era/2013/interop/op/01 - European Railway Agency

Transcription

ERA/2013/INTEROP/OP/01
Final Report
Authors:
Paul Tobback
Jan Hauben
Technical Manager
Design Engineer
Pierre Tourbach Ramon Volgers
Karin de Groot
Project Manager
Project Engineer
12th Decembre 2013
Data collection Manager
Final Report
Authors: Paul Tobback Jan Hauben
12th Decembre 2013
Disclaimer
The information and views set out in this study are those of the author(s) and do not necessarily reflect the
official opinion of the Agency. The Agency does not guarantee the accuracy of the data included in this
study. Neither The Agency nor any person acting on The Agency’s behalf may be held responsible for the
use which may be made of the information contained therein.
Abstract
Optimized interaction of pantographs with the overhead contact line (OCL) is needed to ensure effective
and reliable operation of trains under given circumstances and to ensure the interoperability of pantographs,
i.e. the capability to operate under OCLs from different national railway networks. This capability concerns
the compatibility of the OCL geometry and the pantograph profile and sway as the overhead contact line is
designed for the accommodation of a particular pantograph profile (length and shape). Pantograph sway is
generated by dynamical behaviour of the vehicle.
TSI LOC&PAS CR sets out that at least one of the pantographs to be installed on an electric unit shall have a
head geometry type compliant with 1950 or 1600 mm (Euro pantograph, EP).
This report describes and compares the current status of Infrastructure- and OCL-designs, existing design
rules and calculation methods, national or based on TSI ENE and EN 15273. Contact wire deflection is
caused by wind load essentially and the maximum lateral position determines the span lengths. For the
smaller EP usable contact wire lateral positions are smaller.
Aims of the study are to assess the actual design margins and the possibility to adapt OCL-designs making
them suitable for both pantographs without any changes or with limited changes.
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Project ERA/2013/INTEROP/OP/01
Study on Interface EURO/1950 pantographs and OCL design
Executive summary
As a part of their dynamic behaviour railway vehicles sway, a movement that is primarily caused by track
roughness and irregularities, cant deficiency and wind loading. The sway of pantographs on vehicles has to
be limited to avoid infringement of mechanical and electrical clearances with respect to infrastructure, and
to prevent dewirement of the contact wire from the pantograph during windy conditions [bibliography (1)].
The design of an OCL depends therefore on constraints like wind load, track layout, rolling stock and
pantographs being used and thus results in specific OCL dimensions for a line or network (span length,
stagger, contact wire height, system height …).The methods for calculating the influences of the constraints
are mainly described in European standards, completed by country-specific sets of rules, referred to as
National Technical Rules (NTRs). This evolves from the fact that TSI sets out basic parameters, such as
maximum lateral deviation of the OCL, but many assumptions and different rules are used to calculate this
parameter. Therefore maximum authorized span lengths are different in the various European Union
Member States, even when the OCLs installed are in some cases similar.
Importantly, NTRs are used to maintain technical compatibility between new assets, which shall conform to
TSIs, and existing assets or processes that do not conform to TSIs.
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Historically, throughout Europe, the OCLs were designed for various local trains, with specific pantographs
and country-specific laws for wind, as illustrated in figure 1. System design goals were different in various
countries: small 1450 mm pantographs to limit clearance problems vs. large 1950 mm or even wider
pantographs to ease OCL geometric layout.
Figure 1 : Pantograph heads in Europe according to EN 50367:2006
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After introduction of the 1600 mm pantograph, two big areas remained on the conventional network: areas
where a 1600 mm is accepted, but not the 1950 mm (green countries) and areas where 1950 mm is accepted,
but not the 1600 mm (purple countries) as illustrated in figure 2.
Belgium, as far as the conventional network is concerned, accepts both pantographs, but not on its high
speed network.
Spain accepts both pantographs on the high speed network, but the conventional network has not been
checked for the 1600mm pantograph.
Figure 2 : Pantograph heads in Europe – 2 big areas
In an effort to clear this 1600/1950 barrier in Europe the research reported here puts forward two main
objectives:
 to provide to the ERA a clear analysis from the technical and economic point of view concerning
the parameters to design and adapt OCL across the EU Railway Network to make it suitable for
both 1950 mm and 1600 mm pantographs
 to provide the necessary input for a possible second phase of this research next year and future
studies to be launched by ERA
To achieve these objectives, all necessary parameters have been identified including their weight (influence)
in the final result (e.g. ep values). The retrieved parameter list was summarized in a questionnaire and
checklist which have been addressed to different Infrastructure Managers (IMs) to know their values for
each parameter. This questionnaire is added in annex A.
In the framework of the project a criticality analysis has been performed to identify design margins and
excessively large safety factors by analyzing the existing formulas and other design rules, OCL design
targets, tolerances, clearances, wind influence (OCL and vehicle) coincidence of worse case conditions,
(extreme) operational conditions etc.
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Two main problems might arise when operating pantographs on an OCLs for which it was not designed:
 dewirement of the pantograph during windy conditions when using the smaller 1600 mm
pantograph on a 1950 mm line or network
 infringement of mechanical and electrical clearances with respect to the infrastructure when using
the larger 1950 mm pantograph on a 1600 mm line or network
It is clear that both problems cannot occur simultaneously on a line or network as the OCLs are already
designed or adapted for the use of one of these two pantographs.
Besides these two main problems, local problems might occur in switches and overlaps:
 bad transitions between different contact wires when using the larger 1950 mm pantograph on a
1600 mm line or network
 dewirement of the contact wire in tangential switches when using the smaller 1600 mm pantograph
on a 1950 mm line or network
 non respect of clamp or dropper free zones leading to early wear of contact wires when using
another type of pantograph
A general problem might also occur as the contact strips of the larger 1950 pantograph might not being used
optimally anymore when circulating on a network suited for the smaller 1600 pantograph. These kinds of
networks mostly evolved from networks suited for the small 1450 pantograph and thus have low stagger
values compared to the contact strip length of a 1950 pantograph, e.g. 200 mm compared to 1030 mm. Such
conditions will cause an even more unequally distributed wear along the contact strips. Addressing this issue
shall be treated in a separate study.
To analyse the above-mentioned problems, 6 countries were chosen by ERA from the two big areas:
Belgium, France, Germany, Italy, Poland and Spain.
The first main problem, viz. dewirement, has been addressed by the calculation of the maximum span
length and lateral deviation of the contact wire under lateral wind conditions. This problem occurs in the
following countries: Belgium, Germany, Poland and Spain.
The second main problem, viz. infringement, has been addressed by a verification of the mechanical and
electrical pantograph gauge on straight lines and curves. This problem occurs in Belgium, France and Italy.

Dewirement
For the dewirement problem, the country-specific formulae and design rules were analysed and described.
From the information retrieved from the IMs, critical track and train speed conditions were extracted and
this was used to build a virtual track lay out.
As a next step, the country-specific data was implemented in our software and the result was compared to
the data received from the IMs to prove the validity of the approach. More specifically, by using our
software the maximum lateral deviation caused by a perpendicular wind on a specific type of OCL was
calculated for the critical spans and stagger values indicated by the IMs. The results were compared to the
values authorized by the IMs. As expected, by applying the country specific design parameters, the use of
smaller pantographs on OCLs designed for wide pantographs seems impossible in some cases (Germany).
After all, for economic reasons the spans were stretched to the maximal allowable value given the countryspecific design parameters and calculation methods.
Another unsurprising result is that the maximum allowable span lengths for 1600 mm pantographs are
smaller than those authorized for their 1950 mm counterparts, at least when the network has been designed
solely for a 1950 mm. On the other hand dewirement due to blow-off of the OCL seems a rare event,
indicating that the currently employed calculation methods and limits are on the conservative side.
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As a next step, the applicable European standards and UIC leaflets were critically analysed resulting in a
proposal for wider limits for the maximum allowable lateral deviation than commonly in use. It shall
however be noted that current TSI requirements do not only provide fixed value limits for each type of
pantograph, i.e. 40 cm for a 1600 mm pantograph and 55 cm for a 1950 mm pantograph, but also state that
values shall be adjusted taking into account the movement of the pantograph and track tolerances. This shall
be done according to annex E of the TSI ENE CR, which in its turn refers to the methods described in
EN 15273. The novel proposal presented in this study adapts these methods.
Finally, it was shown that by combining a modification in the stagger patterns with these wider limits for
lateral deviation, the 1600 mm pantograph can be allowed on networks designed for the 1950 mm
pantograph, at least for straight tracks and curves with radii above 5000 m. After all, changing the stagger
pattern, without positioning the contact wire too much in the center of the track, i.e. without limiting the
zigzag below the recommended value of 50cm per 100m track , is a measure that can be relatively easily
implemented to accommodate the 1600mm pantograph while keeping risks of dewirement at least as low as
they are now.
Another measure that could be taken is lowering the contact wire height, since its proportional relation to
the sway of the pantograph. However, due to the relatively low contact wire heights already employed, the
impact on the maximum lateral deviation remains negligible.
By taking into account the analysis (ANA_1) summarized above, it is possible to conclude that there was no
increased risk in running trains with 1600mm pantographs on straight tracks equipped with larger spans
initially destined for a 1950mm pantograph.
At this point, no further increase of the limits for maximum allowable lateral deviation is considered. It is
however to be expected that a further relaxation of these limits is probably due to:
 the influence of the lateral deviation limits on the real dewirement probabilities are estimated in
the second phase of this study (ANA_2) and
 a comparison of the calculation methods described in the European standards with real wind blowoff measurements will be performed.

Infringement
Mechanical and electrical clearance envelopes are well defined by EN 15273-1:2013, Gauges - Part 1:
General - Common rules for infrastructure and rolling stock, and EN 15273-3:2013, Gauges - Part 3:
Structure gauges. Each IM was asked if they apply these standards and which values were used for the
parameters included in these standards which only recommend values for most parameters. Informative
annex B of EN 15273-3:2013 contains recommended values for calculation of the structure gauge and
calculation examples in its table B.1, which can be found in table 3 further in this report. Dedicated chapters
of these standards deal with specific rules for pantograph gauges and how to calculate them.
From these general rules critical cross sections at 'minimum stagger' for each type of OCL were drawn
including a drawing of the 1950mm pantograph gauge according to the above mentioned calculation
methodology and track parameters. This immediately allowed visual verification of the mechanical
clearance between the swayed and uplifted 1950mm pantograph and neighbouring parts of the generic OCL
support and registration arrangements. Figure 3 below shows an example of the expected position of
1950mm pantograph on an SNCF/RFF OCL type V200 in a curve of 3000m with a maximum cant of 158mm.
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Figure 3 : Example of a complete SNCF registration arm assembly combined with a mechanical 1950mm
pantograph gauge including mast deflection
Verification that the swayed and uplifted pantograph, together with surrounding mechanical and electrical
clearances, remains within the electrification clearance envelopes used during electrification allocation
design, essential to assure clearance to bridges, signal structures and station awnings, has only been done for
some problematic examples provided by the IMs.
After this first phase described above (ANA_1), it is possible to conclude that there was no increased risk for
infringement except in presence of civil structures and station awnings. Infrastructure registers though were
not provided nor analyzed, so it wasn’t possible to estimate the scale of these problems apart from the two
examples given for France and Italy.
In the second phase (ANA_2) a dynamic analysis is made to determine the probability of a dewirement of
1600 mm pantographs in 1950 mm network. Because of the results of ANA 1, only the 1950 mm networks of
Belgium, Poland and Germany have been investigated. For analysis software has been used to calculate the
position of the pantograph according to EN 15273. The probability of a dewirement has been calculated
based on a Monte Carlo simulation for each train-track-curve situation. The simulations have been carried
out according to the design rules and for an optimized stagger.
Conclusion ANA 2 on the data of Belgium:

Optimisation of the position of the stagger will lead to improved wire positions and slightly lower
probabilities for leaving the conducting/working range of the 1600 mm pantograph. In reality this
is already the case as the optimized rules reflect current installation better than the provided
information.
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
If the 1200 mm conducting zone of the 1600 mm panto is enlarged to 1435 mm by including a part
of the insulating end horns of the pantograph, the dewirement probability becomes zero for the
situation according to the current standards and the optimized rules.
Conclusion ANA 2 on the data of Poland:


By optimising the stagger in curves, the dewirement probability becomes very close to zero for the
1600 mm pantograph with a conducting zone of 1200 mm. The ICE train sets have the highest
probability of leaving the conducting/working range of the 1600 mm panto.
If the 1200 mm conducting zone of the 1600 mm panto is enlarged to 1435 mm by including a part
of the insulating end horns of the pantograph, the dewirement probability becomes zero for the
optimized situation.
Conclusion ANA 2 on the data of Germany:



Optimisation of the position of the stagger will lead to improved wire positions and lower
probabilities for dewirement and for leaving the conducting/working range of the 1600 mm panto;
1950 mm pantograph: contact wire incidentally leaves the 1450 mm working zone, but not the
1550 mm conducting zone;
1600 mm pantograph: for all types of trains the contact wire frequently leaves the
1200 mm conducting/working zone on curves of 4000 m or less, but never leaves the safe zone.
Thus there is no risk of dewirement when stagger is adapted in the optimised situation.
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Table 1 shows a summary of the above stated problems and the results of phase ANA_1 and ANA_2 for each
country concerned by the study: representatives types of OCL design to be examined were defined by the
corresponding IMs.
Table 1 : OCL/Pantograph: researched problems and results
Main
problem
Country
Belgium
OCL name
Network
Type
Use of 1600 mm
Use of 1950 mm
on 1950 mm
network
on 1600 mm
network
No extra risk
(except on non-TSI
EMU !)
Possible on
straight tracks and
large curves
Possible on
straight tracks and
large curves
Cn-107
Conventional
Re100
Conventional
Re160
Conventional
CNCu
Conventional
No data
NA
2C120-2C-3
Conventional
No extra risk
NA
YC150-2CS150
Conventional
No extra risk
NA
Belgium
R1-350r
High speed
NA
France
V200
Conventional
NA
Spain
EAC350
High speed
NA
No extra risk
Italy
320 FF
440 FR
NA
No extra risk
towards OCL
except in stations
and tunnels
Germany
Dewirement
France
NA
NA
NA
Poland
Clearance
infringement
Conventional
No extra risk
except transitions
in switch zones
No extra risk
1
towards OCL
except in tunnels
It is possible to adapt OCL-designs making them suitable for both pantographs with limited changes on the
majority of the networks, but intervention is necessary on some locations.
1
switch zones to be studied
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I. Table of contents
Abstract ................................................................................................................................................... i
Study on Interface EURO/1950 pantographs and OCL design ......................................................... ii
Executive summary ............................................................................................................................... ii
I.
Table of contents ............................................................................................................................ x
II.
Introduction ............................................................................................................................ 1
A.
B.
C.
Background .............................................................................................................................. 1
1.
Current European requirements and principles ............................................................... 1
2.
ERA Objective ................................................................................................................. 7
3.
Statement of the problem - Preliminary analysis by ERA and the OCL SG .................... 8
Detailed description of the tasks to be performed under the study ....................................... 11
1.
MET_1 (linked to ANA_1): Methodology ....................................................................... 11
2.
ANA_1: Analysis of current OCL design rules ............................................................... 11
3.
ANA_2: Probability analysis of 1600 in 1950 network and vice versa .......................... 11
4.
Three extreme situations + normal situation ............................................................... 12
5.
General remark .............................................................................................................. 12
Summary of the study carried out .......................................................................................... 13
1.
III.
Research method .......................................................................................................... 13
ANA_1: Analysis of current OCL design rules ................................................................. 17
A.
B.
IV.
Questionnaires/checklists ...................................................................................................... 17
1.
Infrabel (Belgium) .......................................................................................................... 17
2.
DB (Germany) ................................................................................................................ 21
3.
PKP (Poland) ................................................................................................................. 25
4.
ADIF (Spain) .................................................................................................................. 26
5.
SNCF/RFF (France) ...................................................................................................... 28
6.
RFI (Italy) ....................................................................................................................... 30
7.
Summary ....................................................................................................................... 32
Results and discussion .......................................................................................................... 34
1.
Wind deflection .............................................................................................................. 34
2.
Clearance ...................................................................................................................... 50
3.
Comparison between mast deflection values and stagger tolerances .......................... 58
ANA_2: Probability analysis of 1600 in 1950 network and vice versa ............................ 60
A.
Dynamic analysis ................................................................................................................... 60
1.
Goal ............................................................................................................................... 60
2.
Approach ....................................................................................................................... 60
3.
Program ......................................................................................................................... 60
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4.
Vehicle input data .......................................................................................................... 64
5.
Track input data ............................................................................................................. 65
6.
OCL input data............................................................................................................... 66
B.
Pan sway limit exceedance probability build-up .................................................................... 67
C.
Results and discussion .......................................................................................................... 68
D.
V.
1.
Belgium .......................................................................................................................... 69
2.
Poland ............................................................................................................................ 73
3.
Germany ........................................................................................................................ 78
Graphical explanation of the probabilities .............................................................................. 82
Economic analysis ............................................................................................................... 85
A.
Generalized use of a 1600-pantograph – impact on Member States currently using 1950pantograph ...................................................................................................................................... 85
1.
Germany ........................................................................................................................ 85
2.
Poland ............................................................................................................................ 85
B.
Generalized use of a 1950-pantograph – impact on Member States currently using 1450 or
1600-pantograph ............................................................................................................................. 85
C.
VI.
1.
Belgium .......................................................................................................................... 85
2.
France ............................................................................................................................ 85
3.
Italy ................................................................................................................................ 86
Economic evaluation .............................................................................................................. 86
Recommendations ............................................................................................................... 87
A.
VII.
Points to discussion ............................................................................................................... 87
1.
Pantograph flexibility coefficient .................................................................................... 87
2.
Differences between UIC 606-1 and TSI ENE CR/EN 50119 ....................................... 88
3.
Transverse track defects ............................................................................................... 88
4.
Uplift ............................................................................................................................... 88
Conclusions .......................................................................................................................... 90
A.
Generalized use of a 1600 – pantograph............................................................................... 90
B.
Generalized use of a 1950 – pantograph............................................................................... 90
C.
General conclusion ................................................................................................................ 90
VIII.
Acknowledgements ............................................................................................................. 91
IX.
Bibliography ......................................................................................................................... 92
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II. Introduction
A. Background
1. Current European requirements and principles
1.1 TSI ENE HS:2008:
In table 4.2.9, Permissible data for overhead contact line geometry, it is demanded for all categories of high
speed lines that the permissible lateral deviation of the contact wire in relation to the track center line
under action of a cross wind has to be taken from:
The smaller value of contact wire deviation of either 0,4 m or (1,4 – L2) m.
The permissible contact wire deviation under the action of a cross wind shall be calculated for contact
wire heights above 5,3m and/or on curved track. It shall be calculated using the half-width of the
dynamic envelope of the European pantograph passage, L2. L2 shall be calculated in accordance with EN
50367:2006 Annex A.3 (see figure 4).
1.2 EN 50367:2006 2:
In tables 2 and 3, Overhead contact line characteristics for a.c. and d.c. systems, it is demanded that:
The maximum lateral deviation of the contact wire from the track center line under action of crosswind
shall be 0,4m.
This value is valid for contact wire heights up to 5,3m and straight line. For contact wire heights greater
than 5,3m or curved track this value shall be adjusted in accordance with A.3.
This annex A.3, Kinematics envelope for the passing of European pantograph head, stated:
Figure 4 shows the space necessary for the passing of European pantograph head on interoperable lines.
The value of L2 is obtained according to UIC-leaflet 505, Version 1997 from:
L2 = 0,74 m + 0,04 * H + 0,15 * H * C - 0,075 * C + 2,5 / R
Figure 4 : Space for the passing of European pantograph head on interoperable lines
2
This standard has been superseded by the 2012 version, which doesn’t include the paragraph
concerning the kinematic envelop anymore as it only applies to the EP and specific conditions. Instead
EN 15273 shall be used now.
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1.3 TSI ENE CR:2011
Paragraph 4.2.13.3 Lateral deviation, states:
The maximum permissible lateral deviation of the contact wire normal to the design track center line
under the action of cross wind is given in table 2.
Table 2 : Maximum lateral deviation
The values shall be adjusted taking into account the movement of the pantograph and track tolerances
according to Annex E.
This annex E states:
E.4. Calculation of maximum lateral deviation of contact wire
The maximum lateral deviation of the contact wire shall be calculated by taking into consideration the
total movement of the pantograph with respect to the nominal track position and the conducting range
(or working length, for pantographs without horns made from a conducting material) as follows:
dl = bw,c + bw - b’h,mec
bw,c – defined in clause 4.2.8.2.9.1 and 4.2.8.2.9.2 of CR LOC&PAS TSI.
The width of mechanical kinematic pantograph gauge at intermediate height, b’h,mec, is then to be calculated
according to paragraph E.2. Determination of the mechanical kinematic pantograph gauge . This is also
illustrated by figure 11 below.
From the above paragraphs it’s clear that the interface between the different subsystems (ENE, RST and
INF) was covered by setting out the value for the maximum lateral deviation d l.
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This is illustrated by the following drawings of the working range of Pantograph1950 and pantograph1600
[bibliography (2)]:
Figure 5 : Designations of contact wire positions and pantograph components
Figure 5 depicts both main boundaries needed to address the two main problems in the study: dewirement
and infringement.
The working range of the pantograph lA can be divided in the lateral contact wire position euse and
pantograph swaying D. The most extreme position of the contact wire cannot exceed the half working range
of the pantograph, otherwise dewirement might occur.
The kinematic limit Lh can be divided in the half length of the pan head and the pantograph sway and its
limit needs to be verified with the mechanical gauge to examine infringement issues.
The usable contact wire position euse depends on pantograph head geometry. For a straight track, values for
the 1600mm and the 1950mm pantographs are shown in figure 6 and figure 7.
The swaying of the pantograph on a given track varies with contact wire height and with curve radius R and
installed cant. Furthermore the sway depends on track faults as well as train and pantograph construction
parameters. As the working range can be divided in pantograph sway and contact wire displacement, the
maximum lateral contact wire position depends on the pantograph type.
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Figure 6 : Dimensions of the 1600 mm pantograph [bibliography (2)]
Figure 7 : Dimensions of the 1950 mm pantograph [bibliography (2)]
1.4 UIC 799 OR 2002 and UIC 799-1 OR 2001
The following parameter is of importance for the functioning of a high-speed contact line in order to ensure
that the wear on the pantograph contact strip is as uniform as possible, but isn’t obligatory:
Minimum lateral variation in horizontal profile of contact wire per 100 m length should be 0,50 m.
This can be interpreted in two ways:


