel running round 16 mm steel conductor. The mesh width of the steel mats must not exceed 150 mm. An overlap of at least 500 mm is to be used when two neighbouring mats are welded together. In stations, the rail to rail cross bonding is to be made in intervals less than 50 m. Drawings GG_004 and GG_005 show typical cross sectional earthing and bonding measures in a station. According to the used signalling system impedance bonds shall be installed therefore outside of the stations area. Apart from the 50 x 4 mm² reinforcement steel ring bonds vertical running conductors are included in the design for the connection of the lightning protection aerial wires on the roof tops of the stations. This arrangement does not only give an equipotentially bonded network, but also a 3-dimensional earthing and bonding system (c.f. IEC , Fig. 5 and Appendix 9) which is advantageous for lightning protection system. On the track side entries to the station buildings the return conductors terminate. A continuation of this traction return current path is provided by the 50 x 4 mm² steel conductors limiting the pantograph zone in the stations. The cable troughs are equipped with a 95 mm² insulated Cu conductor. This cable operates as screening conductor as well as earth wire. It is bonded to the rails at track to track cross bonding locations. Further improvement against EMI is achieved by deploying shielded cables with good screening properties, e.g. cables with steel sheaths. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 30

36 In buildings with TN-S systems the equipotential bonding is to be implemented as a mesh, i.e. internal (reinforcement) connected to the PE-bars. Only the Main equipotential (ME) bar is to be connected to the rails (2x)! For earthing of multiple TN supplies and emergency generators see appendix 10. All equipment on the platform that is within the overhead line zone and with an extension of more than 2 m parallel to the rails shall be connected to the rail potential via collector in the cable trough or earthing bars. Thereto belong i.e. escalators, elevators, hand rails, billboards etc. 8 Requirements for Buildings near the Track In the case of bridges or pipes crossing over and under the track measures for the touch protection and the reliable short circuit have to be considered. It has to be insured that no unacceptable interferences occur. In case of that structures of third parties are within the overhead line zone or pantograph zone the necessary measures (i.e. including in the integrated earthing, shielding) must be provided to prevent all unacceptable interferences and adverse effects concerning the belongings of third parties. The measures for protection of buildings, structures ore equipment of third parties are the same as for belongings of ISR. 9 Poles Dimensions / Distance Anchor Bolts Due to different Steel poles dimensions (length, width, weight, construction etc.) shall be propose a foundation with an adapter element (Material Steel). That means, is possible to install a foundation with the same anchor bolts size for all pole situations, for example poles at bridges, poles with twin cantilever, poles with a two track cantilever, pole with a tensioning support etc. That foundation has the largest size, where is necessary. For large pole use the foundation without the adapter element. Smaller poles can be installed at the adapter element s.fig 18. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 31

37 Fig 18: Block foundation with Adapter Element 10 Pole Locations at Bridges Following rules for Locations of poles at bridges by a span length OSC of ca. 65m - Bridge length < 40m: No installation of mast at bridge - Bridge length > 40m and < 80m: Installation of masts in middle of the bridge - Bridge length > 80m and <120m: Installation of three masts at bridges, mast locations after calculations. 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 32

38 Appendix 7P General Guidelines for Electrification _Report_Gen_Guidelines_v4.doc Print Date: Version Page 33

39 General Guidelines Design of preparation for electrification of civil works Appendix 1: Calculation Methods for OCS-Design 18. December 2006 Deutsche Eisenbahn-Consulting GmbH Germany

40 Table of Contents 1 Introduction 1 2 Catenary General Catenary Type for 200 kmh Line Speed Span Length Tangent Track OCS Curved Track OCS Poles General Load Conditions Pole Length Foundations Reacting moments at poles Total Moments at Pole Base / Foundation Top P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

