SUMMER TRAINING AT

TrD AISHBAGH
LUCKNOW

SUBMITTED BY:

VAIBHAV KUMAR YASHASWI

B.TECH, 3rd Year

ELECTRICAL ENGINEERING

MNNIT ALLAHABAD

ROLL NO. : 20162001

 ACKNOWLEDGEMENT

I am extremely thankful to the members of TrD AISHBAGH, LUCKNOW for their

kind support and co-operation during my 4 weeks of training period.

I would like to acknowledge Mr. SANDEEP SIR (Senior Section Engineer, TrD
Aishbagh) for giving me this fortunate chance to learn the various applications of
electrical engineering in railway. I express my sincere gratitude towards him for
his wonderful guidance in the department.

I am even indebted to Prof. Rakesh Narayan (TPO In-charge, Motilal Nehru

National Institute of Technology, Allahabad) for his initiation as without his I
wouldn’t have got this opportunity to endure this summer training.

Finally, I thank all those who have helped me in the success of my training
program. They have added a lot to my knowledge.
Schematic diagram of OHE
 Neutral section
A short section of insulated dead overhead equipment which separates the sectors fed by two
adjacent substations which are normally connected to different phases.

In dc traction, supply to OHE can be provided from both ends so that voltage drop can be
reduced and in such a case substations operate in parallel. In case it is felt necessary, say for sake
of convenience in maintenance, to have some boundary of supply between two substations, it can
be had simply by means of insulated overlap. There will be no damage in this case even if
pantograph bridges the OHE.

But in single phase ac traction above arrangement is not permissible because adjacent substations
tap different phases of the three- phase system so as to equalise load on the three phases. So
momentary passing of pantograph under insulated overlap will result in short circuit between two
phases of the supply system and damage the pantograph and OHE. This situation is avoided by
interposing a small length of OHE, called the neutral section.

It is insulated from both sides and is not connected to any source of power supply. Its main
function is to allow physically smooth and electrically sparkles passage of pantograph from one
section to the other. As per Indian Railway practice, neutral section is located in the middle of
two feeding posts and in front of sectioning and paralleling post.
Important precautions in connection with neutral section are given below:
1. Neutral section should be located far away from stopping signals so that the train can pick up
enough momentum to enable it to coast through the neutral section without difficulty because
there is no power supply in the neutral section.

2. Neutral section should neither be located on upgradient nor on curves because neutral section
has to be negotiated with power off.

The best position for its location would be at mid sections between two feeding posts, away from
stopping signals and on down gradient in case of single track or straight level section in case of
multi-track.

3. It is essential that the length of the neutral section should be as small as possible but not of
length less than the spacing between extreme pantographs. This is because the train is to
negotiate the neutral section with power off and if it gets stalled in this section, there will be
dislocation in the traffic and arrangements will have to be made to feed the neutral section. In
case its length is shorter than the spacing between extreme pantographs, they will short circuit
the OHEs supplied from different phases.
 Overhead equipments
1-Masts and portals

2-Cantilever Assembly

3-Contact and Catenary Wire

4-Dropper

5-Auto tensioning device (ATD)

Cantilever assembly
Main parts

– Stay tube – Bracket tube

– Steady arm – Bracket Insulator

– Stay arm Insulator – Register arm

– Suspension clamp
 Jumper
A conductor or a grop of conductors for electrical continuity not under tension which forms
electrical connection between 2 conductors or equipments.

Jumper connections
The following types of jumper connections, using stranded copper conductors and PG clamps,
are in common use in 25kV OHE :-

1. In-span jumpers of approximately 50 mm2 cross-section for electrical continuity between

contact and catenary wires, at intervals not exceeding 400m.

2. Potential equalizer jumpers of approximately 50mm2 cross-section at insulated over-laps and

neutral sections to keep the portion of OHE between the cut-in insulators and the nearer
anchorage at the same potential as the adjacent run of OHE.

3. Continuity jumpers of cross-section 105mm2 to provide electrical continuity between the two
portions of OHE at uninsulated overlaps and between the main line OHE and turn out/ cross over
OHE at turn-outs/cross-overs.