that a zone of at least 50 cm of the contact strips should be used
that the variation of the contact wire lateral position should be at least 5 mm/m
The first interpretation leads to a minimum stagger pattern on straight tracks of -25/+25 whereas the second
one for example still authorizes -20/+20 for an 80 m span.
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1.5 EN 15273
Part 1 of this standard presents the common rules for the calculation of gauge limits for infrastructure and
rolling stock. In part 3 the standard gives the rules for dimensioning the infrastructure in order to allow
vehicles built according to the relevant gauge and taking account of the specific constraints to operate
within it. Annex B of Part 3 present recommended values for structural parameters in order to generate the
relevant gauge limits. The values can differ due to the specific infrastructure layout and maintenance policy.
Table 3 : Coefficients of the allowances recommended for the kinematic gauge
Slab mounted track
Symbol
Ballasted track
Internal side
External side
Internal side
External side
Tvoie
0.025 m
0.025 m
0.005 m
0.005 m
0.020 m
0.020 m
0.005 m
0.005 m
0.015 m
0.015 m
0.005 m
0.005 m
0.007 m
0.039 m
to
to
7 mm
39 mm
0.013 m
0.065 m
Tcharge
0.77 °
0.77 °
0.77 °
0.77 °
Dissymmetrical
suspension
adjustment
Tsup
0.23 °
0.23 °
0.23 °
0.23 °
Levelling defect
TN
Parameters
Cant defect
Position of the track
V ≤ 80 km/h
Tc
V > 80 km/h
Oscillations
Very good
track
quality to
others
tracks
Loading dissymmetry
Safety coefficient for
the obstacle gauge
Safety coefficient for
the pantograph gauge
Tosc
To be freely determined by the Infrastructure Manager
k
1.2
1.2
1.2
1.2
k'
1
1
1
1
Other parameters involve train behaviour and flexibility as well as pantograph installation tolerances and
pantograph flexibility. The total set of parameters allows calculating the pantograph gauge which can refer
to the mechanical gauge or the electrical gauge. Objects entering the mechanical gauge can collide with the
pantograph, causing infringement whereas the larger electrical gauge also might lead to arcs and not
necessary a mechanical collision.
To determine the pantograph gauge, the calculation shall be considered under stationary and maximum
speed conditions and at specific heights. Some parameters are height dependent and some vary with speed
and therefore the calculation on the inside of the curve corresponds to the stationary calculation and the
calculation on the outside of the curve corresponds to the calculation at maximum speed. This results in a
gauge which is not symmetric to the track axis.
On the basis of these parameters figure 8 shows the EP gauge in straight line and figure 9 the EP gauge in a
350 m curve with 100 mm cant at 70 km/h. The standard defines the corners and angles of the EP gauge in a
specific way (e.g. 305 mm corner at 30°).
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Figure 8 : Envelope of the mechanical and electrical verification gauge on a straight track
Figure 9 : Envelope of the “strict” mechanical and electrical gauge in a specific curve
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2. ERA Objective
On the ongoing ENE TSI, ERA proposed to set out a requirement stating that for new, upgrade and renewed
lines, the OCL shall accommodate both pantographs (1600 and 1950 mm).
Stakeholders did not agree, and indicated that the effect will increase the cost (different % depending on the
source) of all projects.
Some stakeholders did not consider it to be necessary to harmonize completely the EU Railway Network,
since a major improvement has been achieved in the last years with the creation of two big areas in Europe.
TSIs are always supported by an economic impact assessment, and before this study ERA could not
demonstrate the benefit for the sector. Although ERA presented an economic evaluation and stated that
there was a 75% likelihood that potential results of this and future studies lead to real positive results,
clarifications from numeric calculations and assumptions performing the evaluation were demanded. This
demand has been addressed by this first study and in paragraph V Economic analysis below, some impacts
on the IMs side are roughly estimated.
So the requirement was altered in the ongoing TSI, in order to analyze and investigate what the technical,
operational and economic impact is to design OCL suitable for both: 1950 and 1600 mm pantographs but
with limited or without additional investment costs.
Therefore the aim of the study is:


to provide to ERA a clear analysis from the technical and economic point of view concerning the
parameters to design/adapt OCL across the EU Railway Network to make it suitable for both 1950
and 1600
to deliver input for next year’s 2nd phase of this research and future studies
To achieve the above-mentioned goal, it is needed:
 to identify all parameters and their weight (influence) in the final result (e.g. ep values) and

to perform a critical analysis (from the design point of view, not TSI point of view) of current
formulas and other design rules, OCL design targets, tolerances, clearances, wind influence (OCL
and vehicle) coincidence of worse conditions, (extreme) operational conditions etc.
to identify over design margins and large safety factors.
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The standard EN 50367:2012 annex A defines the interoperable pantograph head profiles of the 1600mm EP
(figure 10) and the 1950mm pantograph which need to be considered in the study.
Figure 10 : Profile of pantograph head with length of 1600 mm [bibliography (3)]
3. Statement of the problem - Preliminary analysis by ERA and the OCL SG
To ensure that a pantograph can run under given OCL the lateral movement of the contact wire needs to
remain within the conducting length of the pantograph while the kinematic profile of the pantograph needs
to remain within the half-length of the pantograph to ensure both current collection and safe passage. It’s
open to discussion if in the most extreme conditions the contact wire needs to remain on the conducting
part of the pantograph or if it can displace onto the insulated end horns. In case of constant current
collection following formula needs to comply with3:
bw,c = dl + b’h,mec – bw (Annex E, CR ENE TSI)
 bw,c ≥ dl + r





bw,c = Half-length of the pantograph bow conducting length (with insulating horns) or working
length (with conducting horns)
dl = Lateral deviation of contact wire
r =Lateral movement of the pantograph
b’h,mec = Width of mechanical kinematic pantograph gauge at height, h
bw = Half-length of the pantograph bow
3
We will focus here only on the free passage of the pantograph (pantograph gauge), and not in the
electrical clearances.
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Figure 11 : Determination of the width of the mechanical kinematic gauge of the pantograph at different
heights [bibliography (4)]
3.1 Analysis of dl: lateral deviation of contact wire
The lateral deviation of the contact wire depends of the span length, the radius of the curve, the stagger, the
tensioning force in the OCL cables and the wind load. In general, the maximum lateral displacement of the
contact wire due to wind loading occurs near the mid-span point.
dl = f (1/R, a², b, 1/Hcw, F´w)





R : radius of the curve
a : span length
b : stagger
Hcw : tensioning force
F´w : wind load
From a qualitative analysis, dl is lower when:
↓ the stagger, the span length and the wind load
↑ the tensioning and the radius
If the wind load is considered uniform on the span length, the deviated contact wire has a parabolic form. In
order to determine the maximum span length, the layout of the OCL is designed with wind perpendicular to
the OCL in both directions. The lateral deviation of the contact wire on both sides of the contact wire needs
to remain inside the limits of the swayed pantograph.
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Figure 12 : Wind deflection in straight line sections [bibliography (5)]
3.2 Analysis of r: lateral movement of the pantograph
The width of the kinematic pantograph gauge is mainly determined by the length and lateral movement of
the pantograph under consideration of the specific phenomena.
r = b’h,mec – bw



b’h,mec = Width of mechanical kinematic pantograph gauge at height, h
bw = Half-length of the pantograph bow
r = f (ep, quasi-static effect, track gauge, track quality and load dissymmetry)
Pantograph ep sway depends mainly on the following phenomena: the play q + w in the axle boxes and
between bogie and body, the amount of body inclination taken into account by the vehicle, the mounting
tolerance of the pantograph on the roof, the transverse flexibility of the mounting device on the roof and
the height.
ENE TSI sets out values for ep = f(h)


ep = 0,11m(h ≤ 5m)
ep = 0,17m (h=6,5)
In between these values ep is interpolated linearly.
The % of ep in the final value of r (1600 case): (ep / r) = (0,11 / 0,2) = 55%.
Since the pantograph is installed on the roof, the quasi-static effect plays an important role in the
calculation of the pantograph gauge. In accordance with the TSI ENE CR:2011 this effect is calculated from
the flexibility, reference cant and reference cant deficiency. Other allowances which should be considered
include the loading dissymmetry, the transverse displacement, cant variation of the track between two
successive maintenance actions and oscillations generated by track unevenness.
Specifying pantograph sway requirements for vehicles provides information for the IM to design the OCL.
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B. Detailed description of the tasks to be performed under the study
1. MET_1 (linked to ANA_1): Methodology
Methodology contains the identification of technical (e.g. span length, stagger, tension, mast deflection, ..)
and external parameters (e.g. cross wind values, vehicle sway, track tolerances, electrical and mechanical
gauge, maintenance and operational rules, … ) to be taken into account in the OCL-study.
2. ANA_1: Analysis of current OCL design rules
ANA_1 takes into account infrastructure constraints (e.g. electrical gauge) with focus on:







identification of the representative cases (for new, upgraded and renewed lines) to be analyzed
taking into account the design rules and methodologies.
OCL design targets (reliability, availability, maintainability)
o Design targets
o Performance assessments against the targets
Formulas and other design rules:
o formulas themselves
o their application and origin ( e.g. economical or technical)
o parameters and data taken into account
o assumptions in calculation (e.g. wind zones)
o applied factors (safety margins)
o special rules for particular elements e.g. switches, overlaps
o specific national technical rules
tolerances taken into account in calculations/maintenance/installation
clearances, their origin and reasons
influence of loads, e.g. wind characterization
lateral deviation due to wind, influence on the vehicle
All these aspects will be taken into account to perform a particular and comparative analysis of the different
OCL designs under study.
The identification of these rules will serve as the base to perform the following steps of the study focusing
on the ability to design an OCL capable to accommodate both EP/1950 pantographs.
3. ANA_2: Probability analysis of 1600 in 1950 network and vice versa
ANA_2 analyses the limits and impact on maintenance and operational rules (e.g. speed restriction under
wind conditions) to allow the run of both pantographs without change of OCL-design, with focus on:
1. Probability of coincidence of conditions leading to the worst case related to OCL incident
2. Environmental conditions
3. Review the interface margins included in both sides (INF/RST with OCL)
4. Critical limits for parameters of maintenance rules
5. Deviation on design / field maintenance tolerances
6. Accuracy of the measurements tools
7. Analysis of dewirements with focus on the reason
8. Correlation between 3 and 6
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Any assessment of pantograph sway should be considered in a probabilistic framework.
Values of ep for new or revised vehicles should be based on the use of benchmark vehicles or a fully
probabilistic approach which addresses the potential limit to future train concepts and developments.
4. Three extreme situations + normal situation
The analysis approach for this research was necessarily complex and has consisted of a number of
component parts brought together to deliver the final results. In summary, it comprised:


Construction of ‘Virtual Routes’ for each country’s network, i.e. a generic selection of cases
nationally representative of the whole rail network and defining critical combinations of train
speed, curve radius, cant, stagger at the poles and maximum authorized span lengths.
Calculation of probabilities of pantograph sway limits being exceeded for all spans in the virtual
routes.
These generic cases though should not be mixed up with the traditional 3 worst case scenarios from the
quasi-static analysis described in UIC 606-1 leaflet: “midspan”, at standstill and maximum speed, as well as
standstill at the poles. These 3 worst case scenarios have been analyzed for each of the generic cases.
On the vehicle side, the research is to determine the probability that values of pantograph sway would
exceed the specified limits related to overhead line infrastructure or at midspans, to determine the potential
for clearance infringements and dewirements respectively.
Many assumptions had to be made to limit the work involved. Chief among these, in no particular order,
were:





Speed and cant deficiency profiles (hence probability distributions) were based on national design
rules
The wind was assumed to only blow at right angles to the track; other angles were ignored.
Three discrete values of cant deficiency/excess, (0 or minimum cant/maximum cant deficiency;
maximum cant/minimum cant deficiency; ideal cant/cant deficiency) were used.
The wind speed-up effects of embankments and viaducts were ignored.
Track quality was based on maximum roughness for the permissible line speed.
5. General remark
Five different existing types of trains have been used for calculations in this study. Among these are two
locomotives, one EMU and two high speed train sets. As each type has different parameters, they cover a
broad spectrum of rolling stock, but not all of them.
Nevertheless one shall keep in mind that all existing trains should keep on running. In some cases a train
might have a worse dynamical behaviour, i.e. with a larger pantograph sway, than the behaviour of the
reference vehicle or the one of the studied vehicles, mainly due to a larger flexibility coefficient and/or
bigger plays. In this case the methodology of the study shall be applied to verify the risks of dewirement and
infringement.
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C. Summary of the study carried out
1. Research method
A questionnaire/checklist has been established on the basis of EN 15273-1and 15273-3 (table B.1 among
other things), the clearances stated in EN 50119, the annex E of the TSI Energy for conventional railway
systems and the TSI Energy for high speed lines, UIC leaflets 505, 606-1 and EN 30567.
On the basis of the responses obtained on this questionnaire/checklist, representative cases for new,
upgraded and renewed lines have been identified.
In order to analyze the formulas and other design rules used and to control the origin and given reasons, or
even to determine some omitted parameters, a software tool (Excel-sheet) called “Détermination de la
portée maximale » has been used for a case to case analysis.
This tool helps the user to control the evolution of the stagger under certain circumstances, including wind
deflection, and visualize the position of the contact wire(s) within the span.
It is also able to calculate the maximum span length for any given stagger or curve radius values, according
to the so called Naderer and Sachs method.
It takes into account track data, train speed, track height, wind and mast deflection.
The software tool has been adapted according to the given data in the questionnaire/checklist.
The origin and reasons for clearances have been checked by controlling representative cross sections in
AutoCAD, automatically drawing an kinematic gauge upon the track according to the principles stated in
“Détermination de l’enveloppe cinématique en courbe” which follows the rules of the annex E of the TSI
Energy for conventional railway systems.
The maximum value of the stagger in each representative case and the kinematic gauges will subsequently
be compared to the results of the pantograph sway obtained by the probability analysis contained in the first
point of ANA_2, both under the same environmental conditions of course, in order to address the issues
mentioned under points 3 to 8 of ANA_2.
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1.1 Mutual influence of wires and cables trough droppers
This effect should be taken into account as it influences contact wire lateral deviation by 3 to 5 cm, more or
less regardless of the chosen value for the mean dropper length (for German OCLs, if SH > 1.40m, this
length is taken 2/3 of the system height SH, according to bibliography (5) and (6)).
Figure 13 : Lateral deviation of the OCL when the contact wire is blown off further than the messenger
wire and coupling forces act over droppers; SH = system height at the support [bibliography (5)]
1.2 TSI-limit for contact wire position
In order to calculate real pantograph sway values, an ‘orange zone’ has been defined with a widened limit
towards the TSI-limit of 0.40 m, adjusted according to annex E of the TSI (green zone), on the basis of two
assumptions:


Ignoring the 0.066m value for reference cant D0 or reference cant deficiency I0 in the calculation of
pantograph sway ep, epo and epu on straight lines and curves
Omitting the []>0 sign in calculating the quasi-static effect in curves
It is important to notice that these assumptions do not correspond to those made by annex E of the TSI,
which refers to EN 15273 !
An example of the green and orange zone limits can be found in figure 26.
In the tables further on with the calculation results the boundaries of the green zone are indicated by
parameters eSTI_neg and eSTI_pos, those of the orange zone by ezj_neg and ezj_pos (“zaune jaune”).
Negative means outside curve and positive corresponds to inside curve.
Cant deficiency on straight lines is only present when entering switch tracks or curves without a transition
curve, or when due to track maintenance, the origin of curves and transition curves shifts towards the
straight line without the corresponding shift in cant.
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1.3 a quadratic formula for pantograph sway ep
It should be noted that a widened limit can only be obtained by :


using the linear formula from paragraph 12.3.1 of UIC leaflet 505-5:2010 to calculate the
pantograph gauge at a capture position of 6,5m on a straight line,
without application of the reduction Abto (normally 0,005m).
Only applying this linear formula and no reduction a maximum permissible movement ep o of the
pantograph of 0.17m (0.1666m) can be obtained when using the values of the reference vehicle (epor
according to EN 15273-1).
On the other hand at a capture position of 5m epu is calculated using:


a quadratic mean for the movements due to the pantograph’s characteristic parameters t, τ and Θ
using a fixed reduction of Abtu = 0,02m.
Therefore that same UIC leaflet 505-5:2010 (paragraph 12.3.2, pages 143-146), as well as UIC leaflet 6061:1987 (annex 1) and EN 15273-1:2009 (paragraph 8.1.3.1.1, formulas 135 and 136), use for both ep u and epo
a quadratic mean of movements. This limits the maximum permissible movement at 6,5m to 0,15m (0,1405)
instead of 0,17m ! This means K’ shouldn’t be 0,04 as in table H.1 of EN 15273-1:2009, but 0,027 (as in annex
2 of UIC 606-1), unless the value of 0,17m has been retained as a safety margin !
The quasi-static analysis, including the determination of the orange zone, has been done with quadratic
formulas and using reductions.
√
[
(
) (
)
]
[1]
where T1 corresponds to Tvoie of EN 15273 and t2 to TD.
Pantograph sway at the upper and lower verification height is calculated according to:
[
√
√(
(
)]
[
)
(
[2]
)]
[3]
Pantograph sway is linearized for intermediate heights according to:
(
) (
(
)
[4]
)
Maximum lateral deviation of the contact wire is obtained by:
Outside curve:
Inside curve:
(
[
[
)]
(
)]
[5]
[6]
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1.4 an extreme contact wire lateral position
When looking at the shape of the EP one can see that the 1200 mm working range ends somewhere on the
30° slopes towards the horns made of insulating material. These slopes continue until finally the 150mm
rounding is reached at both pantograph ends. The transition point of the slope into the rounded part is
situated at a projected length of approximately 726 mm from the pantograph center. Compared to working
range limit of 600 mm the risk of dewirement will not change if the contact wire would be situated in the
zone until the transition point. It will of course provoke an arc in the presence of traction current since the
horns are made of insulating material, but this enlarged non-electric working zone of 1453 mm significantly
reduces the risk that the contact wire is beyond this zone compared to the risk for the normal 1200 mm
working range.
The point of incipient dewirement will be even a bit further on the end horns. From bibliography (1) it can
be derived that, on the pantograph head of figure B.6 from EN 50367:2012, this point is situated where the
angle between a horizontal line and the tangent of the pantograph is approximately 55°. We limited this
angle for the EP at 45°, a value which is also proposed in (7) from the bibliography, to account for noncontinuous pantograph head profiles (independent suspended collector strips) described in paragraph 5.3.2.2
of EN 50367:2012. In this way the extreme contact wire lateral position will be situated at a projected length
of 756 mm and the non-electric working zone will be 1512 mm. as can be seen in figure 14. This enlarged
non-electric working zone is even larger than the current 1450 mm working zone of the 1950 pantograph !
Figure 14 : safe and unsafe zones for dewirement on EP
The risk of surpassing both 1200 mm and 1453 mm zones has been simulated in the study.
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III. ANA_1: Analysis of current OCL design rules
A. Questionnaires/checklists
Each of the Infrastructure Managers in the study was invited to complete a checklist with relevant data on
most representative OCLs with regard to coverage in their infrastructure. The aim of the study was
explained followed by clarifying the questionnaire and recording their response in reports. Each IM was
demanded to provide parameters on following subjects : design rules of 2 most representative OCLs (HS and
CR), calculation method for wind influence, national rules on track design and maintenance, representative
pantograph and rolling stock characteristics.
1. Infrabel (Belgium)
A summary of all Belgian OCL types is to be found in document 420.008 (11.03.2013).
1.1 High speed network
The Belgian high speed network consists of 4 lines (approx. 204 km) equipped with an 2 x 25 kV a.c. system.
It has been laid out for 1450 mm and 1600 mm pantographs. 5 slightly different OCL types exist on the high
speed network. The most representative OCL used for the high speed lines is the R1-350r, with following
parameters :







2 x 25 kV a.c. system
Maximal speed : 300 km/h.
1 messenger wire : Cadmium brass or CuMg 0,5 of 95 mm² and 19875 N tensile load.
1 contact wire : CuMg 0,5 of 150 mm² and 29685 N tensile load.
No stitch wire
Maximal span of 56 m.
Nominal pre sag mid span of 20*a²/56² cm.
High speed switches are equipped with a 3th guiding OCL and will cause problems for a 1950mm
pantograph.
20 mm
Figure 15 : Belgian High Speed OCL R1-350r
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1.2 Conventional network
The Belgian conventional network consists mainly of a 3 kV d.c. system, being laid out for 1760 mm
pantographs (figure B.8 of EN 50367:2012). This network is suited for both 1600 mm and 1950 mm wide
pantographs. 10 slightly different OCL types exist on this network, but the main type is Cn-107 as contact
wire with 100 mm² section is being replaced.
Three isolated lines, mainly in the Ardennes, are equipped with a 1 x 25 kV a.c. system.
One line, Namur-Arlon on the axe Brussels-Luxembourg, is now being reequipped with a mixed system,
now still operated on 3 kV d.c., in the future on 25 kV a.c.
Figure 16 : Belgian Conventional OCL Cn-107
The OCL Cn-107 has following parameters :








3kV d.c. system, compound OCL system, half compensated.
1 messenger wire : Bz 95 mm² and 14568 N tensile load, not compensated.
1 auxiliary wire : 72 mm² CuCd 0,7 and 7600 N tensile load, not compensated.
2 contact wires : 107 mm² CuAg 0,1 and 9807 N tensile load each, compensated.
Maximal speed : 160 km/h.
Temperature range is -15°C to +55°C.
Maximal span of 63 m.
Nominal sag mid span of 32*a²/63² cm.
Evolution on stagger at mast of conventional network:




<1968: +20/+10/0/-10/-20
1975: +20/+10/-10/-20
>1975: +20/+17/+8/-8/-17/-20 this sequence of stagger values led to problems on a high viaduct on
a line almost perpendicular to the general wind direction, but only after introducing EMU’s with
flexibility coefficient of 0.4 (Brussels-Ghent).
>1990: +20/-20 (document 421.031)
1.3 Wind influence

On OCL (geometrical): Historical data (document 2/0.430.18; 1960) states 72 kg/m² as wind
pressure to be taken into account.

On supporting structures (mechanical) : National norm NBN 460.01 and 460.02 (1960) states in
normal conditions 45 kg/m² (447 N/m²) and extreme conditions 90 kg/m² (both at height of 10m
above surrounding terrain), or 26,83 m/s (96,6 km/h) and 37.95 m/s (136,6 km/h). Above 10 m a
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
linear increase applies until 25 m, then a even bigger linear increase applies until 275 m.
Several cases of combinations of the above conditions are being used to determine the structures,
which on average leads to a 75 kg/m² (document 2/0.430.18; 1960 and 2/0.430.501; 1996), the
deflection of the supporting structure is limited to 4 cm.
New designs: EN 50119 and Eurocode 1.
For all 3 kV-grid OCLs the messenger wires are suspended with an insulator which will pivot on wind load
and the 2 contact wires result in a larger wind deflection compared with OCLs with 1 contact wire.
1.4 Rolling stock and pantographs
The infrastructure manager has provided limited data of the Siemens Vectron locomotive type HLE18, for
a.c. and d.c. configuration and the EMU 80/82/83 has been retained as a second type of train because of its
flexibility coefficient of 0.4, in combination with a 1760 mm pantograph.
A summary of all Belgian pantograph types is to be found in document 405.069 (24.09.2012). Pantographs
are of type B.1 (according EN 50367:2012) for the a.c. systems and B.2, and B.8 for d.c. systems. The horns
are conducting, but due to some problems with the 1950mm pantograph and electrical clearance, the IM has
asked the train operator NMBS/SNCB to replace them with insulated horns.
1.5 Track data
In curves having a cant or cant deficiency below 0.066 m the quasi-static effect is not taken into account
resulting in the same value of pantograph sway on both sides, and thereby overestimating it and
consequently limiting the span length. This value corresponds with the Infrabel good practice rule in cant
change in curves and in switches. Only in relative small curve with a high operating speed this effect is
taken into account. Maximal cant used by the IM in track design is 160 mm and for cant deficiency a
maximum of 130 mm is used. Nominal values for cant are defined by 3/7 of the theoretical cant.
1.6 Design rules
In table 4 the maximum allowable span length is shown in function of speed and curve radius page,
indicating a minimal curve radius for a maximum span length and a given operating speed. Curve tracks can
be installed with its theoretical cant or maximum cant, maximum cant deficiency or nominal value of cant.
The maximum calculated values of span lengths for these minimal curve radii are in accordance of the
values in the table, but in curves with maximum cant, this is cant deficiency equal to zero.
In order to facilitate the OCL design of a conventional network line, the Infrastructure Manager provides a
table of the maximum span length in curves in function of train speed (table 4). In specific situations, the
curves are implemented with a certain cant and/or cant deficiency, within the maximum limits of the IM
and TSI INFRA. The IM defines the stagger in function of the curve radius and cant (table 5).
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Table 4 : maximum span length for a curve interval at certain speeds – Infrabel CR
Table 5 : lateral offset [cm] for certain curve R [m] and installed cant h [mm] – Infrabel CR
In accordance with TSI ENE HS the maximum lateral deviation of the contact wire of 40cm is determined
by the conducting width on the EP head, which is 60 cm, minus a 20 cm nominal sway of the pantograph.
From this value the displacement of the support structure due to wind load deduced, which is defined by
INFRABEL to 4 cm, fixing the maximum deflection for the pantograph to 36 cm. The values up to +39 cm or
+38 cm in table 5 are therefore not usable for a EP in combination with a 4 cm mast deflection.
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2. DB (Germany)
The 2 most representative OCL designs for the study are the conventional network OCLs Re100 and Re160,
as most conventional lines are equipped with these OCLs and cover 75% of the network. The OCLs on the
new High speed lines are Re250 and Re330, which accommodate both 1600 mm and 1950 mm pantographs
and are designed taking into account the reference vehicle from EN 15273.
For these reasons only the Re100 and Re160 are taken into consideration in the study. Since these OCLs
were designed for the 1950 mm pantograph, both wind blow-off and gauge are suspected to be correct and
are not looked at in the study. The study investigates the possibility for accommodation of 1600 mm
pantograph in wind blow-off conditions.
Switches on the entire network have crossing contact wires as the wires on the straight line go straight on.
2.1 Conventional network Re100 and Re160
The OCLs have a very similar design parameters and the layout can be seen in figure 17.
Figure 17 : Layout OCL Re100 and Re160.
Parameters of the OCL Re100 :







Operating speed 100 km/h
Messenger wire Bz50 with traction force of 10 kN.
Contact wire Ri100 with traction force of 10 kN.
No stitch wire
Only in straight track messenger wire remains in center rail axis.
Maximal span length 80 m
Stagger in straight line +400 mm +30 mm
Parameters of the OCL Re160 :







Messenger wire Bz50 with traction force of 10 kN
Contact wire Ri100 with traction force of 10 kN
Stitch wire
Only in straight track messenger wire remains in center rail axis.
Maximal span length 80 m
Stagger in straight line +400 mm +30 mm.
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2.2 Wind influence
Germany is sorted in 3 wind zones regarding peak wind speed: 26 m/s, 29.8 m/s, 32.1 m/s. The drag factor of
wires depends on its diameter and air density is taken as 1.25 kg/m². Wind blow-off at specific points
(bridges) with higher wind peaks will not be included in the study, as they are the subject of a specific
detailed design study.
Historically in wind calculations the entire OCL is considered as one common cable and the wind will be
charged as a constant pressure on this fictitious conductor. For the given wind zones, these pressures for 1 m
OCL correspond to, respectively: 11.5 N/m, 15.1 N/m and 17.5 N/m. The total traction force of the OCL is
20 kN.
2.3 Track data
For both lines track data is similar and is presented in the following table. Track specifications limit
maximum cant 160 mm and maximum cant deficiency to 150 mm, whereas in nominal track design the cant
is 6,5/11,85 of the theoretical cant. Track fault data is tabulated in the following table.
Table 6 : Track data
Speed
[km/h]
T1
t2
lateral deviation
cant or twist
[mm]
[mm]
0
≤V≤
40
15
13
40
<V≤
80
15
13
80
<V≤
120
13
11
120
<V≤
160
11
9
160
<V≤
220
6
8
220
<V≤
350
7
7
2.4 Pantograph and Rolling Stock
DB Netz uses only 1950 mm pantograph which are of type B.2 according to EN 50367:2012 (which
corresponds to type B.3 according EN 50367:2006) with conducting end horns.
DB Netz has a good overview of the characteristics of the DB-vehicles on their infrastructure. This covers
most of the rolling stock in Germany. DB proposes to choose an ICE3, a locomotive and a commuter train.
For the commuter trains BR474.3 of the Hamburger S-Bahn could be used which has a maximum speed of
100 km/h. Another option is the BR423-426 of other S-Bahns which are capable of 140 km/h.
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Table 7 : typical vehicle data used to determine pantograph sway on the train while running on a specific
track with its faults.
UIC
101
120
141
143
151
185
ICE 1
ICE 2
ICE 3
ICT
TGV
POS
423
R&T
R&T
Regio
Regio
Cargo
Cargo
R&T
R&T
R&T
R&T
SNCF
Regio
DSA
350
SEK
2
DSA
380 D
SSS
87
with
AQF
Cx
DSA
200
Pantograph
REF
vehicle
DSA
350
SEK
SBS 81
DBS 54
VSH 2
F3.1
DBS
54
DSA
200.08
DSA
350
SEKDB
a
Distance
wheelsets
19
10.95
10.2
7.3
8.5
10.16
10.44
11.5
11.46
17.375
19
14
15.46
p
bogie wheelbase
2.7
2.65
2.8
3.2
3.3
4.45
2.6
3
3
2.5
2.7
3
2.7
q
Traverse
clearance
wheelset/bogie
0.005
0.012
0.005
0.0005
0.011
0.001
0.003
0.01
0.01
0.0083
0.002
0.003
0.007
s
Flexibility
coefficient
0.225
0.158
0.15
0.1
0.13
0.1
0.122
0.12
0.116
0.22
0.18
0.2
0.225
hc
Roll center height
0.5
0.784
0.7
0.7
0.5
0.7
0.864
1.11
1 106
0.7
0.36
1.08
0.6
ht
Installation height
lower pantograph
joint
4.005
4.24
4.18
4.275
4.4
4.2
4.07
4.05
4.045
4.06
4.039
3.885
4.078
bw
Semi-width of the
pantograph head
0.975
0.975
0.975
0.975
0.975
0.975
0.98
0.975
0.975
0.975
0.975
0.975
t
Flexibility index of
the pantograph
head
0.03
0.03
0.03
0.03
0.03
0.03
0.03
0.03
0.03
0.03
0.03
0.027
0.03
Tau
Pantograph
construction and
installation
tolerance
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
Theta
Angle resulting
from suspension
adjustment
tolerances
0.005
0.005
0.005
0.005
0.005
0.005
0.004
0.01
0.005
0.004
0.008
0.002
0.004
w°°
Transverse
clearance
bogie/body
0.0325
0.012
0.015
0.02
0.035
0.02
0.044
0.05
0.05
0.05
0.02
0.07
0.05
2.5 Design rules
The design of lateral offset e [m] in function of the designed span is determined by the maximum wind
deflection permissible in a specific curve R [m] provided in following function.
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Figure 18 : maximum wind deflection in function of curve radius, used for OCL Re100 and Re160 design.
Added to this constraint, the following also applies :