41 1 Introduction The electrification of railway lines require for OCS designer documents from civil, alignment, signaling, permanent way etc. to issue a safe and liable design. Basically, the following documents shall be presented to the OCS designer: ( 1 ) Track layouts of stations (scale 1 : 1000) ( 2 ) Track layouts for open line sections (scale 1 : 5000) ( 3 ) Layout for special structures like overbridges, crossing pipes or cable bridges - (scale or 1:100 if required) ( 4 ) Documents and layouts of other parties (signaling, telecom, civil etc.) showing and explaining design and intention for further installation works Design works for permanent way, civil and signaling usually starts earlier than the OCS design. It is however urgently recommended to prepare i.e. the track design and the design of civil structures and others under consideration of the expected electrification. That prevents unnecessary costs later and will also prevent time consuming modifications. Exact rules and regulations for the above mentioned structures require actual details about the catenary equipments to be installed. The reasons are simply the different types of catenaries with also different requirements on the civil structures or the track design. However, although a definite design for a catenary system may not be available, some basic rules as described in the following chapters can be used as guide lines for civil and track design. More have to follow during catenary design. 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

42 2 Catenary 2.1 General The catenary system, to be provided to a later stage, shall be considered with tolerances and dimensions of known systems. Although some systems are different in components and dimensions, some items are commonly same and can be used for all types of catenary. That means, if the described catenary may not be installed, also another catenary type would require same preconditions. 2.2 Catenary Type for 200 kmh Line Speed The basic properties of a catenary could be: ( 1 ) Nominal operating voltage : 25kV, 50 Hz The nominal voltage is responsible for electrical clearances between live parts of the catenaries and conductive parts of civil structures. ( 2 ) Clearances o Static electrical clearance is defined to be the distance between live part of a catenary wire and structures, conductive / not conductive. The electrical clearance is mainly based on the requirements of the railway authority. However, the minimum clearance is obtained with the following equation E Un = 0.1 [ 1 ] 150 C + 25kV E C = 0.1+ = o The value for a minimum static electrical clearance in 25 kv installations, calculated by the above equation, is about m. Tests and experience with those equipment showed, that also m for an electrical clearance is sufficient 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

43 o Dynamic electrical clearance is defined to be the distance between a structure, conductive / not conductive and the catenary uplifted by a passing pantograph or by wind forces. The approach of the live wires last therefore only very short time. It minimum distance can also be obtained mathematically by the following equation: Un EC = d 150 [ 2 ] 25kV = 150 E C d = 0.183m Experience has shown, that a passing clearance of to is absolutely sufficient The following values are selected from EN standards. o Clearance aside signals / lighting posts : 1500 mm o Clearance aside signals / signal bridges : 1500 mm These dimensions are valid for 15 kv AC as well as for 25 kv AC and have been established by tests. ( 3 ) Catenary Properties / Environmental Conditions These data are responsible for the pole lengths and consequently of static moments / dimensions of foundations. o Nominal contact wire height : m o System height : m o Pole extension : m o Return conductor height : m o Contact wire tension : kn o Messenger wire tension : kn o Wind speed : m/s o Catenary stagger : m o Pantograph half working width : m o Pole overlength : m 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

44 3 Span Length The span length of poles describes the distance between two consecutive OCS masts (poles) installed in parallel to tracks. The maximum permissible span length depends in principle upon the following criteria: ( 1 ) Maximum catenary blow-off, caused by wind m e ( 2 ) Half working width of the vehicle pantographs m f ( 3 ) Maximum catenary stagger m b ( 4 ) Track radius m R ( 5 ) Horizontal wire tension MW N TH MW ( 6 ) Horizontal wire tension CW N TH CW ( 7 ) Wind forces on contact/messenger wire / hanger N/m W Some catenary systems use specific standard span length suitable for the specific system. Consequently, all calculations might be based on the characteristics of a chosen catenary system. The following equations and descriptions show methods to calculate the theoretically possible span length without considering any established catenary system. 3.1 Tangent Track OCS At tangent track catenaries with equal staggers (+ / - ) at both supports, the maximum permissible span length can be calculated by the following equation: ( TH + TH ) 4 MW CW 2 2 SPL = + max e e b [ 3 ] W Where: ( 1 ) TH MW : Wire tension messenger wire (N) ( 2 ) TH CW : Wire tension contact wire (N) ( 3 ) e : permissible max. blow-off (m) ( 4 ) b : catenary stagger (m) ( 5 ) W : wind force at catenary (N/m) Remarks 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