4. Jumpers of cross-section 105mm2 or 150mm2 between feeders and OHE at feeding points.

5. Jumpers of cross-section 50 mm2 provided between out-of-run OHE and anticreep wire as an
anti-theft measure.

Jumper connections play a vital part in maintaining continuity of supply. On account of the up
and down movements of the contact wires, the jumper connections are bent to some extent every
time a pantograph passes through. With repeated bendings the strands of the flexible jumper
connections are liable to get broken in course of time on account of fatigue. To guard against this
possibility, special attention should be devoted to the jumpers during periodical maintenance.

The essential requirements for reliability of jumpers are -

1. Sufficient length and adequate looping to provide flexibility so as to prevent failure on account
of repeated up and down movements and movements on account of elongation and contraction of
OHE due to temperature variations.

2. Adequate cross-section to carry the normal currents and possible overloads due to shut-downs
on adjacent lines, as well as faults.

3. Proper bonding and tin soldering of the ends.

4. Proper seating and tightness of connections at PG clamps.

Dropper and bonds

• DROPPERS –

A fitting used in overhead equipment construction for supporting contact wire from catenary

• BONDS –

An electrical connection across a joint in or between adjacent lengths of rail

Types of bonds-

1-Continuity - maintaining continuity of rail circuit at crossing and junctions.

2-Cross - connecting together 2 rails of a track or rails of adjascent tracks.

3-Impedance - used to bridge an insulated rail joint in actrack circuited sections in areas
equipped for electric traction.

4-Rail - electrical connection across a joint between two adjascent lengths of rail as part of the
track return.

5-Structure - electrical connection betweensteel work of track structure and overhead

equipments.
 Earth rod
A ground rod or a ground field's only purpose in life is to have a designed electrical path to
dissipate a static discharge voltage (such as Lightning) to earth

It is made of non conducting fibre material

Its head is made up of composite material.

It consists of four rod each of 1.67m length.

 Operating rod
Operating Rod is convenient to handle and easy to work, it is light weight and vibration free. It is
designed in various formations, which is proved to be used in earthing, tree cutting, D O-Fuse,
AB Switch and many applications.

Features: Ideal for energized high-voltage electric power lines.

It consists of four rods each of 1.5m length.

Insulators
Types:

1. ST
2. BT
3. 9 tonne
4. Bracket
5. Section
6. Core
7. Padestal
8. Stay arm
9. Disc
10. Post
 Section insulator assembly
Section insulators assembly is used to provide electrical isolation between two elementary
sections which are otherwise continuous. They are used mainly on crossovers, diamond crossings
and turnouts for loops and sidings to isolate section from main line. They may be used on main
lines to form neutral sections in heavily graded sections, suburban sections and at inspection pits
on secondary lines as well as lines for sheds for maintenance and inspection.

The assembly comprises of a strain insulator with two runners connected to one of contact wires.
The bottom of the runners is at the same height as the contact wire on the other side, and so
shaped as to allow a smooth passage of the pantograph underneath it. The two runners overlap
with the contact wire on the other side for a short length to ensure that there is no interruption in
the current drawn by the locomotive as it passes underneath the section Insulator. The flexibility
of the OHE is reduced where a section insulator assembly is provided.
 Procedure of sectioning
1. Applied traffic and power block after getting permission from station master.
2. Clamp earth rods on both ends of section to be isolated.
3. Test it on BT.
4. A slight spark would be generated grounding the left charge.
5. Section has been isolated for working.
 Overlaps for section insulators
In electrical circuit, the series and parallel connections are made using junction box, twisted of
cables together, soldering, brazing, etc.

This is not possible in case of overhead contact and catenary wire. Similar purpose in OHE is
achieved through overlaps. Overlap is defined as an arrangement where two set of contact wire
runs together in parallel for a short distance without any mechanical or electrical connectivity but
facilitating smooth movement of pantograph over it. The two contact wires are either connected
firmly by a jumper or an isolator/ interrupter. It is called un-insulated overlap when connected
firmly and insulated when connected through a switch like isolator or interrupter. The need for
the overlaps arises because of

1. Restriction on the length of the conductor due to handling of weight, drum size, tension to
restrict the sag and elongation due to temperature variation depends on length.
2. Maintenance management of higher length is difficult for schedule replacement, kink
attention etc.
3. Separate tension length of loop line, yard lines, loco maintenance lines, etc.
4. Segregation of section to minimize the faulty section to minimize the impact of fault on the
running of trains.

