DESIGN PRACTICE NOTE

RELATIONSHIP BETWEEN OVERHEAD AIR GAPS

AND SIGNALS
L1-NAM-INS-015 Version: 2 Effective from: 30th January 2014

Approval

Amendment Record

Approval Date Version Description

03/08/2013 1 Initial issue
Section 5 added for Signalling Arrangement plan and Bonding
24/01/2014 2
plan

Approving Manager: Chief Engineer Approval Date: 30/01/2014 Next Review Date: 30/01/2016
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 DESIGN PRACTICE NOTE
RELATIONSHIP BETWEEN OVERHEAD AIR GAPS
AND SIGNALS
L1-NAM-INS-015 Version: 2 Effective from: 30th January 2014

Table of Contents

1. Purpose .............................................................................................................. 3

2. Background ....................................................................................................... 3

3. The Issue ............................................................................................................ 3

4. The Requirement ............................................................................................... 4

5. Signalling Arrangement Plan and Bonding Plan ............................................ 4

6. Type Approval ................................................................................................... 4

7. MTM Standards .................................................................................................. 4

8. Appendices ........................................................................................................ 4

Approving Manager: Chief Engineer Approval Date: 30/01/2014 Next Review Date: 30/01/2016
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 DESIGN PRACTICE NOTE
RELATIONSHIP BETWEEN OVERHEAD AIR GAPS
AND SIGNALS
L1-NAM-INS-015 Version: 2 Effective from: 30th January 2014

1. Purpose
To clarify the relationship between the location of overhead air gaps and signals on the
Melbourne metropolitan railway.

2. Background
The traction overhead wiring system has air gaps at approximately 1100 metre intervals
where weights are connected to the wiring to maintain wire tension and the wiring arranged
for pantographs to move safely from one tension length to the next. The majority of air
gaps are bridged with electrical cables such that as the pantograph transitions the air gap,
there is no current flow from one overhead wiring section to the next. These are termed
“bridged air gaps”.
At substations the air gap forms the electrical sectionalising for the overhead wiring for
power connection and electrical protection purposes. These are termed “isolating air
gaps”.
Each side of an isolating air gap is connected to a different circuit breaker in the substation
such that it is possible for one overhead section to be energised and the other side de-
energised or with fault. In these circumstances, the passage of the pantograph connects
the two sides of the overhead wiring together and current flows from the wire, through the
pantograph and onto the other wire of the other section.
With the substation and overhead wiring system in a normal condition, during the time that
pantographs transition across isolating air gaps, a current flows through the pantograph
due to the different voltages arising from the volt drop in the cables between the air gap
and the substation. The current flow will be minimal and with the train in motion, the time
for current flow and hence heating of the wires and pantographs is limited.
Under fault conditions, the current flow may be very significant and exceed the capacity of
the wire to pantograph connection with overheating and mechanical failure of the wire
resulting.
Isolating air gaps should at all times be transitioned by pantographs at speed to reduce the
time that the substation sections are connected together by the pantographs which affects
the electrical protection of the system and lessens the probability of pantograph and wire
overheating.
In the worst case, the overhead contact wire may fail and require replacement.

3. The Issue
The placement of signals in the vicinity of isolating overhead air gaps presents the potential
for trains to be held and for the pantographs to connect the two overhead sections together
and carry current.
The statement in VRIOGS 012.0 Revision B, in section 4.1.4.7 is incorrect. The Chief
Engineer does not require Standard Waivers against this clause.

Approving Manager: Chief Engineer Approval Date: 30/01/2014 Next Review Date: 30/01/2016
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 DESIGN PRACTICE NOTE
RELATIONSHIP BETWEEN OVERHEAD AIR GAPS
AND SIGNALS
L1-NAM-INS-015 Version: 2 Effective from: 30th January 2014

4. The Requirement
The design and construction of isolating air gaps and signals and the relationship between
the two items is to be such that a train held at a signal cannot have its pantographs
stationary and connect the two overhead sections together.
The relationship is to be such that the signal is in advance of the isolating air gap.
The requirement is stated in MTM Standard MEST 000002-02.

5. Signalling Arrangement Plan and Bonding Plan

The signalling arrangement plan and Bonding plan shall specify, by symbology and by
numeric values, the geographic position and notation of the overhead isolating air gaps
and the relationships between the air gaps, signals and track bonding as per appendix 1
attached. .

6. Type Approval
Not applicable.

7. MTM Standards
MEST 000002-02 MTM Standard - Overhead Line Electrification

8. Appendices
Appendix 1 - Relationship Between Overhead Air Gaps and Signals

Approving Manager: Chief Engineer Approval Date: 30/01/2014 Next Review Date: 30/01/2016
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 DESIGN PRACTICE NOTE
RELATIONSHIP BETWEEN OVERHEAD AIR GAPS AND SIGNALS
L1-NAM-INS-015 Version: 2 Effective from: 30th January 2014

Appendix 1 - Relationship Between Overhead Air Gaps and Signals

Approving Manager: Chief Engineer Approval Date: 30/01/2014 Next Review Date: 30/01/2016
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