45 a. The horizontal wire tensions in the equations require reduction by about 11% due to efficiency losses at automatic tensioning devices and restoring forced caused on each support by the temperature-depending wire extension. b. The permissible blow-off might be same as the half pantograph width 3.2 Curved Track OCS The following equation may be used to achieve the theoretically possible permitted span length for catenaries installed at curved track sections. SPL max ( THMW + THCW ) ( e + b) W + ( TH + TH ) 8 R = [ 4 ] R MW CW Where: ( 1 ) R : curve radius (m) ( 2 ) TH MW : Wire tension at MW (N) ( 3 ) TH CW : Wire tension at CW (N) ( 4 ) W : Wind forces at catenary (N/m) ( 5 ) e : maximum catenary blow-off (m) ( 6 ) b max. catenary stagger (m) 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

46 4 Poles 4.1 General It is the philosophy of catenary designer and user to prefer catenary supports to be mounted on single poles. The benefit is that in case of an accident, with a pole damaged, only one track is affected; the electric / other railway service can still operate on the remaining track. It is also possible to maintain one tracks catenary but the other tracks catenary is still energized. These facts justify one catenary and one pole / support. Consequently, those supports have to be calculated with their static conditions to select pole and foundation types. In case, centre poles shall be used, the calculations will be made in the same way. Poles for overhead contact systems (OCS) are major components, are to be used in great numbers and require special attention during the design stage for catenaries and civil works. They will be chosen on the basis of calculations based on certain parameters. Oversized poles require oversized foundations means high investment; undersized poles means danger to systems safety. The utmost common arrangements of OCS supports are single poles, made of steel or concrete, with attached cantilevers to suspend the catenary wires.for the design of OCS installations it is recommended to calculate representative typical arrangements along the line and determine so pole and foundation types. The following figure shall give an impression of forces reacting at any catenary pole with only one cantilever attached. 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

47 Own pole weight A = weight of catenary + weight of support MW CF MW WF MW SH SH / 2 R WF+CF CF CW WF CW CW Y = half pole length FWH = feeder wire height W Pole ToR CWH = contact wire height CWH + e = contact wire height + dimension 'e' height h m M Pole e a m Legend W Pole ToR a m SH MW CW FW = wind force at pole = top of rail = distance between pole and track axis = system height = messenger wire = contact wire = feeder wire CF MW = curve forces at messenger wire CF CW = curve forces at contact wire WF MW = wind forces at messenger wire WF CW = wind forces at contact wire M Pole = Moments at pole Figure 1; Schematic Description of a Single Catenary Pole 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

48 4.2 Load Conditions The following forces reacting at catenary poles, cause loads and moments and the sum of the moments at the pole base determine the pole / foundation dimensions: ( 1 ) Moments, caused by vertical forces ( 2 ) Moments, caused by horizontal forces They will be affected by parameters like: Pole lengths 4.3 Pole Length Catenary span length Weights of equipments and components Radii of curved tracks Wind forces at poles and catenaries The lengths of single poles with one or two cantilevers can be calculated by using the following equations PL = CWH + SH + o + e [ 5 ] Where: ( 1 ) PL : pole length ( 2 ) CWH : Contact wire height ( 3 ) SH : System height ( 4 ) o : over length ( 5 ) e : distance between foundation top and ToR ( 6 ) S : insert depth of pole in foundation if designed 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

49 5 Foundations 5.1 Reacting moments at poles The attached Figure 1, gives an schematic impression of load / forces reacting at catenary poles. To determine poles and foundations, the total moments reacting at the pole base have to be calculated. The following paragraphs are samples for those calculations that will nowadays calculated by PC in the contractors design offices. Vertical Forces The vertical forces at the catenary poles can be calculated by the following equation:. = (Q + ( Q SPL)) [ 6 ] F Vert cant cat. Where: ( 1 ) F vert. : Vertical moment (Nm) ( 2 ) Q cant. : Cantilever weight (N) ( 3 ) Q cat. : Catenary weight (N/m) ( 4 ) SPL : Span length (m) Horizontal Forces The reacting radial or horizontal forces are caused by: Staggered catenary Curve-depending forces on catenary wires and feeder cables Wind forces on catenary wires, cables, poles, and other structures Stagger Forces The following equation is a sample to calculate stagger-caused forces on messenger wires. 4 THMW bmw STMW = [ 7 ] SPL 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