It is of two types:
Insulated-
Insulated overlaps are installed chiefly for providing isolating facilities required for the operation
and maintenance of OHE. In case two lengths of OHE belong to two adjacent elementary
sections, there will be insulated overlap span. Insulated overlaps are also provided at feeding
posts, sub-sectioning posts and booster stations.

Insulated overlaps are similar to un-insulated overlaps except for the following:
1. In order to avoid accidental contact between the contact wires, gap between them is kept more
in case of insulated overlap.

2. Electrical continuity between the two sections is maintained by means of jumper connections
in series with isolator or interruptor. With such an arrangement, a section can be made dead and
work can be carried out on the other equipment away from the overlap.

3. The anchoring portion of the catenary and contact wire is separated from the rest of the portion
by means of insulators provided at a distance of 2.5 m from the supports and within overlap
span. The tail ends of the anchoring OHEs are connected to the other nearby equipment so as to
prevent it from attaining any other potential.

In dc traction, single span insulated overlap is employed. Lateral separation between the two
equipments is kept as 0.3.m for 1,500 V and 0.4 m for 3,000 V. This separation is maintained by
means of insulated rods clamped on to the wires. In 25 kV ac traction system, this lateral
separation is increased to 0.5 m. Three span overlap is the normal type of insulated overlap
provided on 25 kV ac OHE with swiveling type of bracket assemblies.

Uninsulated-
In case OHE is made continuous, which is possible by splicing of conductors, long lengths of it
would be affected whenever there is a fault or damage. It will also need long time for
rectification of damage. It is, therefore, essential to divide the length of elementary section into a
number of sub- elementary sections each of which is separated from its adjacent one by means of
what is known as an uninsulated overlap. In an uninsulated overlap, two contact wires belonging
to two adjacent sub-elementary sections are run parallel to each other for at least one span and
electrically connected to each other by means of jumpers.

The distance between the overlaps is restricted owing to the following reasons:
1. Limited size of the conductor and the weight of the drum on which conductor is rolled. This is
to avoid difficulties encountered in handling in transportation.

2. Necessity of isolation of portions of OHE affected by the fault for effective operation and easy
maintenance. It makes necessary that overlaps are provided at lesser intervals.

3. The friction of components used on swiveling type of bracket assemblies. This makes difficult
to maintain uniform tension in the conductors in case the length of the OHE between anticreep
and regulating equipment is long.

Length of regulated OHE is, therefore, never exceeded 1.5 km. Three span overlap is normally
provided on regulated OHE with swiveling type bracket assemblies as standard overlap for 25
kV ac traction. The gap provided between two contact wires, in parallel running portion is about
20 cm which is maintained by mechanical linkage of the conductors.
 Atd
Auto tensioning device – A device for maintaining the tension of OHE conductors constant
under all ambient temperature conditions. – Such OHE is called regulated OHE.

Automatic Weight Tension and

Temperature Compensation:
For sparkles current collection by pantograph collector under high speeds it is necessary that the
contact wire should not only remain horizontal at the time of erection but should remain so under
all conditions of temperatures and wind pressures likely to be encountered in the service.

In an unregulated OHE, in which there is no provision for temperature compensation, sag and
tension in catenary and contact wire are so adjusted that contact wire remains approximately
horizontal at the time of erection. This type of unregulated OHE is not suitable for current
collection at high speeds as encountered on main lines as tension varies inversely as temperature.
It affects the stiffness of the line and its dynamic behaviour.

In order that the contact wire remains at the same level under all weather conditions, it is
necessary to keep the tension in the catenary and contact wire constant under all temperatures
likely to be encountered in service and allow movements of wires along the track which result
due to changes in temperature. This is achieved by using regulated OHE at either end of the
tension length.

The tensioning device consists of a pulley block or a winch with suitable reduction ratio (about
5). Increase in tension reduces the static elasticity of the OHE and makes it more uniform and
thus improves the dynamic behaviour and current collection. Contact and catenary wires are
given tension of about 1,000 kg each so as to limit the lateral stresses exerted on the masts and
foundations due to increase in tension.

Cast iron weights of 400 kg are required by the automatic tensioning device in order to develop
tension of 1,000 kg in each of contact and catenary wire. In order to prevent longitudinal to and
fro oscillations of OHE in the running condition of train, it is fixed in the centre, which is known
as anticreep. For the temperature range experienced in electrified sections in India, maximum
distance between the anticreep and the end of tension length i.e., half tension length is restricted
to 750 metres.

Weight tensioning has the following advantages:

1. Sparkless current collection under all atmospheric conditions with consequent reduction of
wear and tear of both contact wire and collecting strips of pantograph.

2. Automatically taking up of creep of the conductors by the tensioning device with the passage
of time.

3. Some economy in the design of the supports and foundations because below 40°C
temperature, the highest tensions attained are considerably less than with unregulated OHE.

4. Alleviation of problem of providing adequate clearances under over-line structures and in

tunnels as with fixed tension in the OHE, fluctuations in its height are eliminated.

5. Owing to contact tension in the conductors, there is only one critical velocity of propagation of
waves in the contact wire and this velocity is usually greater than that of unregulated OHE. In
high speed traction, it is very important that there should be only one critical velocity of
propagation and this should be higher than the speed of the train. From this point of view, the
regulated OHE is advantageous because it has only one critical velocity much higher than the
maximum speed of the train.

Contact wire
– cross sectional area - 107 sq.mm.

– diameter - 12.24 mm

– normal tension – 1000 kg

– breaking load – 3905 kg

It is a single wire made of copper and ferrous

Catenary wire
– cross sectional area - 65 sq.mm.

– diameter – 10.50 mm

– Normal tension – 1000 kg

– breaking load – 3920 kg

It is a bundled wire with 21 strands

 Clearance
•The minimum distance in air between live equipment and the nearest earthed part.

• Vertical i) long durations 320 mm ii) short durations 270 mm

• Lateral i) long duration 320 mm ii) short duration 220 mm

Implantation
• The horizontal distance from the nearest face of traction mast to the centre line of track

• The nominal IMPLANTATION of mast is 2.5 m.

• Can be lowered to 2.36 m (with the approval of EIG)

Feeder
A conductor connecting

a) A substation with a feeding post or,

b) A feeding post with the OHE

Mast
A single vertical post embedded in the foundation or otherwise rigidly fixed in the vertical
position to support the overhead equipment with cantilever assembly. It may be rolled section or
fabricated. The uprights of portals and TTCs are also called masts.
 Return conductor
A conductor which carries return current from the tracks to the substation in the booster
transformer system.

Tower wagon
• Used for maintenance of OHE and for attending to break downs.

• Carries necessary tools for maintenance and break downs such as tackles, straining screws,
clamps, ropes, ladders, adequate stock of insulators, length of contact and catenary wires and
other OHE fittings.

• Types of Tower wagon –

– Four Wheeler (speed potential upto 75 KMPH)

– Eight Wheeler (speed potential upto 110 KMPH)

1. OHE inspection car has a key role in the maintenance of OHE and for attending to break-
downs. The satisfactory upkeep of the car is, therefore, of utmost importance. ATFO (OHE)
should ensure that the car under his control is maintained satisfactorily and is available at all
times for attending to OHE and for use in the event of break-downs.

Each car should carry necessary tools for maintenance of OHE and attending to break-downs,
such .as tackles, straining screws, clamps, ropes, a minimum of two ladders as well as an
adequate stock of insulators, lengths of contact and catenary wires and other OHE fittings. An
approved list of tools and equipment to be carried in each car should be issued by DEE (TrD).
ATFO (OHE) should ensure that tools and equipment as per the approved list are always
available in the car.

Environmental effects
• Pollution causes large number of insulator – flash over.

• Pollutants provide creepage path resulting into flash over of insulators and consequent creeping
of circuit brakers.

• Types of pollution

– Saline pollution – caused by salt deposits in coastal areas.