50 Where: ( 1 ) ST MW. : messenger wire forces (Nm) ( 3 ) TH MW : messenger wire tension (N) ( 4 ) b MW. : Messenger wire stagger (m) ( 5 ) SPL : Span length (m) The equation as follows can be used to calculate stagger-caused moment on contact wires: 4 THCW bcw STCW = [ 8 ] SPL Where: ( 1 ) ST CW. : Contact wire forces (Nm) ( 3 ) TH MW : Contact wire tension (N) ( 4 ) b MW. : Contact wire stagger (m) ( 5 ) SPL : Span length (m) Curve-depending Forces The following equation can be used to calculate the curve-depending forces: F C SPL THn = [ 9 ] R Where: ( 1 ) F C. : curve-depending moment (Nm) ( 3 ) TH n : wire tension of defined wire s (N) ( 4 ) R. : curve radius (m) ( 5 ) H n : heights of concerned wire (m) 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

51 Wind-depending Forces Wind forces react at wires and pole structures. The following equations shall show methods to calculate the various conditions Wind Forces at Catenary Wires Contact / Messenger Wires FW n = c A b [10] Where: ( 1 ) FW n : Wind forces at n-wire (N) ( 2 ) c : pressure coefficient ( 3 ) A : wire diameter (m) ( 4 ) b : dynamic wind pressure (N/m²) Wind Forces at Feeder Wire FW FW = c A b [11] Where: ( 1 ) FW FW : Wind forces at feeder wire (N) ( 2 ) c : Pressure coefficient ( 3 ) A : Wire diameter (m) ( 4 ) b : Dynamic wind pressure (N/m²) 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

52 Wind-depending Moments, at Feeder Wires MW FW = FW FWH [12] FW Where: ( 1 ) MW FW : Feeder wire moment wind-depending (Nm) ( 2 ) FW FW : Wind forces at feeder wire (N) ( 3 ) FWH : Feeder wire height (m) Wind Forces at Catenary Pole FW pole = c A b [13] Where: ( 1 ) FW Pole : Wind forces at pole (N) ( 2 ) c : Pressure coefficient ( 3 ) A : Pole area (m²) ( 4 ) b : Dynamic wind pressure (dan/m²) Wind-depending forces at Catenary Pole MW Pole = FW PL / 2 [14] Pole Where: ( 1 ) MW Pole : Wind-depending moments at pole (Nm) 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

53 ( 2 ) FW CW : Wind forces at Pole (N) ( 3 ) CWH : Pole length (m) 5.2 Total Moments at Pole Base / Foundation Top Conclusively and on the base of figure 1, the total theoretical moments reacting at the pole base / foundation top can be calculated by the following equations at pole base / foundation top, can be I. Vertical Moments M V ( Qcat. + Qcant ) am = [ A ] Where: ( 1 ) MV : Vertical moments (Nm) ( 2 ) Qcat. : Catenary weight (N/m) ( 3 ) Qcant. : Cantilever weight (N) ( 4 ) am : Distance pole track axis (m) II. Horizontal Moments M H1 ( STCW + STMW ) hm = [ B ] Where: ( 1 ) MH1 : Horizontal moment 1 (Nm) ( 2 ) ST CW : Stagger force contact wire (N) ( 3 ) STMW : Stagger force messenger wire (N) ( 4 ) h m : Contact wire height + system height / 2 (m) 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

54 M H2 ( CFMW + CFCW + WFMW + WFCW ) hm = [ C ] Where: ( 1 ) M H2 : Horizontal moments 2 (Nm) ( 2 ) CF MW : Curve forces at messenger wire (N) ( 3 ) WF MW : Wind forces at messenger wire (N) ( 4 ) CF CW : Curve forces at contact wire (N) ( 5 ) WF CW : Wind forces at contact wire (N) ( 6 ) h m : Contact wire height + system height / 2 (m) M Pole = FW Y [ D ] Pole Where: ( 1 ) M Pole : Wind moments at pole (Nm) ( 2 ) FW Pole : Winf forces at pole (N) ( 3 ) Y : Half pole length (m) M F ( C + W ) FH = [ E ] F F Where: ( 1 ) MF : Feeder moments (Nm) ( 2 ) CF : Curve forces at feeder wire (N) ( 3 ) WF : Wind forces at feeder wire (N) ( 4 ) FH : Feeder height (m) 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