– Chemical and industrial pollution - caused by waste from industries like hydrochloric acid,
Sulphuric acid, particles of urea, cement etc.
 Maintenance schedule
• Foot Patrolling – For visual inspection of every part of OHE.

• Trolley Inspection – To observe closely the OHE during day time.

• Current Collection Tests – To detect points at which contact between the contact wire and
pentograph is unsatisfactory resulting in sparking. These tests are performed at night.

• Special Checks – More frequent attentions on items such as Insulators , section insulators,
Isolating switches, earth connections, Bird nest etc.

• Annual Maintenance and OHE Inspection Car Check – Replacement of defective fittings,
checking and correction of clearances, heights, staggers, Checking of Masts, portels, contact wire
and catenary wire, insulators, neutral sections, regulating equipments, clamps etc.

• Periodical Overhaul – At the interval of four years.

• Re-tensioning of Unregulated OHE – At every six months.

Maintenance-
1-general
The OHE is subject to dynamic oscillations due to the constant contact and movement of the fast
moving pantograph coupled with wind pressure. It is necessary to maintain the OHE in perfect
condition through proper checks on its geometry and all parameters adopted in the design.

The following schedules of maintenance for the OHE are required to be followed to ensure good
current collection as well as safety of installations and personnel :-

(i) Foot Patrolling

(ii) Trolley Inspection

(iii) Current Collection Tests

(iv) Special Checks

(v) Annual Maintenance and OHE Inspection Car Check

(vi) Periodical Overhaul

(vii) Re-tensioning of Unregulated OHE.

2. The importance of OHE arises from the fact that it is extensive, with a very large number of
insulators, fittings and other parts; failure of any one of which may result in dislocation of train
services for appreciable periods until the defect / breakdown is rectified. The adjustment work is
particularly important at cross-overs and at overlaps spans since any departures from the
standards laid down could cause entanglement of the pantograph with the OHE, with serious
repercussions. The need for a thorough detailed inspection of every part of the installation, mast
by mast need not therefore be over-stressed.

2-line
Patrolling of all overhead lines should be done before and after the monsoon . The frequency of
patrolling of the overhead lines for the rest of the period will depend on local conditions. The
patrollers should write the inspection notes and pass them on to the maintenance gang for
carrying out repairs. The patrollers. should be equipped with inspection books, drawings, tape
and binoculars. The main points to be noted while patrolling are as follows:

a) Structures:- Leaning structures; deformed members; buckled structures; missing fasteners and
members; accessories removed; protective coatings like galvanizing or paints disappeared;
suspension and strain insulator attachments damaged.

b) Foundations - Signs of external damage; settled and washed out soil below normal ground
level over foundations within uplift frustum perimeters; tilted stubs; cracks or breaks in chimney
top; slippage of stubs from encasing chimney concrete; uneven settlement of footings;
disappearance of gravel blanket protection; backfills embankment and its covers (rip-rap or
revetment); damage to retaining walls, abutments and breast walls and disappearance of external
earth backing retaining walls below designed lines.

c) Insulators and Fittings:- Damage to insulators, heavy surface pollution, missing locking
devices like nuts, washers and pin, burnt out fittings, deflected strings, damage to protective
coatings. The cracked insulators, bird droppings, dense spider webs, kites with threads hanging
on the insulators string.

d) Conductors and Jumpers:- strands cut and opened up; loose jumpers out of shape and causing
infringement of clearance of live wire to earthed metal parts, dead birds, fallen branches or fallen
trees on conductors.

e) Earthing Equipment- Damaged, broken or missing earthing strips.

f) Right of Way and Clearance:- Shrubs and trees within right-of-way causing obstruction and
infringement of clearance of bottom conductor to ground ; objects within line clearance
excavation. In no circumstances, however, clearance measurements should be taken from live
line.

g) Foreign Objects:- Construction works near lines causing infringement in line safety or
electrical clearance; birds' nests on structures; use of structure for applying permanent support or
pull to other objects; huts newly constructed underneath lines, and embankments/fencing.

Power block
Means blocking of section of line to electric traffic only.