55 MP total = A + B + C + D + E + F [ F ] Where: ( 1 ) MP total : Pole moments total (Nm) ( 2 ) A : Equation A (Nm) ( 3 ) B : Equation B (Nm) ( 4 ) C : Equation C (Nm) ( 5 ) D : Equation D (Nm) ( 6 ) E : Equation E (Nm) ( 7 ) F : Equation F (Nm) In case of a twin-cantilever arrangement at poles, the values of the second system have to be added and only equation D is present one time. 7P Gen. Guidelines; A1 Calculation Methods _Appendix-1_OCS-Calculation.doc : Version

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63 Ed. 1/CDV IEC 28 Figure 4 Examples for extended lightning protection zones Bonding network Earth termination system All drawn connections are either bonded structure metal elements or bonding connections. Some of them may also serve to intercept, conduct and disperse the lightning current into the earth. Figure 5 Example of a three-dimensional earthing system consisting of the bonding network interconnected with the earth termination system

64 , N PE PEN

65 1. Assembly Instructions 1.1 Connection with the casing Earthing plates DB-16 can be fastened to the casing as shown in the following. It has to be ensured that the earthing plate and casing are connected as closely together as possible. This is achieved by pressing the connection surface of the earthing plate plane-parallel against the casing Connection with the reinforcement The electrically connected conducting rods of the reinforcement, designated as earthing conductor, should have a minimum diameter of 16 mm. The flat welding tongues are connected to these rods by arc welding. To avoid reduction of the cross sectional area, the root of the welding seam must be at least 4 mm The casing is bored through and the earthing plate is drawn tight against the casing with an M16 bolt. This bolt is removed before removing the casing. L + L < 90 mm The earthing plate is connected to the casing with nails in the three indents. After removing the casing the three nail spikes are to be removed For an easy assembly, it is recommended to use a threaded rod with a nut and, depending on the casing material, with a washer. First, screw the threaded rod into the blind hole of the earthing plate by hand. Ph:

66 FDB-16 SDB-16 WDB-16 Design 1 TDB-16 EDB-16 WDB-16 Design 2 KDB-16 KDB/FF-16 FDB-F WDB-16 Design 4 KDB-16 Special Design WDB-16 Design 7 FDBC-16 FDBS-16 Linear connection DB16 cable NYY- 0 Angular connection DB16 cable NYY- 0 Symbol Designation Application Earth bond construction 1 (l > 25KA) Const. 1(l< 25 ka) Constr. 2 (l > 25KA) consisting of a cable NYY- 0 1x70 mm Earthing plate DB 16 welded ÿ 50 / M16 ÿ 50 / M16 with welded-on earthing plate DB 16 and or welding tongue Welding tongue L. 100 mm 30 X 4 mm 40 X 5 mm Earthing bonds of construction 2 (lk > 25KA) Cable NYY mm 95 mm consisting of a cable NYY- 0 1y95 mm Compressed earthing plate DB 16 ÿ 50 / M16 ÿ 50 / M16 with welded-on earthing plate DB 16 and or welding tongue Compressed welding tongue 6 X 25 mm.8 x 31 mm The normal length of the welding tongue is 100 mm. With earthing links of construction 1 and 2 all earthing plate The length is given separately connections (welded on or pressed) and the compressed e.g. with 400 mm. For KDB- 16 with length L as required by KDB/ FF- 16. welding tongues are sheathed with heat-shrink sleeving Angular connection DB 16 with welding tongue Linear connection DB 16 with cable NYY- 0 For construction 1 Type KDB- 16 For construction 2 Type FDB- 16 Angular connection DB 16 with cable NYY- 0 T- connection DB 16 with cable NYY- 0 Type WDB- 16 Type WDB- 16 design Connection DB16- cable NYY- 0 Connection DB16- cable NYY- 0 Connection: cable NYY X25 steel cable NYY X31 steel Weld seam Welding to steel reinforcement Length L per side min. 45 mm Ordering example:... pieces TDB pieces SDB pieces FDBC pieces FDBSD - 16 Special designs Construction 1 Construction 2 Construction 1 Construction 2 only according L = 2000 mm L = 500 mm L = 500 mm L = 1000 mm to a sketch A = 1000 mm B = 300 mm Usable for: Overhead line regulations of the DB Seen Frankfurt/Main TZF 73 on Issue Date Dimensions without Scale reference to tolerance 3 Ebs BL. 1 Date Name Summary of types of CADWELD Earthing Bonds Reviser Dingemans Checked F. from Erp Standard Plan chk. 1 Sheet Cross Section View Date Name Resp. Change Date Name Orig. 3 CD d Repl. for 3Ebs / Repl. by B Ph:

67 Application Examples Cross section Example of a connection with an earthing connector View Example of a connection with wire 10 DIN St34 Hex. head screw M16x20 A4 ISO 4017 Alternative : CuNil. 5Si Washer 18 DIN 126-Cu Earthing bond according to 4 Ebs Earthing of railings in the case of bridges Hex. head screw M16x25 A4 ISO 4017 Alternative : CuNil. 5Si Washer 18 DIN 126-Cu Wire 10 DIN St 34 3 Ebs All screw connections are to be tightly fastened with a wrench and of the angular steel fitted to the protruding protection against unintentional contact, without protruding protection against unintentional contact and a spacing between the floor space and the Connection for current collector stop rail parts under voltage less than 5m. Earthing connector acc. to 4 Ebs L60x6 DIN 1028 Design similar to 2Ebs Current collector stop rail Protection against unintentional Cap Cap contact Detail Y Detail Y Cross section A-A railway earthed angular steel Earthing connector acc. to 4 Ebs L60x6 DIN 1028 Detail Y in direction of arrow Detail Y in direction of arrow Cross section A-A in direction of arrow Bridging of: Bridge piers - bridge decks expansion joints, concrete sections Earthing connection acc. to 4 Ebs Detail Z Detail Z in direction of arrow Ph:

68 Measures to be taken for earthing when including slack reinforcement Concrete Decks Spacing inner-outer reinforcement Measures to be taken for earthing without including slack reinforcement Switch panel Wall thickness 5-10mm Earthing plate DB 16 Plastic screw DBM 16 with break-off position Switch panel Earthing plate DB 16 CADWELD-Welding sheathed with heat-shrink sleeving Cable NYY-0 1 x 70/95 CADWELD-Welding sheathed with heat-shrink sleeving Connecting tongue 30x4 for building site connections. A or E welds considering DIN 4099 Weld connection The cross sectional area at the root of the welding seam must be at least 4 mm. during the building phase. Assembly information Cable NYY-0 1 x 70/95 6 screws M16x40 DIN 933-St Washer 18 This connection applies only to the fastening to switch panels It is to be removed before removing the casing. The fastening of the earthing plates to the switch panels can also be made with nails in the nail inserts. After removal of the casing the nail spikes that stick out are to be removed. The protection foil stuck on the front side of the earthing plates serves as a protection to threads during the building phase. It is to be removed before screwing in a conductor. Remove foil before screwing on a conductor Accompanying drawings: 2 Ebs Ebs Ebs Ebs Ebs Source of supply for earthing bonds: ERICO GmbH, Schwanenmühle This connection applies to rods with a minimum diameter of 10 mm. For smaller diameters a longer terminal lug is to be selected which is to be welded on more often, as is appropriate. By the use of a casing carriage the seating of the earthing plates is determined accurately by borings. This seating may not be obstructed by reinforcement rods. When pressing on the reinforcement, sufficient room must remain for the earthing bonds. The earthing plate is to be fastened firmly to the casing carriage with the plastic screw DSM16. This screw is not to be removed before removing the casing. The head is to be knocked off with a hammer, the remaining part protects the threaded hole from of the subsequent damage and can be removed with a hexagonal socket key. When fitting earthing bonds it has to be ensured through the use of spacers or transposition of conductors that the bonds do not contact the casing skin. Only an adequate concrete decking protects against consequential damage due to corrosion. The vibrators are to be handled carefully during compacting of the concrete near the earthing plates. If struck directly there is a danger of breaking the plastic screw. Usable for: Overhead line regulations Drawing revised 1.93 Dimensions without reference to tolerance DIN BZA Munich Jan Date Name Reviser Stein Checked Standard CD e Issue Date Scale 2 Ebs Information about the arrangement of railway earthing on buildings with CADWELD type earthing bonds Changes Date Name Orig. ERICO CD Repl. for 2Ebs /05.85 Repl. by Sheet 1 1 Sheet Ph:

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