Duty of field supervisors

The field supervisors in-charge of OHE (ATFO, chargeman, Inspector etc.) will be under the
CTFO (OHE) and each supervisor will be responsible for the following:

1. maintenance of the OHE and allied installations in his jurisdiction in accordance with the
prescribed schedules.

2. submission of the requirements of power blocks for OHE maintenance, in co-ordination with
permanent way maintenance as far as possible, so as to take maximum advantage of traffic
blocks.

3. detailed inspection of OHE under his charge by push-trolley or on foot as indicated in para
20322 and 20323.

4. scrutiny of daily foot-patrol and other reports of defects and take prompt action to remedy the
defects brought out.
5. close supervision of the maintenance gang under his control to ensure a high standard of work
and compliance with prescribed schedules.

6. keeping the organization under his control in readiness to deal with break-downs.

7. guidance to the maintenance staff for the proper execution of work in accordance with
standing instructions.

8. ensuring that tools and equipment under his charge are properly cared for and maintained in
proper condition.

9. keeping watch and taking necessary action to recoup stores and spares required for his
jurisdiction.

10. preparation and submission of periodical reports and returns to superior officials as laid
down.

11. keeping CTFO (OHE), AEE (TrD), DEE (TrD) and Sr. DEE / (TrD) informed of all
important developments and seeking their guidance when required.

12. carrying out any other duties allotted by superior officials.

Problems associated with ohe

Overhead line equipment can be adversely affected by strong winds causing wires to swing.
Power storms can knock the power out with lightning strikes on systems with overhead wires,
stopping trains following a power surge.

During cold or frosty weather, ice may coat overhead lines. This can result in poor electrical
contact between the collector and the overhead line, resulting in electrical arcing and power
surges.

Overhead line equipment may require reconstruction of bridges to provide safe electrical
clearance

Overhead equipment, like most electrified systems, requires a greater capital expenditure when
building the system than an equivalent non-electric system. While a conventional rail line
requires only the grade, ballast, ties and rails, an overhead system also requires a complex system
of support structures, lines, insulators, power-control systems and power lines, all of which
require maintenance. This makes non-electrical systems more attractive in the short term,
although electrical systems can pay for themselves eventually. Also, the added construction and
maintenance cost-per-mile makes overhead systems less attractive on long-distance railways,
such as those found in North America, where the distances between cities are typically far
greater than in Europe. Such long lines require enormous investment in overhead line equipment,
and major difficulties confront energizing long portions of overhead wire on a permanent basis,
especially in areas where energy demand already outstrips supply.

Precautions
1-The continuity of the cable connection between the top clamp and the earthing clamp should
be checked once a fortnight.
Cable should be renewed if more then 20% strands are broken. During use, cable should be
continually examined for fraying and breakage of strands.
Discharge/Earthing pole assembly should be inspected by TFO/ATFO once a month.

2-During accidents when slewing the OHE and in similar circumstances, the discharge/ earthing
pole assembly should be provided at a location where it is not likely to be interfered with during
crane working or due to work on the permanent way.

3-Protective Helmets

At the work-site, staff are advised to wear helmets to protect their heads against any tools or
equipment which may drop down accidentally, as well as to minimize head injury in case of
accidental fall from a height.

4-Safety Belt .

Staff Working on structures or a ladder are advised to protect themselves against an inadvertent
fall by wearing a safety belt for supporting themselves by a rope sling.
 Some associated facts
Indian rail-
1-1 st Electric Train started on 3 rd February, 1925 on ex-Great Indian Peninsula Railway (GIP
Railway), (now Central Railway ) from Bombay VT(now CSTM) to Kurla via Harbor line, about
15.00 Km long.

2-As on 31-03-05, the electrified route is 17,280 Km which is about 27% of Indian Railways
route of about 63,000 Km

3-25 KV AC Traction introduced in 1960 which is now universally adopted in Indian Railways.

4-1500 volt DC – 400 route Km.(which is also under conversion to 25 KV AC).

5-25 KV AC, single phase 50 Hz – 16,880 route Km

Lucknow rail-
1-OHE charging -31/03/2002

2-First MEMU from LKO -27/06/2002

3- First MEMU from LJN -28/06/2002

4-First Electric loco trial -23/10/2002