Lateral force in the registration arm shall always exceed 80 N.
The registration arm shall not be connected with a contact wire with stagger on the opposite side of
the center track line as can be seen in figure 19.
Applied wind pressures on the OCL are depending to the wind speeds : 11,5 N/m for 26 m/s, 15.1 N
for 29.1 m/s and 17.5 N for 32,1 m/s.
OCL mast
registration
arm
a
R
a
track
centerline
Figure 19 : steady arm crossing the track center line
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Figure 20 : example of used lateral offset for maximum span length in specified curves used for Re100
and Re160 design for wind speed of 26m/s.
According to figure 20 maximum and minimal curves can be selected for which the stagger is defined for
maximum span in this curve. In some curves the maximum span is largely limited, due to either the design
rule limiting the force in the registration arm to minimal 80 N, or the nominal deflection due to tight
curves.
3. PKP (Poland)
In the whole of Poland 15 types of OCLs are installed, whose types can be grouped into 2 groups. From
these 2 groups one type of OCL has been selected which covers most of the country. These types are also
being used when new OCL is installed. The 2nd OCL is built according EN 50119. The development of these
OCL dates back to the end of the 20th century. Maximal span length is 66 m (exceptionally 70 m tabulated).
Parameters of the OCL 2C120-2C-3 :







Maximum speed 220 km/h
2 Messenger wires 120 mm² with a traction force of 15.88 kN in each one.
Stitch wire realized by lowering one of the two messenger wires.
2 Contact wires 100 mm² with a traction force of 10.59 kN in each one.
Accommodates pantographs types 1600 mm and 1950 mm
Stagger of ±200 mm ±20 mm.
Standard span lengths 62 m ±4 m.
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Figure 21 : layout of OCL type 2C120-C2-3
Parameters of the OCL YC150-2CS150







1 messenger wire : 150 mm² with a traction force of 19.07 kN
2 contact wires : 150 mm² with a traction force of 14.835 kN in each one
Stitch wire
Accommodates pantographs 1950 mm only
Stagger of ±300 mm ±20 mm
Standard span lengths 62 m ±4 m.
Figure 22 : layout of OCL type YC150-2CS150
3.2 Pantograph and Rolling Stock
OCLs are accommodated for 1950 mm pantographs type B.2 and B.8. The pantographs have non-insulted
end horns.
4. ADIF (Spain)
Extensive high speed network is interoperable with normal gauge (1435 mm) track. That is why this
network has been chosen for the study. The most representative OCLs regarding coverage on the network
are the EAC350 High Speed OCL and the CA-220 OCL for the conventional network.
The second network in Spain is the Iberian network which is fitted with a 1668 mm wide track. Starting on
the Mediterranean line, plans exist to mount a 3th rail to accommodate interoperable trains with 1435 mm
axel gauge on this line.
4.1 High speed network
Parameters of the EAC350 OCL (90% cover on high speed lines) :

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




1 messenger wire : 110 mm² Cu with a traction force of 15 kN.
1 contact wire : 150 mm² CuMg 0.6 with a traction force of 30.8 kN.
Stitch wire.
The nominal span length is 64 m.
Stagger is ±200 mm.
Parameters of the CA-220 OCL :







Maximum speed is 220 km/h
Stagger in the contact and messenger wire
1 messenger wire: 185 mm² Cu with a traction force of 24.75 kN
2 contact wires: 150 mm² CuAg 0,1 with a traction force of 18.75 kN in each one
2 steady arms per cantilever.
Maximal span : 60 m.
Stagger is ±200 mm.
4.3 Wind influence
Wind deflection calculation is conform the EN 50119:2009 with a maximum wind speed of 29 m/s and a
gust wind speed of 33.3 m/s.
4.4 Track data
The high speed network is equipped with a track gauge of 1435 mm. In nominal track design the cant is
8.33/11.85 of the theoretical cant.
The conventional network is equipped with Iberian track having a gauge of 1668 mm. On some corridor
lines plans exist to install a third rail to accommodate trains with a track gauge of 1435 mm. Due to shifted
center lines of both tracks, the center line of the OCL does not coincide with either of track center lines.
Therefore both tracks have a non-symmetrical stagger.
On conventional network pantographs are 1950 mm wide and have insulated end horns. This is
contradictory to the non-isolated end horns in Germany and Poland. Insulation on the end horn is
necessary for hanging masts from bridge construction for which isolation distance is not sufficient. Use of
1600 mm EP should not be problematic but is to be investigated.
The high speed lines are designed for both the 1600 mm EP and the 1950 mm pantograph; therefore no
problems on wind deflection or on clearance are expected for this OCL.
4.6 Design rules
There is no historic design information present on the OCL CA-220.
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5. SNCF/RFF (France)
The French conventional network is divided into 2 main areas : one with a 1 x 25 kV a.c. system and one
with a 1.5 kV d.c. system, the former being laid out for 1450 mm pantographs, the latter on some lines only
for 1950 mm pantographs (caténaire du MIDI).
The French high speed network consists of 6 lines equipped with an 2 x 25 kV a.c. system and overlapping
both areas of the conventional network. It has been laid out for 1450 mm and 1600 mm pantographs.
The 2 most representative OCLs for the study are the V200 (Cat. 85) and the compound CNCu. Regarding to
the CNCu, no data was provided by the IM.
Parameters on OCL V200 (Cat 85) : HS OCL 25 kV





Operating speed 200 km/h.
1 messenger wire 65 mm², with a tensile force of 12 kN.
1 contact wire 107 mm², with a tensile force of 12 kN.
No stitch wire
Stagger : ±200 mm on straight line and -240/-240mm on most curves.
Parameters on CNCu : CR OCL 1.5 kV DC (most % cover).


Half compensated compound type.
5.2 Wind influence
On supporting structures the wind load defined in the national law applies “Arrêté du 17 mai 2001”
depending on the surface of the structures 2 different wind pressures are being used according to ambient
temperature, which could be +15°C (hypothesis A) or -10°C (hyp. B).
For normal wind zones these pressures are:


1200 (A) and 300 Pa (B) for HE-poles and
570 (A) and 150 Pa (B) for cylindrical structures like OCL cables (a max span of 63 m is
considered).
For some zones with strong wind a factor of 1.12 applies to the pressures in hypothesis A. On OCL
(geometrical) : on high speed lines national rules in NV65 (1965) has been applied until recently, when
NF EN 1991-1-4/NA:2008 (Eurocode 1 French Annex) was introduced.
Conventional network has been designed with 2 different wind speeds:


85 km/h for normal zones (23.61 m/s)
110 km/h for “windy” zones (30.55 m/s)
Both wind actions don’t converge to the same values of pressure or speed. Mast deflection due to wind load
is estimated to be 5.5 cm.
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Pantographs are of type B.1 or B.3 (according EN 50367:2012) for the a.c. systems and B.2, B.3 or B.4 for d.c.
systems, with insulated end horns.
Since the regarding OCLs are designed for the 1600 mm EP, no problems due to wind deflection are to be
expected for 1950 mm pantograph. However clearance towards 1950 mm pantograph is problematic in some
tunnels.
5.4 Design rules
Figure 23 : national design rule VZC 21404/304019 for span, curves and stagger values, including mid
span for the V200 system
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6. RFI (Italy)
HS lines 25 kV only cover 5% of the network and are therefore not representative for this study. The high
speed OCL 270 accommodates pantographs of 1450 mm and 1600 mm.
Historically the voltage on conventional Italian lines is 3 kV DC. The OCLs in this study are on the 3 kV,
9500 km long network. The OCLs in the study are of type 320 FF and 440 FR, whose names are based on the
total cross section of the OCL.
Parameters on OCL 320 FF:





Half compensated
1 messenger wire : 120 mm² Cu and tensioning load 11250 N not compensated.
2 contact wires : 100 mm² Cu and tensioning load 10000 N. Each contact wire has its own droppers.
The 2 contact wires are connected several times within one span.
Stagger is ±200 mm, also in curves. Stagger of ±250 mm exist and does not lead to problems.
Parameters on OCL 440 FR:






Standard for rebuilding lines
Fully compensated.
2 messenger wires : 120 mm² Cu and tensioning load 11250 N.
2 contact wires : 100 mm² Cu and tensioning load 10000 N. Each contact wire has its own droppers.
The design has been TSI-approved with 1600 mm EP. The design is about 20 years old and based on
UIC-leaflets.
6.2 Wind influence
Historically wind speeds of 100 km/h (27.8 m/s) are being used which leads to a maximum wind deflection
of 400 mm. In windy areas the span length is reduced to 50 m. The dynamic wind load is not taken into
account and only 1 dewirement due to cross winds is known.
On one line the train service is cancelled with wind speeds of 90 km/h and above. (On the HSL the train
speed is reduced from 300 to 250 km/h with wind speeds of more than 50 to 60 km/h). The masts are
designed for wind speeds of 130 km/h (36.1 m/s). Mast deflection at this wind speed is estimated at 6 cm.
RFI doubts if the Eurocode on wind is applicable on OCLs as it is meant for buildings including safety
margins for buildings.
The considered OCLs will not provide problems due to wind deflection, as both were designed for the
1600 mm EP and wind deflections on the 1950 mm pantograph are evidently less restrictive. Possibly
problems will occur in clearance, however this is mainly an infrastructure problem and much less an OCL
limitation.
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Only clearance problems for the 1950 mm pantograph are to be investigated.
Figure 24 : Clearance gauges for which the Italian infrastructure is designed.
Pantograph gauge design provided, without used calculation method. Questions remain concerning amount
of such infrastructure problems on whole grid. IMs use gauges GA, GB and GC (EN 15273) to take influence
of pantograph sway on OCL into account.
Following pantographs were used in the design of the OCLs


CR : design for 1450 mm (no insulated end horns), 1600 mm with insulated end horns.
90% of HS lines equipped for 1600 mm pantograph.
Rolling stock data has only been provided partially.
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7. Summary
Table 8 : OCL and pantograph overview
Country
OCL name
Type
Pantographs accepted
Cn-107
Conventional
1950 (non-)insulated + 1760 non-insulated + 1600
R1-350r
HSL
1450 non-insulated + 1600
Re100
Conventional
1950 non-insulated
Re160
Conventional
1950 non-insulated
Conventional
1450 non-insulated + 1600 insulated
440 FR
Conventional
1450 non-insulated + 1600 insulated
2C120-2C-3
Conventional
1950 non-insulated
YC150-2CS150
Conventional
1950 non-insulated
V200
Conventional
1450 non-insulated
CNCu
Conventional
1450 non-insulated (1950 on 5000km of track)
CA-220
Conventional
1950 insulated
EAC350
HSL
1950 + 1600
Belgium
Germany
320 FF
Italy
Poland
France
Spain
The following table compares the provided design values of the OCLs side by side. Some OCLs are designed
for different wind zones and present different maximum span lengths for each zone (e.g. 60/54 m for V200
in curves larger than 1500 m for a normal and a windy zone). Straight line and in large curves have a
symmetrical alternating stagger sequence (e.g. -20;20 cm for V200 in curves larger than 7500 m), smaller
curves have an alternating sequence (e.g. -24;-16 cm for V200 for curves from 3000 m to 2500 m or for
Re100 and Re160 -40;(-12/31/29) cm in a 5000 m curve for span lengths 77/67/64 m in the 3 different wind
zones) and small curves below 1500 m have a non-alternating stagger (e.g. -24;-24 cm for V200). The 320 FF
and 440FR is installed with a mast with stagger zero in every span in very small curves with a radius below
300 m.
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Table 9 : OCL span length a and stagger e in function of curve radius R
a
[m]
e
[cm]
a
[m]
e
[cm]
a
[m]
63
-20;20
60/50
-20;20
60/50
63
4
Re100/Re160
Germany
2C120-2C-3
CA-220
YC150-2CS150
Poland
e
[cm]
a
[m]
e
[cm]
a
[m]
e
[cm]
a
[m]
e
[cm]
a
[m]
e
[cm]
63/54
-20;20
60
-20;20
66
-30;30
70
-20;20
80/70/65
-40;40
63/54
-20; 20
56
-20;(-20/20)
63/54
-24;5
77/67/64
-40;(-12/31/29)
63/54
-24;0
80/70/65
-40;(-40/-31/-21)
74/70/65
-40;-40
73/68/65
-40;-40
63/54
-24;-9
63/54
-24;-16
63/54
-24;-20
63/54
-24;-24
58.5/54
-24;-24
4
55
66
-30;-30
66
-20;-20
4
60/50
-20;-20
58.6/50
-20;-20
50
49
57.1/49
-20;-20
55.5/47.8
-20;-20
53.8/46.6
-20;-20
58.5/49.5
-24;-24
61
-40;-40
61
-40;-40
57
-40;-40
57
-40;-40
67/64/62
-40;-40
47
-40;-40
47
-40;-40
59.6/57.1/
55.5
-40;-40
31
-40;-40
31
-40;-40
42.4/41.5/
40.8
-40;-40
28
-40;-40
28
-40;-40
4
45
54/49.5
52/45.3
-24;-24
-20;-20
40
42
4
50.1/43.8
-20;-20
49.5/45
-24;-24
47.3/42.1
-20;-20
45/45
-24;-24
43.8/40.1
-20;-20
45/40.5
-24;-24
40.5/40.5
-24;-24
35
31
35
4
300
280
250
Spain
-20;20
700
667
600
550
510
500
450
400
350
France
V200
OCL
name
R
[m]
inf
7500
6000
5000
4000
3000
2500
2250
2000
1900
1500
1420
1400
1300
1260
1200
1130
1100
1042
1000
950
900
844
840
800
750
Italy
320 FF/440 FR
Belgium
Cn-107
Country
28
40/37.8
-20;-20
35.8/35
-20;-20
30/30
-20;0;20
26/26
-20;0;20
36/36
-24;-24
36/31.5
-24;-24
31.5/32.5
-24;-24
4
Cant dependent values for stagger
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B. Results and discussion
1. Wind deflection
Each IM uses or historically wind speeds or wind pressures, possibly defined in national law (e.g. France) or
defined by EN 50119. Following table summarizes the used wind calculation methods for the concerned
IMs.
5
Table 10 : wind rules used in respective countries
Country
Method
Basic wind
6
velocity [m/s]
Wind gust speed
[m/s]
Wind gust pressure
[Pa]
Belgium
internal rule
26,0
26.8
45 kg/m² = 441 Pa
22,5 / 25,0
26.0
414
27,5
29.8
544
30,0
32.1
631
CR – W1/2
Germany
CR – W3
internal rule
CR – W4
Italy
internal rule
--
27.8
482
Poland
EN 50119
26,0
32.9
663
W1
national law
22,0
23.6
340
W2
national law
24,0
30.5
570
CR – W1
EN 50119
26,0
34.3
720.6
CR – W2
EN 50119
29,0
39.1
869.7
HS
EN 50119
26,0
34.0
708
France
Spain
These values could be compared to those of EN 50125-2:2002 in the table 11 below at a height of 10m
above ground.
Table 11 : reference wind velocities (vref,0.02)
5
Class
Wind velocity
[m/s]
Wind pressure
[Pa]
W1 (low)
W2 (normal)
W3 (heavy)
W4 (special)
24,0
27,5
32,0
36,0
353
463
627
794
Data in table 11 refer to a return period of 50 years corresponding to a yearly probability p of 0.02.
5
Values in bold are specified (by the IMs or EN), italic values are calculated
These values can be found in the national annexes of EN 1991-1-4:2005 or EN 50341-1 and
EN 50341-3-x.
6
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Wind deflection simulations are only useful for OCLs which have been designed for large 1950 mm or
1760 mm pantographs. These OCLs can be summarized in the following table:
Table 12: OCLs subject to wind deflection investigation
Country
OCL name
Type
Pantographs accepted
Belgium
Cn-107
Conventional
1950 (non-)insulated + 1760 non-insulated
Re100
Conventional
1950 non-insulated
Re160
Conventional
1950 non-insulated
2C120-2C-3
Conventional
1950 non-insulated
YC150-2CS150
Conventional
1950 non-insulated
CA-220
Conventional
1950 insulated
Germany
Poland
Spain
These OCL were analyzed by means of the calculation tool DdlPM (Détermination de la Portée Maximales).
Most IMs use tables in order to determine the stagger and maximum span lengths for any given curve radius
and cant, maximum train speed by accounting for the lateral deviation of the contact wire under wind
influence. In order to permit a 1600 mm EP to run on these OCLs the lateral deviation clearly needs to be
more limited. This should be performed in such a way that the span length, authorized by the IMs, for given
curves, cant and line speed, remains the same.
For a given speed, maximum span length needs to be verified in the tidiest authorized curve. The given
curves are simulated with regard to 3 specific track layouts:



Cant equal to zero if the theoretical cant is less than the maximum cant deficiency or equal to the
minimal cant with a maximum cant deficiency.
The nominal cant proposed by the IM track design rules.
The theoretical cant or maximum cant if the theoretical cant is larger than the maximum cant.
If theoretical cant is larger than the sum of the maximum cant and maximum cant deficiency, the line speed
needs to be reduced.
1.1 Infrabel
The OCL Cn-107 was designed to accommodate both the 1760 mm pantograph and the 1950 mm. For this
reason it has been verified to allow the 1600 mm EP and if changes are needed to prevent any dangerous
situation in regard to extreme wind deflection of the OCL.
In table 4 and table 5 of the provided design rules, the maximum allowable span length is shown in function
of speed and curve radius. For a given operating speed there exists a minimal curve radius for which the
maximum span length needs to be obtained. In those tight curves at maximum speed, maximum span length
is most difficult obtained, therefore these curves are simulated with the three different cant values obtained
via the described method.
In almost all investigated cases the wind deflection complies with the strict TSI-rules. Only in a curve of
780 m with 60 km/h train speed, the maximum span length span length of 56 m is beyond the TSI-limit.
Lateral deflection values were changed to obtain this result in comparison with Infrabel’s table. It is clear
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that a lateral deflection of 39, 38 or 37 cm cannot be installed with a wind deflection of the supporting
structure of 4 cm and a TSI limit of 40 cm for the 1600 mm EP.
However if the results of the simulation are compared with the larger ‘orange zone’ for which actual
pantograph sway is calculated according to EN 15273, the OCL remains largely within limits and no
problems are expected.
In table 13 the following values are shown: maximum line speed V, cant h (D), curve radius R, lateral
deflection at first and second structure e1 and e2, the proposed maximum span length a, the simulated
maximum span within TSI-limits a_sim, the simulated maximum of wind deflection inside curve e_i, the
simulated maximum at outside of curve, or lateral deflection in a tight curve e_i and the TSI-limits of the
curve.
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Table 13 : results wind deflection - Infrabel
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
V
[km/h]
160
160
160
160
160
160
160
160
160
120
120
120
120
120
120
120
120
120
120
120
90
90
90
90
90
90
90
90
90
90
90
90
90
90
60
60
60
60
60
60
60
60
60
60
60
60
60
60
60
60
60
60
60
60
h
[mm]
0
22
65
152
84
92
160
138
160
0
51
118
27
67
157
73
87
160
141
160
0
33
76
0
45
104
0
61
143
32
82
160
140
160
0
16
37
0
24
55
0
33
76
0
46
107
22
65
152
89
94
160
145
160
R
[m]
inf
2000
2000
2000
1420
1420
1420
1130
1130
1450
1450
1450
1090
1090
1090
840
840
840
630
630
1270
1270
1270
920
920
920
670
670
670
500
500
500
355
355
1140
1140
1140
780
780
780
560
560
560
400
400
400
280
280
280
195
195
195
155
155
e1
[cm]
-20
-24
-25
-27
-24
-24
-27
-22
-23
-32
-31
-32
-28
-29
-31
-25
-26
-28
-20
-26
-36
-34
-34
-32
-32
-33
-30
-31
-32
-26
-28
-30
-26
-27
-36
-36
-36
-36
-36
-36
-35
-35
-35
-33
-34
-34
-30
-32
-34
-26
-26
-31
-20
-21
e2
[cm]
20
-24
-25
-27
-24
-24
-27
-22
-23
-32
-31
-32
-28
-29
-31
-25
-26
-28
-20
-26
-36
-34
-34
-32
-32
-33
-30
-31
-32
-26
-28
-30
-26
-27
-36
-36
-36
-36
-36
-36
-35
-35
-35
-33
-34
-34
-30
-32
-34
-26
-26
-31
-20
-21
a
[m]
63
63
63
63
56
56
56
49
49
63
63
63
56
56
56
49
49
49
42
42
63
63
63
56
56
56
49
49
49
42
42
42
35
35
63
63
63
56
56
56
49
49
49
42
42
42
35
35
35
28
28
28
21
21
a_sim
[m]
63
63
63
63
56
56
56
49
49
63
63
63
56
56
56
49
49
49
42
42
63
63
63
56
56
56
49
49
49
42
42
42
35
35
63
63
63
55.8
55.8
55.8
49
49
49
42
42
42
35
35
35
28
28
28
21
21
e_i
[cm]
31.7
32.4
31.4
29.4
25.9
25.9
22.9
21.7
20.7
31.7
31.4
30.4
30.3
29.3
27.3
27.8
26.8
24.8
19.5
21.5
31.3
33.3
33.3
32.9
32.9
31.9
31.9
30.9
29.9
30.6
28.6
26.6
25.7
24.7
35.7
35.7
35.7
36.6
36.6
36.6
35.7
35.7
35.7
34.6
33.6
33.6
33.3
31.3
29.3
29.6
29.6
24.6
18.5
17.5
e_a
[cm]
-31.7
-27.4
-28.4
-30.4
-24.0
-24.0
-27.0
-22.0
-23.0
-32.0
-31.0
-32.0
-28.0
-29.0
-31.0
-25.0
-26.0
-28.0
-20.0
-26.0
-36.0
-34.0
-34.0
-32.0
-32.0
-33.0
-30.0
-31.0
-32.0
-26.0
-28.0
-30.0
-26.0
-27.0
-36.0
-36.0
-36.0
-36.0
-36.0
-36.0
-35.0
-35.0
-35.0
-33.0
-34.0
-34.0
-30.0
-32.0
-34.0
-26.0
-26.0
-31.0
-20.0
-21.0
eTSI_pos
[m]
0.360
0.337
0.360
0.360
0.336
0.342
0.360
0.335
0.351
0.359
0.360
0.360
0.336
0.360
0.360
0.335
0.345
0.360
0.334
0.360
0.360
0.360
0.360
0.360
0.360
0.360
0.338
0.360
0.360
0.311
0.347
0.360
0.330
0.345
0.360
0.360
0.360
0.360
0.360
0.360
0.360
0.360
0.360
0.352
0.360
0.360
0.329
0.360
0.360
0.318
0.321
0.36
0.314
0.325
eTSI_neg
[m]
-0.360
-0.360
-0.360
-0.326
-0.360
-0.360
-0.320
-0.335
-0.320
-0.360
-0.360
-0.350
-0.360
-0.360
-0.322
-0.360
-0.360
-0.319
-0.331
-0.318
-0.322
-0.360
-0.360
-0.360
-0.360
-0.359
-0.360
-0.360
-0.330
-0.360
-0.360
-0.317
-0.329
-0.315
-0.360
-0.360
-0.360
-0.360
-0.360
-0.360
-0.360
-0.360
-0.360
-0.360
-0.360
-0.353
-0.360
-0.360
-0.319
-0.352
-0.349
-0.301
-0.309
-0.298
37/92
Final Report
12th Decembre 2013
a)
Comparison of used peak pressure to EN 50119:2009 and EN 501252:2003 or EN 1991-1-4:2005 (Eurocode 1)
From figure 25 it can be derived that the application of EN 50119 or Eurocodes would lead to bigger wind
pressures than those been used in the past, 45 kg/m² until 10 m (see table 10), at least if the return period is
taken to be 3 years for the serviceability limit state (SLS).
Altitude of the OCL [m]
Comparison of dynamic peak pressures at SLS for a
category II terrain in Belgium
197
187
177
167
157
147
137
127
117
107
97
87
77
67
57
47
37
27
17
7
Dynamic peak pressures
at SLS according EN 19911-4:2005
at SLS according EN
50119:2009
at SLS according NBN
460.01:1960 (Construc)
0.35 0.45 0.55 0.65 0.75 0.85 0.95 1.05 1.15 1.25 1.35 1.45
qp,SLS (z) [kPa]
Figure 25 : Peak wind pressures calculated with a 3 year return period
1.2 DB Netz (Re100 and Re160)
DB Netz uses 3 wind zones for which maximum span lengths are defined, taking maximum lateral deflection
due to wind into account. In order to fully investigate the possibility of the compliance of a 1600 mm EP,
data of all three wind zones are verified.
a)
Demonstration of used simulation tool
In order to confirm the used calculation tool with the OCL design rules used for the Re100 and Re160
(which are identical) verification was performed on the maximum lateral deviation for a wind of 26 m/s.
The maximum allowed wind deflection is defined by the function in Figure 18.
For maximum and minimal curves in with changing maximum wind deflection the actual wind deflection
was confirmed being within the proposed limits. However some of the proposed span lengths do not comply
38/92
Final Report
12th Decembre 2013
with TSI-limits. The limits of lateral deviation used by DB are just within the orange zone (for definition see
paragraph II.C.1.2).
Table 14 : Verification results and TSI-limits – DB Netz
Nr.
1
V
[km/h]
160
h
[mm]
0
R
[m]
inf
e_max
[cm]
55
e1
[cm]
-40
e2
[cm]
40
a
[m]
80
a_sim
[m]
80
e_i
[cm]
53.6
e_a
[cm]
-53.6
eTSI_pos
[m]
0.55
eTSI_neg
[m]
-0.55
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
160
160
160
160
160
160
160
160
120
120
120
100
100
100
100
100
100
100
100
100
100
100
100
60
60
60
0
43
101
10
69
160
153
160
94
105
160
0
17
40
0
27
60
0
51
119
9
72
160
0
61
142
3000
3000
3000
1900
1900
1900
1000
1000
700
700
700
3000
3000
3000
1900
1900
1900
1000
1000
1000
700
700
700
300
300
300
55
55
55
50
50
50
50
50
49
49
49
55
55
55
50
50
50
50
50
50
49
49
49
48
48
48
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-31
-31
-31
-40
-40
-40
-40
-40
-40
-40
-40
-31
-31
-31
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
80
80
80
80
80
80
67
67
59.6
59.6
59.6
80
80
80
80
80
80
67
67
67
59.6
59.6
59.6
42.4
42.4
42.4
80
80
77.3
78.3
80
80
65.1
65.3
57.3
57.2
58.7
80
80
80
80
80
80
67.1
67.2
67.3
56.6
58.3
59.2
41.3
41.4
41.7
35.9
35.9
35.9
46.8
46.8
46.8
47.9
47.9
48.8
48.8
48.8
35.9
35.9
35.9
46.8
46.8
46.8
47.9
47.9
47.9
48.8
48.8
48.8
47.9
47.9
47.9
-53.8
-53.8
-53.8
-42.6
-42.6
-42.6
-40
-40
-40
-40
-40
-53.8
-53.8
-53.8
-42.6
-42.6
-42.6
-40
-40
-40
-40
-40
-40
-40
-40
-40
0.548
0.547
0.547
0.432
0.477
0.496
0.43
0.435
0.435
0.419
0.461
0.55
0.538
0.538
0.5
0.487
0.487
0.482
0.485
0.486
0.402
0.451
0.475
0.436
0.439
0.451
-0.55
-0.55
-0.527
-0.5
-0.5
-0.433
-0.437
-0.432
-0.432
-0.453
-0.412
-0.55
-0.545
-0.545
-0.5
-0.494
-0.494
-0.5
-0.493
-0.454
-0.482
-0.478
-0.412
-0.48
-0.458
-0.402
DB Netz defines 3 wind zones for which lateral deflection is defined for maximum span lengths. In order to
fully investigate the possibility of the compliance of a 1600mm pantograph, all three wind zones have been
verified. Maximal span lengths are different in these wind zones : 80 m for 26 m/s, 70 m for 29.8 m/s and
65 m for 32.1 m/s .
According to DB Netz the 1600 mm EP can be used for the 26 m/s wind zone, a stagger of ±30 cm, with a
maximum span of 67 m. It has been confirmed in with our simulation tool that this maximum span length is
within TSI-limits (±40 cm), without the mast deflection due to the wind taken into account. However with
less stagger and with a less conservative limit, according to the proposed method, larger span lengths are
possible.
39/92
Final Report
12th Decembre 2013
Figure 26 : Verification of the 67 m span with ±30cm stagger for a 26 m/s wind
However the constraint demanding a minimal traction in the registration arm of 80 N, cannot be assured in
all curves. In large curves with a radius above 40000 m with an alternating stagger of ±20 cm and in smaller
curves form 10000 m a non-alternating constant stagger will satisfy the constraint. It must however be
indicated that other IMs require only that the traction in the registration arm is positive.
As earlier mentioned the minimal lateral variation of the contact wire should be minimal 0.5 m / 100 m
track according to the UIC 799-OR. This is but an guideline, although this defines for span lengths of 80 m a
minimal alternating stagger ±20 cm for curves with a radius above 8000 m and non-alternating constant
stagger in curves below 4000 m. UIC 799-OR is applicable for line speeds exceeding 160 km/h, but in other
sources values of 0.3 m / 100 m are accepted [bibliography (2)]. On the Belgian conventional network
0.35 m / 100 m is required. Using this 0.3 reference, the maximum curve for non-alternating constant
stagger is 6667 m. If the span length is lower, these requirements are more easily attained.
It is clear that both conditions are not compatible and the suggested for the stagger may not be possible due
to wind deflection.
b)
Wind zone 1 : wind speed 26 m/s.
The maximum span length for this wind zone is 80 m, using a stagger ±40cm for the 1950 mm pantograph.
Simulations are performed for straight line and well-chosen curves. When adapting the stagger to ±20cm,
this maximum span length remains usable for a 1600 mm EP as the lateral deviation of the contact wire e_i
40/92
Final Report
12th Decembre 2013
and e_a stays within the calculated limits ezj_pos and ezj_neg of the orange zone from paragraph II.C.1.2
above.
Table 15 : simulation results DB Netz for wind speed 26m/s
V
h
R
e1
e2
a
a_sim
e_i
e_a
eSTI_pos
eSTI_neg
ezj_pos
ezj_neg
Nr.
[km/h]
[mm]
[m]
[cm]
[cm]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
1
160
0
inf
-20
20
80
80
0.469
-0.469
0.375
-0.375
0.475
-0.475
2
160
0
20000
-25
15
80
79
0.463
-0.477
0.375
-0.375
0.453
-0.469
3
160
0
20000
-19
10
80
80
0.452
-0.465
0.375
-0.375
0.453
-0.469
4
160
0
10000
-29
11
80
78.1
0.456
-0.484
0.375
-0.375
0.441
-0.469
5
160
0
10000
-19
1
80
80
0.441
-0.463
0.375
-0.375
0.441
-0.469
6
160
0
5000
-19
-19
80
79.4
0.417
-0.477
0.375
-0.375
0.418
-0.468
7
160
26
5000
-16
-16
80
79.6
0.447
-0.447
0.375
-0.375
0.443
-0.444
8
160
61
5000
-14
-14
80
79.4
0.467
-0.427
0.375
-0.375
0.465
-0.423
9
160
0
3000
-31
-30
80
78.1
0.408
-0.485
0.371
-0.375
0.386
-0.468
10
160
43
3000
-27
-27
80
78
0.443
-0.45
0.375
-0.375
0.429
-0.427
11
160
101
3000
-23
-23
80
78.1
0.483
-0.41
0.375
-0.369
0.464
-0.393
12
160
10
1900
-48
-48
80
72.6
0.388
-0.506
0.323
-0.375
0.348
-0.460
13
160
69
1900
-42
-42
80
74.7
0.448
-0.446
0.375
-0.375
0.408
-0.402
14
160
160
1900
-36
-36
80
75.9
0.508
-0.386
0.375
-0.348
0.464
-0.348
15
160
153
1000
-44
-44
67
59.1
0.439
-0.44
0.322
-0.328
0.347
-0.352
16
160
160
1000
-44
-44
67
59.3
0.439
-0.44
0.327
-0.323
0.352
-0.347
17
120
94
700
-47
-47
59.6
51.6
0.418
-0.47
0.313
-0.364
0.338
-0.388
18
120
105
700
-44
-44
59.6
53.6
0.448
-0.44
0.369
-0.358
0.369
-0.358
19
120
160
700
-42
-42
59.6
53.6
0.468
-0.42
0.364
-0.315
0.389
-0.338
20
100
0
3000
-28
-28
80
79.6
0.433
-0.46
0.375
-0.375
0.426
-0.461
21
100
17
3000
-27
-26
80
79.7
0.448
-0.445
0.375
-0.375
0.443
-0.444
22
100
40
3000
-25
-25
80
79.6
0.463
-0.43
0.373
-0.375
0.457
-0.431
23
100
0
1900
-45
-45
80
75.6
0.418
-0.476
0.375
-0.375
0.408
-0.460
24
100
27
1900
-42
-42
80
76.9
0.448
-0.446
0.375
-0.375
0.434
-0.435
25
100
60
1900
-40
-40
80
77.9
0.468
-0.426
0.375
-0.375
0.454
-0.415
26
100
0
1000
-49
-49
67
60.7
0.389
-0.49
0.348
-0.375
0.363
-0.459
27
100
51
1000
-44
-44
67
63.2
0.439
-0.44
0.375
-0.375
0.413
-0.410
28
100
119
1000
-39
-39
67
64.9
0.470
-0.39
0.371
-0.339
0.455
-0.370
29
100
9
700
-50
-50
59.6
51.3
0.388
-0.5
0.298
-0.375
0.330
-0.451
30
100
72
700
-44
-44
59.6
55.3
0.448
-0.44
0.375
-0.375
0.395
-0.388
31
100
160
700
-38
-38
59.6
55.7
0.491
-0.38
0.37
-0.307
0.446
-0.338
32
60
0
300
-50
-50
42.4
36.8
0.379
-0.5
0.314
-0.375
0.331
-0.445
33
60
61
300
-44
-44
42.4
39.4
0.439
-0.44
0.375
-0.375
0.391
-0.387
34
60
142
300
-38
-38
42.4
39.7
0.489
-0.38
0.357
-0.308
0.440
-0.339
41/92
Final Report
12th Decembre 2013
In figure 27 the cases 1, 2 and 4 from table 15 are shown where the first is within limits, however the latter
two exceeds them slightly. With an adaptation of the stagger, the maximum span length of 80 m can be
achieved.
Figure 27 : wind deflection at wind speed of 26 m/s for straight line, a curve of 20000 m and 10000 m.
42/92
Final Report
12th Decembre 2013
c)
Wind zone 2 : wind speed 29.8 m/s.
When adapting the stagger to ±18 cm, this maximum span length remains usable for a 1600 mm EP as the
lateral deviation of the contact wire e_i and e_a stays within the calculated limits ezj_pos and ezj_neg of the
orange zone.
Table 16 : simulation results DB Netz for wind speed 29.8 m/s
V
h
R
e1
e2
a
a_sim
e_i
e_a
eSTI_pos
eSTI_neg
ezj_pos
ezj_neg
Nr.
[km/h]
[mm]
[m]
[cm]
[cm]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
1
160
0
inf
-18
18
70
70
0.473
-0.473
0.375
-0.375
0.475
-0.475
2
160
0
4000
-18
-17
64
68.4
0.406
-0.464
0.375
-0.375
0.406
-0.468
3
160
42
4000
-15
-14
64
68.5
0.438
-0.435
0.375
-0.375
0.438
-0.437
4
160
76
4000
-12
-12
64
68.6
0.465
-0.41
0.375
-0.375
0.464
-0.412
5
160
0
3000
-25
-25
70
67.6
0.409
-0.501
0.375
-0.375
0.386
-0.468
6
160
55
3000
-20
-20
70
67.8
0.459
-0.451
0.375
-0.375
0.429
-0.427
7
160
101
3000
-17
-17
70
67.3
0.489
-0.421
0.375
-0.375
0.464
-0.396
8
160
67
1400
-47
-47
70
62.7
0.422
-0.487
0.348
-0.375
0.348
-0.417
9
160
119
1400
-43
-43
70
64
0.462
-0.447
0.375
-0.375
0.388
-0.378
10
160
160
1400
-40
-40
70
64
0.492
-0.417
0.375
-0.348
0.419
-0.348
11
160
153
1000
-45
-45
64
56
0.445
-0.45
0.347
-0.352
0.347
-0.352
12
160
160
1000
-45
-45
64
56.2
0.445
-0.45
0.352
-0.347
0.352
-0.347
13
120
94
700
-47
-47
57.1
51.3
0.419
-0.47
0.338
-0.375
0.338
-0.388
14
120
134
700
-44
-44
57.1
51.3
0.449
-0.44
0.369
-0.358
0.369
-0.358
15
120
160
700
-42
-42
57.1
51.3
0.469
-0.42
0.375
-0.338
0.389
-0.338
16
100
0
4000
-17
-16
64
69.3
0.431
-0.461
0.375
-0.375
0.434
-0.461
17
100
16
4000
-15
-15
64
69.3
0.446
-0.446
0.375
-0.375
0.446
-0.449
18
100
30
4000
-14
-14
64
69.3
0.456
-0.436
0.375
-0.375
0.457
-0.438
19
100
0
3000
-23
-22
70
69
0.434
-0.47
0.375
-0.375
0.426
-0.461
20
100
22
3000
-20
-20
70
69
0.459
-0.451
0.375
-0.375
0.443
-0.444
21
100
40
3000
-20
-19
70
69
0.464
-0.446
0.375
-0.375
0.457
-0.431
22
100
0
1400
-47
-47
70
64.5
0.422
-0.487
0.375
-0.375
0.390
-0.460
23
100
46
1400
-44
-44
70
66
0.452
-0.457
0.375
-0.375
0.426
-0.425
24
100
85
1400
-41
-41
70
67.3
0.482
-0.427
0.375
-0.375
0.456
-0.396
25
100
0
1000
-50
-50
64
57.9
0.395
-0.5
0.363
-0.375
0.363
-0.459
26
100
65
1000
-45
-45
64
59.8
0.445
-0.45
0.375
-0.375
0.413
-0.410
27
100
119
1000
-40
-40
64
61.4
0.495
-0.4
0.375
-0.37
0.456
-0.370
28
100
72
700
-46
-46
57.1
52.4
0.429
-0.46
0.375
-0.375
0.379
-0.404
29
100
93
700
-44
-44
57.1
52.9
0.449
-0.44
0.375
-0.375
0.395
-0.388
30
100
160
700
-39
-39
57.1
53.3
0.499
-0.39
0.375
-0.338
0.446
-0.338
31
60
0
300
-50
-50
41.5
37
0.382
-0.5
0.331
-0.375
0.331
-0.445
32
60
78
300
-44
-44
41.5
38.5
0.442
-0.44
0.375
-0.375
0.391
-0.387
33
60
142
300
-39
-39
41.5
38.8
0.492
-0.39
0.375
-0.339
0.440
-0.339
43/92
Final Report
12th Decembre 2013
d)
Wind zone 3 : wind speed 32.1 m/s.
When adapting the stagger to ±17 cm, this maximum span length remains usable for a 1600 mm EP as the
lateral deviation of the contact wire e_i and e_a stays within the calculated limits ezj_pos and ezj_neg of the
orange zone.
Table 17 : simulation results DB Netz for wind speed 32.1 m/s
V
h
R
e1
e2
a
a_sim
e_i
e_a
eSTI_pos
eSTI_neg
ezj_pos
ezj_neg
Nr.
[km/h]
[mm]
[m]
[cm]
[cm]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
1
160
0
inf
-17
17
65
65
0.473
-0.473
0.375
-0.375
0.475
-0.475
2
160
0
4000
-27
-1
61
62
0.373
-0.435
0.375
-0.375
0.406
-0.468
3
160
42
4000
-25
1
61
62.3
0.431
-0.434
0.375
-0.375
0.438
-0.437
4
160
76
4000
-21
5
61
62.7
0.433
-0.375
0.375
-0.375
0.464
-0.412
5
160
0
3000
-22
-21
65
62.7
0.419
-0.497
0.375
-0.375
0.386
-0.468
6
160
55
3000
-18
-18
65
62.6
0.454
-0.462
0.375
-0.375
0.429
-0.427
7
160
101
3000
-14
-14
65
62.6
0.494
-0.422
0.375
-0.375
0.464
-0.393
8
160
67
1300
-45
-45
65
58.6
0.414
-0.501
0.335
-0.375
0.335
-0.417
9
160
128
1300
-41
-40
65
58.7
0.459
-0.457
0.375
-0.371
0.382
-0.371
10
160
160
1300
-38
-38
65
58.7
0.484
-0.431
0.375
-0.347
0.407
-0.348
11
160
153
1000
-44
-44
61
54.1
0.430
-0.440
0.347
-0.352
0.347
-0.352
12
160
160
1000
-43
-43
61
54.3
0.440
-0.430
0.352
-0.347
0.352
-0.347
13
120
94
700
-47
-47
55.5
49.5
0.417
-0.470
0.338
-0.375
0.338
-0.388
14
120
134
700
-44
-44
55.5
49.9
0.447
-0.440
0.369
-0.358
0.369
-0.358
15
120
160
700
-42
-42
55.5
49.9
0.467
-0.420
0.375
-0.338
0.389
-0.338
16
100
0
4000
-27
-1
61
63.1
0.424
-0.461
0.375
-0.375
0.434
-0.461
17
100
16
4000
-25
1
61
63.2
0.446
-0.443
0.375
-0.375
0.446
-0.449
18
100
30
4000
-24
2
61
63.3
0.458
-0.433
0.375
-0.375
0.457
-0.438
19
100
0
3000
-20
-19
65
63.8
0.439
-0.477
0.375
-0.375
0.426
-0.461
20
100
22
3000
-18
-18
65
63.9
0.454
-0.462
0.375
-0.375
0.443
-0.444
21
100
40
3000
-17
-16
65
63.8
0.469
-0.447
0.375
-0.375
0.457
-0.431
22
100
0
1300
-44
-44
65
60.7
0.424
-0.491
0.375
-0.375
0.385
-0.459
23
100
50
1300
-41
-41
65
62.2
0.454
-0.461
0.375
-0.375
0.424
-0.422
24
100
85
1300
-38
-37
65
62.3
0.489
-0.427
0.375
-0.375
0.451
-0.391
25
100
0
1000
-48
-48
61
55.9
0.390
-0.480
0.363
-0.375
0.363
-0.459
26
100
65
1000
-43
-43
61
57.8
0.440
-0.430
0.375
-0.375
0.413
-0.410
27
100
119
1000
-39
-39
61
59.4
0.480
-0.390
0.375
-0.370
0.455
-0.370
28
100
72
700
-46
-46
55.5
50.9
0.427
-0.460
0.375
-0.375
0.379
-0.404
29
100
93
700
-44
-44
55.5
51.5
0.447
-0.440
0.375
-0.375
0.395
-0.388
30
100
160
700
-39
-39
55.5
51.9
0.497
-0.390
0.375
-0.338
0.446
-0.338
31
60
0
300
-50
-50
40.8
36.5
0.378
-0.500
0.331
-0.375
0.331
-0.445
32
60
78
300
-44
-44
40.8
38
0.438
-0.440
0.375
-0.375
0.391
-0.387
33
60
142
300
-39
-39
40.8
38.2
0.488
-0.390
0.375
-0.339
0.440
-0.339
44/92
Final Report
12th Decembre 2013
1.3 PKP (YC150-2CS150 and 2C120-2C-3)
Both OCLs are designed with a wind speed of 32.9m/s according to the EN 50119 standard. In
modernization projects the stagger is adapted to suit both the 1600 mm and the 1950 mm pantograph. The
wind deflection of the OCLs is calculated using the present rules and maximum span length is determined
for the 1950 mm. For both OCLs the stagger was adapted in order to maximize the span length for the
1600 mm EP.
a)
Present installed stagger and 1950 mm pantograph
The maximum span length for the modern YC150-2CS150 OCL and the 2C120-2C-3 is 66 m. The stagger for
straight line is alternating -30/+30 cm and in curves non-alternating -30/-30 cm or -40/-40 cm in small
curves.
Table 18 : simulation results PKP YC150-2CS150 for 1950 mm pantograph
V
h
R
e1
e2
a
a_sim
e_i
e_a
eSTI_pos
eSTI_neg
ezj_pos
ezj_neg
Nr.
[km/h]
[mm]
[m]
[cm]
[cm]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
1
200
0
inf
-30
30
66
66.0
0.407
-0.407
0.49
-0.49
0.574
-0.574
2
200
0
20000
-30
30
66
66.0
0.429
-0.385
0.49
-0.49
0.557
-0.574
3
200
10
20000
-30
30
66
66.0
0.429
-0.385
0.49
-0.49
0.564
-0.570
4
200
0
10000
-30
30
66
66.0
0.452
-0.365
0.49
-0.49
0.540
-0.574
5
200
20
10000
-30
30
66
66.0
0.452
-0.365
0.49
-0.49
0.554
-0.562
6
200
0
5000
-30
30
66
65.2
0.500
-0.329
0.49
-0.49
0.506
-0.574
7
200
41
5000
-30
30
66
65.2
0.500
-0.329
0.49
-0.49
0.535
-0.547
8
200
95
5000
-30
30
66
65.2
0.500
-0.329
0.49
-0.49
0.574
-0.510
9
200
8
3000
-30
-30
66
66.0
0.222
-0.459
0.466
-0.49
0.466
-0.570
10
200
68
3000
-30
-30
66
66.0
0.222
-0.459
0.49
-0.49
0.509
-0.528
11
200
150
3000
-30
-30
66
66.0
0.222
-0.459
0.49
-0.471
0.567
-0.471
12
200
99
1900
-30
-30
66
66.0
0.327
-0.354
0.465
-0.49
0.465
-0.506
13
200
107
1900
-30
-30
66
66.0
0.327
-0.354
0.471
-0.49
0.471
-0.500
14
200
150
1900
-30
-30
66
66.0
0.327
-0.354
0.49
-0.470
0.501
-0.470
15
160
83
1300
-40
-40
64
64.0
0.314
-0.40
0.449
-0.49
0.449
-0.501
16
160
100
1300
-40
-40
64
64.0
0.314
-0.40
0.461
-0.489
0.461
-0.489
17
160
150
1300
-40
-40
64
64.0
0.314
-0.40
0.49
-0.454
0.497
-0.454
18
140
82
1000
-40
-40
57
57.0
0.258
-0.40
0.448
-0.49
0.448
-0.501
19
140
99
1000
-40
-40
57
57.0
0.258
-0.40
0.460
-0.49
0.460
-0.49
20
140
150
1000
-40
-40
57
57.0
0.258
-0.40
0.49
-0.454
0.497
-0.454
21
120
94
700
-40
-40
47
47.0
0.164
-0.40
0.414
-0.459
0.414
-0.459
22
120
105
700
-40
-40
47
47.0
0.164
-0.40
0.422
-0.452
0.422
-0.452
23
120
150
700
-40
-40
47
47.0
0.164
-0.40
0.454
-0.420
0.454
-0.420
24
60
0
300
-40
-40
31
31.0
0.073
-0.40
0.390
-0.49
0.390
-0.496
25
60
61
300
-40
-40
31
31.0
0.073
-0.40
0.434
-0.453
0.434
-0.453
26
60
142
300
-40
-40
31
31.0
0.073
-0.40
0.49
-0.397
0.492
-0.397
45/92
Final Report
12th Decembre 2013
Table 19 : simulation results PKP 2C120-2C-3 for 1950 mm pantograph
V
h
R
e1
e2
a
a_sim
e_i
e_a
eSTI_pos
eSTI_neg
ezj_pos
ezj_neg
Nr.
[km/h]
[mm]
[m]
[cm]
[cm]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
1
220
0
inf
-20
20
66
66.0
0.385
-0.385
0.49
-0.49
0.574
-0.574
2
220
0
20000
-20
20
66
66.0
0.410
-0.360
0.49
-0.49
0.553
-0.574
3
220
12
20000
-20
20
66
66.0
0.410
-0.360
0.49
-0.49
0.562
-0.568
4
220
0
10000
-20
20
66
66.0
0.436
-0.336
0.49
-0.49
0.533
-0.574
5
220
24
10000
-20
20
66
66.0
0.436
-0.336
0.49
-0.49
0.550
-0.560
6
220
0
5000
-20
20
66
66.0
0.487
-0.288
0.49
-0.49
0.491
-0.574
7
220
49
5000
-20
20
66
66.0
0.487
-0.288
0.49
-0.49
0.526
-0.542
8
220
115
5000
-20
20
66
66.0
0.487
-0.288
0.49
-0.49
0.574
-0.496
9
220
41
3000
-20
-20
66
66.0
0.339
-0.376
0.466
-0.49
0.466
-0.547
10
220
82
3000
-20
-20
66
66.0
0.339
-0.376
0.49
-0.49
0.495
-0.518
11
220
150
3000
-20
-20
66
66.0
0.339
-0.376
0.49
-0.471
0.544
-0.471
12
220
137
2000
-30
-30
66
66.0
0.329
-0.385
0.465
-0.479
0.465
-0.479
13
220
150
2000
-30
-30
66
66.0
0.329
-0.385
0.475
-0.470
0.475
-0.470
14
160
83
1300
-40
-40
64
64.0
0.330
-0.40
0.449
-0.49
0.449
-0.501
15
160
100
1300
-40
-40
64
64.0
0.330
-0.40
0.461
-0.489
0.461
-0.489
16
160
150
1300
-40
-40
64
64.0
0.330
-0.40
0.49
-0.454
0.497
-0.454
17
140
82
1000
-40
-40
57
57.0
0.275
-0.40
0.448
-0.49
0.448
-0.501
18
140
99
1000
-40
-40
57
57.0
0.275
-0.40
0.460
-0.49
0.460
-0.49
19
140
150
1000
-40
-40
57
57.0
0.275
-0.40
0.49
-0.454
0.497
-0.454
20
120
94
700
-40
-40
47
47.0
0.229
-0.40
0.414
-0.459
0.414
-0.459
21
120
105
700
-40
-40
47
47.0
0.229
-0.40
0.422
-0.452
0.422
-0.452
22
120
150
700
-40
-40
47
47.0
0.229
-0.40
0.454
-0.420
0.454
-0.420
23
60
0
300
-40
-40
31
31.0
0.082
-0.40
0.390
-0.49
0.390
-0.496
24
60
61
300
-40
-40
31
31.0
0.082
-0.40
0.434
-0.453
0.434
-0.453
25
60
142
300
-40
-40
31
31.0
0.082
-0.40
0.49
-0.397
0.492
-0.397
46/92
Final Report
12th Decembre 2013
b)
Adapted stagger and 1600 mm EP
In order to accommodate the 1600 mm EP on the PKP OCLs, stagger was adapted from the original design
rules. Maximum span lengths in straight line and large curves can be obtained in this way.
Table 20 : simulation results PKP YC150-2CS150 for 1600 mm EP
V
h
R
e1
e2
a
a_sim
e_i
e_a
eSTI_pos
eSTI_neg
ezj_pos
ezj_neg
Nr.
[km/h]
[mm]
[m]
[cm]
[cm]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
1
200
0
inf
-30
30
66
66.0
0.407
-0.407
0.34
-0.34
0.449
-0.449
2
200
0
20000
-30
30
66
66.0
0.429
-0.385
0.34
-0.34
0.432
-0.449
3
200
10
20000
-30
30
66
66.0
0.429
-0.385
0.34
-0.34
0.439
-0.445
4
200
0
10000
-30
20
66
66.0
0.385
-0.391
0.34
-0.34
0.415
-0.449
5
200
20
10000
-30
25
66
66.0
0.418
-0.377
0.34
-0.34
0.429
-0.437
6
200
0
5000
-30
10
66
66.0
0.372
-0.375
0.34
-0.34
0.381
-0.449
7
200
41
5000
-30
15
66
66.0
0.403
-0.361
0.34
-0.34
0.410
-0.423
8
200
95
5000
-30
20
66
66.0
0.434
-0.349
0.34
-0.34
0.449
-0.385
9
200
8
3000
-30
-10
66
66.0
0.327
-0.375
0.34
-0.34
0.341
-0.445
10
200
68
3000
-30
0
66
66.0
0.383
-0.345
0.34
-0.34
0.384
-0.403
11
200
150
3000
-30
10
66
66.0
0.441
-0.322
0.34
-0.34
0.443
-0.346
12
200
99
1900
-30
-30
66
66.0
0.327
-0.354
0.34
-0.34
0.340
-0.381
13
200
107
1900
-30
-30
66
66.0
0.327
-0.354
0.34
-0.34
0.346
-0.375
14
200
150
1900
-29
-29
66
66.0
0.337
-0.344
0.34
-0.34
0.376
-0.345
15
160
83
1300
-38
-38
64
63.1
0.334
-0.38
0.324
-0.34
0.324
-0.376
16
160
100
1300
-37
-37
64
63.2
0.344
-0.37
0.336
-0.34
0.336
-0.364
17
160
150
1300
-34
-34
64
63.0
0.374
-0.34
0.34
-0.329
0.372
-0.329
18
140
82
1000
-37
-37
57
58.5
0.288
-0.370
0.323
-0.34
0.323
-0.377
19
140
99
1000
-36
-36
57
58.6
0.298
-0.360
0.335
-0.34
0.335
-0.365
20
140
150
1000
-32
-32
57
58.4
0.338
-0.320
0.34
-0.329
0.372
-0.329
21
120
94
700
-33
-33
47
49.2
0.234
-0.330
0.289
-0.334
0.289
-0.334
22
120
105
700
-32
-32
47
49.1
0.244
-0.320
0.297
-0.327
0.297
-0.327
23
120
150
700
-29
-29
47
49.2
0.274
-0.290
0.329
-0.295
0.329
-0.295
24
60
0
300
-37
-37
31
35.9
0.108
-0.370
0.265
-0.34
0.265
-0.371
25
60
61
300
-32
-32
31
35.7
0.158
-0.320
0.309
-0.328
0.309
-0.329
26
60
142
300
-27
-27
31
36.0
0.208
-0.270
0.34
-0.272
0.367
-0.272
47/92
Final Report
12th Decembre 2013
Table 21 : simulation results PKP 2C120-2C-3 for 1600 mm EP
V
h
R
e1
e2
a
a_sim
e_i
e_a
eSTI_pos
eSTI_neg
ezj_pos
ezj_neg
Nr.
[km/h]
[mm]
[m]
[cm]
[cm]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
1
220
0
inf
-20
20
66
66.0
0.385
-0.385
0.340
-0.340
0.449
-0.449
2
220
0
20000
-20
20
66
66.0
0.410
-0.360
0.340
-0.340
0.428
-0.449
3
220
12
20000
-20
20
66
66.0
0.410
-0.360
0.340
-0.340
0.437
-0.443
4
220
0
10000
-20
15
66
66.0
0.405
-0.353
0.340
-0.340
0.408
-0.449
5
220
24
10000
-20
15
66
66.0
0.405
-0.353
0.340
-0.340
0.425
-0.435
6
220
0
5000
-30
5
66
66.0
0.357
-0.404
0.340
-0.340
0.366
-0.449
7
220
49
5000
-30
5
66
66.0
0.357
-0.404
0.340
-0.340
0.401
-0.417
8
220
115
5000
-25
10
66
66.0
0.407
-0.354
0.340
-0.340
0.449
-0.371
9
220
41
3000
-30
-15
66
66.0
0.316
-0.409
0.340
-0.340
0.341
-0.422
10
220
82
3000
-30
-10
66
66.0
0.343
-0.390
0.340
-0.340
0.370
-0.393
11
220
150
3000
-25
-5
66
66.0
0.393
-0.340
0.340
-0.340
0.419
-0.346
12
220
137
2000
-28
-28
66
65.0
0.349
-0.365
0.340
-0.340
0.340
-0.354
13
220
150
2000
-27
-27
66
64.9
0.359
-0.355
0.340
-0.340
0.350
-0.345
14
160
83
1300
-39
-39
64
62.3
0.340
-0.390
0.324
-0.340
0.324
-0.376
15
160
100
1300
-38
-38
64
62.4
0.350
-0.380
0.336
-0.340
0.336
-0.364
16
160
150
1300
-34
-34
64
62.3
0.390
-0.340
0.340
-0.329
0.372
-0.329
17
140
82
1000
-37
-37
57
57.8
0.305
-0.370
0.323
-0.340
0.323
-0.376
18
140
99
1000
-36
-36
57
57.9
0.315
-0.360
0.335
-0.340
0.335
-0.365
19
140
150
1000
-32
-32
57
57.7
0.355
-0.320
0.340
-0.329
0.372
-0.329
20
120
94
700
-33
-33
47
48.6
0.249
-0.330
0.289
-0.334
0.289
-0.334
21
120
105
700
-32
-32
47
48.5
0.259
-0.320
0.297
-0.327
0.297
-0.327
22
120
150
700
-29
-29
47
48.6
0.289
-0.290
0.329
-0.295
0.329
-0.295
23
60
0
300
-37
-37
31
35.6
0.112
-0.370
0.265
-0.340
0.265
-0.371
24
60
61
300
-32
-32
31
35.4
0.162
-0.320
0.309
-0.328
0.309
-0.328
25
60
142
300
-27
-27
31
35.7
0.212
-0.270
0.340
-0.272
0.367
-0.272
1.4 ADIF (EAC350)
The ADIF high speed OCL EAC350 has been designed for wind speeds up to 34 m/s. Maximum span lengths
are 64 m and maximum installed stagger is 20 cm. Data for typical span lengths in curves were not provided
for this OCL, nevertheless are the maximum span lengths calculated for straight line and some typical
curves. With the maximum stagger values, maximum span length of 64 m can be obtained in curves with
radii superior of 1400 m. In the smaller curves, train speed is limited to 160 km/h or less and high speed
OCL might not be installed on tracks with these speed limitations, but the results can be used to compare
them with these of other OCLs.
48/92
Final Report
12th Decembre 2013
Table 22 : simulation results ADIF EAC350 for 1600 mm EP
V
h
R
e1
e2
a
a_sim
e_i
e_a
eSTI_pos
eSTI_neg
ezj_pos
ezj_neg
Nr.
[km/h]
[mm]
[m]
[cm]
[cm]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
1
350
0
inf
-20
20
64
64
0.273
-0.273
0.36
-0.36
0.479
-0.479
2
350
0
20000
-20
20
64
64
0.294
-0.253
0.36
-0.36
0.422
-0.479
3
350
73
20000
-20
20
64
64
0.294
-0.253
0.36
-0.36
0.476
-0.427
4
350
0
10000
-20
20
64
64
0.316
-0.234
0.36
-0.36
0.368
-0.479
5
350
145
10000
-20
20
64
64
0.316
-0.234
0.36
-0.36
0.475
-0.375
6
300
63
5000
-20
20
64
64
0.362
-0.206
0.36
-0.36
0.364
-0.434
7
300
91
5000
-20
20
64
64
0.362
-0.206
0.36
-0.36
0.385
-0.414
8
300
180
5000
-20
20
64
64
0.362
-0.206
0.36
-0.35
0.45
-0.35
9
220
41
3000
-20
5
64
64
0.335
-0.200
0.356
-0.36
0.356
-0.442
10
220
82
3000
-20
5
64
64
0.335
-0.200
0.36
-0.36
0.387
-0.412
11
220
180
3000
-20
5
64
64
0.335
-0.200
0.36
-0.342
0.459
-0.342
12
160
10
1900
-20
-20
64
64
0.299
-0.200
0.343
-0.36
0.343
-0.45
13
160
69
1900
-20
-20
64
64
0.299
-0.200
0.36
-0.36
0.386
-0.408
14
160
160
1900
-20
-20
64
64
0.299
-0.200
0.36
-0.343
0.453
-0.343
15
160
67
1400
-36
-36
64
64
0.235
-0.360
0.342
-0.36
0.342
-0.409
16
160
93
1400
-36
-36
64
64
0.235
-0.360
0.36
-0.36
0.361
-0.39
17
160
180
1400
-32
-32
64
64
0.275
-0.320
0.36
-0.328
0.426
-0.328
18
160
153
1000
-34
-34
61.4
61.4
0.340
-0.340
0.341
-0.347
0.341
-0.347
19
160
180
1000
-32
-32
61.4
61.4
0.360
-0.320
0.36
-0.327
0.361
-0.327
20
120
94
700
-38
-38
55.5
55.6
0.338
-0.380
0.34
-0.36
0.34
-0.388
21
120
105
700
-37
-37
55.5
55.5
0.348
-0.370
0.348
-0.36
0.348
-0.38
22
120
180
700
-32
-32
55.5
55.7
0.398
-0.320
0.36
-0.326
0.404
-0.326
23
60
0
300
-40
-40
40
39.8
0.350
-0.400
0.341
-0.36
0.341
-0.45
24
60
61
300
-40
-40
40
40.9
0.350
-0.400
0.36
-0.36
0.386
-0.407
25
60
180
300
-32
-32
40
41.2
0.430
-0.320
0.36
-0.321
0.468
-0.321
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2. Clearance
2.1 Infrabel
On high speed lines, which were designed for 1450 mm and 1600 mm pantographs, the use of a large
1950 mm pantograph will cause problems as it might touch the OCL (in green) above the deviated track of a
switch. This can only be solved when abandoning the use of the 1450 mm pantograph.
There are however almost no mechanical clearance problems towards structures and steady arms. Electrical
clearances are on the limit of being infringed by the support of the neighboring track (left track on figure
28).
Figure 28 : clearance at switch with 3rd OCL
2.2 SNCF/RFF
a)
V200 OCL
(1) Curves
The design of the steady arm of the 25 kV V200 OCL has been done for an extreme position of the
1600 mm pantograph, according to the following criteria:





Maximum contact wire height = 6200 mm
Stagger = -240 mm
Maximum cant on the French national network (RFN) = 180 mm
Operating speed = 200 km/h
Contact wire uplift = 240 mm
The calculations of the pantograph sway have been done according to the following approximated formula:
If cant or cant deficiency remain within the limits 0.066 mm < [D or I] <= 0.180 mm, then :
(
)
([
]
)
(
)
[7]
Where :
 D : cant (m) (dévers in French)
 I : cant deficiency (m) (insuffisance de dévers in French)
 B : pantograph sway (m) (balancement in French)
50/92
Final Report
12th Decembre 2013
To define pantograph gauges, the sway value is increased by a mechanical margin of 95 mm (« historical »
SNCF value).
Thus, according to the above parameters, the sway value is 462 mm.
Therefore a large 1950 mm pantograph could bring a risk of clearance infringements from the heel of the
steady arm, but only under the above conditions, i.e. when contact wire height is at its maximum value of
6200 mm and cant deficiency is also maximal, 160 mm. This is illustrated in figure 29 below.
Figure 29 : clearance problems for V200 OCL when stagger at the mast = -240 mm and cant = 180 mm
(which means also maximum cant deficiency of 160 mm at 200 km/h in a curve with a radius R = 1390 m)
It should be noted that normal contact wire height is 5500 mm. Figure 29 thus gives a picture of an extreme
situation of contact wire height and track layout. It creates a problem where there is not always one, as seen
on figure 30 below, where a more realistic gauge is depicted. The difference can be explained in the
following way:
SNCF assumes that the EP lifts up about 240 mm, which is correct if one accounts for a safety factor 2 as TSI
requires, but also that the pantograph moves sideways over a distance of approximately 462 mm. This is way
too much if we apply the EN 50367:2006 (calculation of L2) or the 2012 version, which refers to a
calculation in accordance with EN 15273:2009 (because the formula from the version 2006, among others
things, does not apply to a broad pantograph, but only for a EP). The maximum lateral displacement on the
reference vehicle with s=0.225 is than about 297 mm, so 164 mm less than what has been drawn !
This lower sway value of almost 300 mm, which corresponds to an L2 of almost 1300 mm, is obtained in the
following way:


Discarding the historical margin of 95 mm
Using a geometric mean of the track faults instead of a linear build up:
the terms (
) contain this margin for track faults, but should be calculated
according to the formula 1 on page 15 and EN 15273, this means √
(
)
51/92
Final Report
12th Decembre 2013

Using more realistic values for the track faults at 200 km/h:
in the terms above SNCF uses 0.05 m for track alignment (Tvoie) and 0.015 m for cant faults
in curves (Tc). From table 3 above, taken from EN 15273-3, the recommended value for
Tvoie is 0.025 m. In the questionnaire SNCF gave a value of 0.028 m as a value for immediate
intervention. Both these values are very high at 200 km/h, other countries use
0.008 mm (Italy), 0.009 mm (Germany) or 0.010 m (Belgium), but 0.025 m has been
retained for calculating the lower sway.
At 200 km/h also the recommended value for Tc is very high and has been limited to
0.006 m for calculating the lower sway at speeds above 160 km/h.
The theoretical pantograph gauge is not infringed by the steady arm. In addition, there is still an air gap of
approximately 70 mm between the uplifted steady arm and the uplifted and swayed 1950 mm pantograph,
due to its real rounded shape rather than the theoretical edged clearance shape of EN 15273.
Figure 30 : realistic pantograph sway and gauge according to EN-15273 at 200 km/h and 6.20 m CWH
Other combinations of stagger, curve radiuses and cant/cant deficiency have been investigated, notably the
relatively small stagger values of 0, -90 or +50 mm in curves with radiuses between 3000 m and 7500 m from
figure 23, but no possible clearance problems have been detected when applying EN 15273 for a
1950 mm pantograph.
52/92
Final Report
12th Decembre 2013
(2) Tunnels
The use of a 1950 mm pantograph can cause clearance problems in some old refurbished tunnels as
illustrated in figure 31. For economic reasons, this tunnel has been electrified with 25 kV as the surrounding
network mainly consists of this type of electrification. The gauge MR 3.3 corresponds to gauge GA,
minimum contact wire height is 4.59 m, with a static insulation distance of 0.17 m according to EN 50119.
Figure 31 : clearance problems for V200 OCL on the Bourg-en-Bresse – Bellegarde line
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Final Report
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b)
1.5 kV OCLs
No data have been provided by SNCF concerning the 1.5 kV network in France, but it has been confirmed
that there is no problem regarding clearance for both 1600 mm and 1950 mm pantographs, at least sideways,
but there is a problem when considering uplift according to EN50119. This is probably due to the fact that
for these mainly compound types of OCLs, the steady arm is a straight one instead of a bended shape. If
additionally the heel of the steady arm is situated above the pantograph gauge, there is a risk of touching
this part in the case high uplift values.
Figure 32 : a pole with a compound type 1.5 kV OCL on the Tours-Bordeaux line
54/92
Final Report
12th Decembre 2013
2.3 RFI
Both OCLs 320 FF and 440 FR have similar supporting structures. Also the design rules of stagger in curves
are equal: in straight line the stagger is -20/+20 cm, in curves with radii above 300 m it is -20/-20 cm and
-20/0/-20 cm in curves with smaller radii. RFI provided two clearance gauge profiles in figure 24 above :
straight line and a curve with 250 m radius and 160 mm cant at maximum speed of 60 km/h. The profiles are
electrical gauges and include an isolation distance of 50 mm.
a)
Clearance at support structures
For straight track no infringement problems for the 1950 mm pantograph are expected. In figure 33 the RFI
electrical gauge is drawn in green and the 1600 mm EP lifted to the RFI limit, this is the maximum limit
minus the 50 mm electrical insulation distance also in green. The 1950 mm pantograph in magenta is drawn
in the lifted position at standstill and one set of the steady arms show their normal position. When the
1950 mm pantograph is begin swayed and uplifted to the maximum of 190 mm (240 mm minus the 50 mm
electrical insulation distance) the lifted set of steady arms remain outside of the kinematic pantograph
gauge, shown in grey.
Figure 33 : no clearance problems for the 1950 mm pantograph on 320 FF/440 FR OCL in straight line
Small curves with radii below 300 m contain support structures with an installed stagger of 0 cm. In these
curves infringement issues can occur for the 1950 mm pantograph. Figure 34 shows the RFI electrical gauge
and uplifted 1600 mm EP in green, the lifted 1950 mm pantograph in magenta. The limited speed of
60 km/h does not cause the 1950 mm pantograph to be fully uplifted, but only lifts it over 60 mm maximum
as shown in grey. The set of steady arms won’t be lifted in the ultimate position and will enter the grey
kinematic pantograph gauge and cause infringement issues.
Minor adaptation to the stagger or an adapted design of the steady arm can solve these limited issues.
55/92
Final Report
12th Decembre 2013
Figure 34 possible clearance problems for the 1950 mm pantograph on 320 FF/440 FR OCL in a curve with
250 m radius and 160 mm cant
b)
Station awnings
RFI reported gauge problems for the 1950 mm pantograph with the station awning and tunnels. However
the extend of the problem was not reported : the number of station awnings and the length of the lines with
these tunnels. Pictures of the line Roma-Firenze in figure 35 and figure 36 depict the infringement of a
1950 mm pantograph in the lifted position at standstill.
The end horns of a 1950 mm pantograph will make contact with awning structure and therefore does the
awning comes within the distance of the half-width from the track center. From figure 33 it can be deduced
that this indicates that the awning enters already the current RFI gauge profile for straight track. The
magenta 1950 mm pantograph remains within the green gauge profile at all times. This indicates that the
respective station awnings do not respect the by RFI demanded gauge profile. It is clear that a train with a
1950 mm pantograph can never pass without any adaptations: constructional adaptation of the awning or
adaptation of the OCL.
56/92
Final Report
12th Decembre 2013
Figure 35 : infringement of 1950 mm pantograph on a station awning
Figure 36 : infringement of 1950 mm pantograph on a station awning: the end horn of the pantograph
collides with the station awning
A possible solution to this problem could be the lowering of the contact wire in order to pass the electrical
gauge of the 1950 mm pantograph under the station awning. More information is needed in order to fully
assess these problems.
57/92
Final Report
12th Decembre 2013
3. Comparison between mast deflection values and stagger tolerances
Calculations according to EN 15273-1 neither account for the wind deflection of the supporting structures,
nor the offset of stagger due to installation tolerances. In the UIC 606-1 leaflet, the mast deflection (Um or
zbw, questionnaire parameter 1.54) and the stagger tolerances (Ut, questionnaire parameter 1.60) are
considered to be a stochastic value; however the mast deflection can occur at any given mast, while
maximum extreme wind actions are present.
In this study both effects have been included according to formulas [1] and [5] or [6]. This means mast
deflection is treated as deterministic whilst stagger tolerance is treated as stochastic.
Where stagger tolerances are quite similar in the various countries, mast deflection can change a lot
depending on the type of poles being used. A comparison is being given in table 23.
Table 23 : mast deflection and stagger tolerances
Country
Infrabel
DB Netz
PKP
ADIF
SNCF
RFI
Mast deflection
zbw (1.54)
Stagger tolerances
Ut (1.60)
[cm]
[cm]
distance between
contact wires at
mast if more than
one is present
(1.65)
[cm]
4
7
2.5 (0)
6
4
5.5
6
±2
±3
±2
±4
±2
± 2.5
4 (Cn-107)
8 (both OCLs)
5
In the probability analysis in ANA_2 of the 1600 mm EP and the 1950 mm pantograph, the effect of the
mast deflection in windy conditions is taken into account as a deterministic parameter. When the contact
wire will be deviated due to wind load, it is supposed that the structures supporting the OCL will also
experience this same wind load and will deform accordingly.
If the OCL consists of two contact wires the lateral deviation can be decreased with half the distance
between these contact wires, because they do act as a pair. If the contact wires are deviated to an extreme
position, there will only be a dewirement if both outside and inside wires exceed the ultimate limit in that
specific case.
The stagger errors are considered to be of random nature and can be opposite at the two poles on each side
of a span. Both stagger errors only lead to a maximum lateral deviation of the contact wire(s) if at both masts
the stagger has been installed at its maximum limit authorized by the tolerance and if both errors are in the
same direction. Therefore only the standard deviation of the stagger errors and not the maximum tolerated
value is used to account for these stagger errors. The standard deviation is supposed to be a third of the
tolerance because tolerances are considered to be a maximum error and in a normal distribution three times
the standard deviation covers 99,7% of all possible values.
7
In case of concrete masts this value is 0 [bibliography (2)]
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Final Report
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R. Puschmann [bibliography (2)] proposes in an article to treat both phenomena above mentioned, i.e. mast
deflection and stagger errors, stochastically. By thus calculating a geometric mean according to [8] this
approach leads to comparable results, as shown in table 24.
√
[8]
Table 24 : contact wire deviation due to mast deflection and stagger
Country
Infrabel
DB Netz
PKP
ADIF
SNCF
RFI
ANA_2 value
Value formula [8]
[cm]
[cm]
2.67
3.5 (2.5)
2.67
5.33
6.17
4.33
2.8
3.9 (2.5)
2.8
5.66
6.04
6.5
As illustrated in figure 37 the maximum lateral deviation of the contact wire is thus obtained by:
[9]
with v from [8].
The above formula shall be compared with above equations [5] and [6], where zbw is extracted from the
square root as it is considered to be deterministic.
Figure 37: definitions of contact wire lateral positions and designations in span [bibliography (2)]
The difference between treating zbw as deterministic or stochastic depends on the size of wind gusts as
compared to the span lengths: for larger spans the wind gust will not simultaneously affect both surrounding
poles and the OCL(s) in the span between them, as as typical wind gust sizes are estimated to have an
effective width of about 20 m [bibliography (1)].
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IV. ANA_2: Probability analysis of 1600 in 1950 network and vice versa
A. Dynamic analysis
1. Goal
The goal of the dynamic analysis is to determine the probability of a dewirement of 1600 mm pantographs
in 1950 mm network and vice versa.
As a 1950 mm pantograph is wider than a 1600 mm pantograph it is unlikely that a dewirement will occur
with a 1950 mm pantograph in a 1600 mm network. The probability of a 1950 mm pantograph dewirement
in the 1600 mm network is therefore 0. In the 1600 mm network the 1950 mm pantograph gives a clearance
gauge problem and not a dewirement problem. Therefore in this part of the study only the 1950 mm
networks have been investigated with the use of 1600 mm pantographs and not vice versa. The networks of
investigation are Belgium, Poland and Germany.
2. Approach
The approach to achieve this goal is as follows:






Write a program to calculate the position of the pantograph according EN15273:2013;
Make input file for the different vehicles of investigation;
Make input files for the different tracks in relation to the OCLs of investigation;
Read input from the calculation of the contact wire position (result from ANA_1);
Calculate the probability of a dewirement based on a Monte Carlo simulation for each train-trackcurve situation;
Create output files with probabilities.
3. Program
In Matlab (version 8.0) the calculations according EN15273:2013 have been programmed. As a large matrix
of calculations has to be carried out there are several loops to vary the tracks, the vehicle type, the speed,
the OCL type, etc. The use of input files for vehicles, tracks and OCLs, and the use of automated output files
reduce the possibility of in- and output errors.
For the calculation of the probability of a dewirement the Monte Carlo simulation has been used. In this
simulation 50.001 starting points (between the limit values) have been taken for the first variable. For these
50.001 starting points random numbers will be taken from the following variables between their limit
values. This will result in 50.001 lateral positions of the pantograph in relation to the track. Also the angle of
the pantograph is being calculated as a secondary result.
In the following figure this process has been made visible. On the left is the starting point after which there
are 50.001 possible combinations. Each combination will have a random behavior resulting in a random end
result on the right side of the figure.
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Figure 38 : Monte Carlo simulation: development of additional random steps
The variables that are used in the simulation are listed in the following table. For each variable is listed if
they are taken stochastic or deterministic. If the variable is stochastic the probability function has a normal
distribution.
Table 25 : Input variables for calculation of pantograph position
Elements transverse direction
semi-width of the vehicle
vehicle construction tolerances
geometric overthrow
bveh
bvt
bgi/bga
between wheelset and bogie
transverse clearances of the
wheelsets
bq
bl
between the body and bogie
bw
effect of track gauge widening
Formula
Ignored up to 0,0025 m for semi-widths b
(
) or (
), EN 15273-2
sections A.3.9.1, A.3.9.2 and A.3.9.3
A.q, EN 15273-2 sections A.3.9.1, A.3.9.2 and A.3.9.3
, EN 15273-2 sections A.3.9.1, A.3.9.2 and
A.3.9.3
A.w(R), EN 15273-2 sections A.3.9.1, A.3.9.2 and
A.3.9.3
, depending on the curve dimensions
Cant
bD
Dissymmetry
bsusp
(
bcharge
(
Cant deviation
bTD
Infrastructure construction
tolerances
track irregularities
btol
Track displacement
Flexibility of the pantograph
bvoie
bt
Pantograph construction and
installation tolerance
Suspension adjustment
tolerances
bτ
)
)
)(
)
)(
(
)
Depends of the infrastructure manager
bosc
bθ
)(
(
(
)
-
Deterministic or
stochastic
Deterministic
(value 0)
Deterministic
Stochastic “and off-set”
Deterministic and
stochastic
Stochastic “and off-set”
Included in bl
Deterministic
Stochastic
(value 0)
Stochastic
(value 0)
Stochastic (speed
dependent)
Stochastic
(value 0)
Stochastic
Stochastic
Stochastic
Stochastic
(
)
Stochastic
The differences between EN-15273:2013 and the Monte Carlo simulations are:
 The simulation is based on the real situation and not according to the reference data described in
the standard;
 Only displacements in the transverse direction and not in vertical direction are included;
 Description of the profile for interoperable pantograph head according to EN 50367:2012.
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
The pantograph head with a length of 1600 mm is described in Annex A.2.1 of EN 50367:2012. In
the simulation the profile of the pantograph is simplified according to the blue line in Figure 39.
The end horn is only described with a straight line with an angle of 30 degrees. For a 1950 mm
pantograph the same method to describe the profile of the 1600 mm pantograph is used.
Figure 39 : Simplification of pantograph profile





For the BR185 only the place of the pantograph with the largest transverse displacement is taken.
So, the simulations are carried out for a value of ni=0.5;
Displacement charge and displacement suspension is taken zero because the vehicles are not
wagons but highly balances traction units or vehicles with self-levelling air suspension;
The vehicles are no tilting vehicles;
The wind aspect isn’t included in the simulation: Side wind on the vehicle has a positive effect on
the position of the pantograph with respect to the contact wire. But because the side wind on a
train can be blocked by another train or by sound barriers for example, the side wind on the train
has not been considered. This results in a conservative calculation of the position of the pantograph
with respect to the contact wire;
In EN-15273:2013 always a maximum value is taken for the transverse clearance of wheel sets on
the track, the transverse clearance between wheel set and bogie and the transverse clearance
between the body and bogie. This isn’t correct. These parameters depend on the cant excess or cant
deficiency (includes the radius of the curve of the rails) and the speed of the vehicle. According to
the standard the maximum value of the lateral play has to be taken from W i to Wa (Qi and Qa for
lateral play between wheelset and bogie frame). In the Monte Carlo simulation a normal
distribution has been used around an offset value. This is more like reality as will be explained. In a
curve with cant the vehicle at stand still leans to the inside of the curve with a certain displacement
to the right in the lateral play. On top if this constant displacement at low speeds there will be
small oscillations of the car body due to track irregularities. This results in the narrow normal
distribution towards Wi as shown to the right in the figure. At maximum speed the vehicle will
lean to the outside of the curve with a certain displacement to the left in the lateral play. On top if
this constant displacement at high speeds there will be large oscillations of the car body due to
track irregularities. This results in the wide normal distribution towards Wa as shown to the right
in the figure.
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v=vmax
Wa
v≈0
0
Wi
Figure 40 Deterministic value combined with stochastic behaviour

The effect of track gauge widening in tight curves has been taken from the information provided by
Belgium, see Table 26.
Table 26 : Track gauge widening in tight curves

Curve radius R
[m]
Track gauge
widening
[mm]
Track gauge
[mm]
> 300
250
225
200
175
150
0
10
10
15
15
15
1435
1445
1445
1450
1450
1450
The track play has a deterministic part and a stochastic part. They depend on the information
provided for the track width. At very low speeds the wheelset will run against the inner rail
(deterministic) with a stochastic component on the track width. At high speeds the front wheelset
of the bogies will run against the outer rail (deterministic) with a stochastic component on the
track width. The position of the second axle of the bogies is according to the EN15273:2013.
After calculating the 50.001 possible positions of the pantograph in relation to the track, for each position is
calculated is the contact wire is still on the pantograph or not. The amount of positions (of the 50.001) that
are not on the pantograph reflect the probability of a dewirement. “On the pantograph” is divided in 3
definitions:
1.
On the conducting (electrical guiding) zone, no dewirement;
2.
On the safe zone, without electrical guiding on insulated end horns. No dewirement;
3.
Out of the safe zone, beyond the “point of no return”. The contact wire is considered not to return
to the safe zone, a dewirement is inevitable.
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The probabilities will be calculated for leaving zone 1 and for leaving zone 2.
4. Vehicle input data
Data for the following trains have been provided by DB Netz and Infrabel. They can be grouped in
locomotives, high speed trains and a commuter train:





TGV-POS (Alstom)
ICE-3 (Siemens)
BR185 (Bombardier TRAXX)
HLE 18 (Siemens Vectron)
BR423 (Alstom/Bombardier)
high speed
high speed
locomotive
locomotive
commuter train
The data provide information on clearances, roll coefficient, tolerances, and sway characteristics of the
pantographs of these vehicles. See table 27.
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Table 27 : vehicle characteristics
UIC
185
ICE 3
TGV
POS
423
HLE 18
HLE 18
Cargo
R&T
SNCF
Regio
NMBS
NMBS
Pantograph
REF
vehicle
DSA
200.08
DSA 380
D
Cx
DSA
200
Melecs
SBS 2T
3kV
Melecs
SBS 2T
25kV
Speed
-
140
330
320
140
200
200
a
Distance wheelsets
19
10.44
17.375
14
15.46
9.90
9.90
p
Bogie wheelbase
2.7
2.6
2.5
3
2.7
3.0
3.0
1.41
1.41
1.416
1.41
1.41
1.41
1.41
0.005
0.003
0.0083
0.003
0.007
0.005
0.005
d
q
Dimension over
wheel flanges
Traverse clearance
wheelset/bogie
s
Flexibility coefficient
0.225
0.122
0.22
0.2
0.225
0.17
0.17
hc
Roll center height
0.5
0.864
0.7
1.08
0.6
0.922
0.922
4.005
4.07
4.06
3.885
4.078
4.086
4.086
0.975
0.975
0.975
0.975
0.975
0.800
0.03
0.03
0.03
0.027
0.03
0.026
0.026
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.005
0.004
0.004
0.002
0.004
0.001
0.001
-
0
-
-
-0.7
-
-
-
0.5
0.3
0.4445
-
0.849
0.852
0.0325
0.044
0.05
0.07
0.05
0.055
0.055
ht
bw
t
Tau
Theta
na
ni
w°°
Installation height
lower pantograph
joint
Semi-width of the
pantograph head
Flexibility index of
the pantograph head
Pantograph
construction and
installation tolerance
Angle resulting from
suspension
adjustment
tolerances
Distance from the
section outside the
axles or bogie centers
to the adjacent end
axle or closed pivot
Distance from the
section between the
axles or bogie centers
to the adjacent end
axle or closed pivot
Transverse clearance
bogie/body
The values of these data differ from the “UIC vehicle” which is normally used in the standard. This is
because this UIC vehicle contains limit values only and not the values from a real train.
The vehicles have been simulated at standstill and at maximum speed as these are the two extremes.
5. Track input data
The tracks of investigation are related to the OCLs of investigation. This is because for example a track for
300 km/h is not equipped with a OCL for 100 km/h. And the track of 100 km/h has different build and
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maintenance tolerances than the track of 300 km/h. Therefore tracks and OCLs may not be mixed but have
to be handled as a pair.
6. OCL input data
Simulations have been carried out for the trains under the following OCL types:




Germany
Infrabel
Poland
Poland
Re100-Re160
Cn-107
OCL 2C120-2C-3
YC150-2CS150
For every combination of curve radius and cant the maximum contact wire position due to blow off (result
of ANA_1) is input for the Monte Carlo simulation. For these same combinations of curve radius and cant
the 50.001 positions of the pantographs have been calculated by means of a Monte Carlo simulation.
Two stagger values have been considered:
1.
Current situation without modification of the stagger;
2.
Adapted situation optimized for Euro-pantograph with adjusted stagger.
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B. Pan sway limit exceedance probability build-up
For each combination of OCL type with track, vehicle, wind speed, train speed, curve, cant a Monte Carlo
simulation has been carried out. This results in more than 5000 Monte Carlo simulations.
For each simulation must be judged if the contact wire stays within the working and/or the safe zone of the
pantograph. To illustrate this process the following figure is made.
Panto in center position
wire position max right
wire position max left
Panto in max position to the right, contact wire to the left
Panto in max position to the left, contact wire to the right
Distribution of the position of
the center of the panto head
Distribution of
the position of
the left end of
the panto head
Unsafe zone
for contact
wire
Distribution of
the position of
the right end of
the panto head
Safe zone
for contact
wire
Conducting
zone for
contact wire
Safe zone
for contact
wire
Unsafe zone
for contact
wire
Figure 41 Assessment of the contact wire position in respect to the conducting range of the pantograph
The following explains the figure:





In the profile of the pantograph is a kink at 800 mm width, the end of conducting zone (solid line)
is at 1200 mm width, the end of dotted line is the end of the pantograph and the line between these
points is the end of the safe zone at 1453 mm width;
The black dots in the top 3 figures is the contact wire in its extreme left and right positions;
The blue dots in the middle of the pantograph profile are the 50.001 lateral positions of the
pantograph as calculated by the Monte Carlo simulation. The blue distribution in the bottom figure
is the distribution of these lateral positions of the center of the pantograph.
The green (partly red) distributions are the lateral positions of the end of the conducting zone of
the pantograph head.
The cyan pantograph in drawn in the extreme right position, the magenta pantograph in extreme
left position. These extreme positions of the center of the pantograph have been marked with a red
circle.
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

In the green circle, the right end of the (magenta) pantograph head stays to the right of the right
maximum position of the contact wire. Therefore the contact wire does not come out of the
conducting zone of the pantograph. The probability function is marked completely green for that
reason.
In the red circle, the left end of the pantograph head is not always to the left of the left maximum
position of the contact wire. Therefore there is a probability that the contact wire comes out of the
conducting zone. For the situations where this is the case, the probabilities are marked red.
For each simulation the probability has been calculated if the contact wire leaves the conducting zone
(1200/1550 mm for a 1600/1950 mm pantograph) and if there is a dewirement (out of the safe zone,
1453/1900 mm for a 1600/1950 mm pantograph). In this report only one illustration of this judgment process
has been given above. It would be too much to provide more than 5000 figures, one for each run. The
important information from these figures is the probability of the contact wire leaving the working and/or
safe zone. These probabilities have been gathered in tables. These tables will be discussed in the next
chapter.
This calculated probability is only valid for the situation that has been calculated and is the basis for the
calculation that a dewirement would occur at a certain location. To calculate how often a dewirement will
occur on a certain railway line or location on a line, the probabilities provided in this study will have to be
multiplied with the following probabilities:



The probability that a pantograph of that type will be at that exact location or near it (precise
definitions of locations needed; see bibliography (1));
The probability that the specified wind speed will occur at that location;
The probability that the wind gust will be about perpendicular to the track.
C. Results and discussion
For each country the results of the Monte Carlo simulations are described.
The results of the simulations are given in the tables in this chapter. Each row are specific situations of the
infrastructure and are defined by the cant(h), maximum speed (V) and radius (R) of the track and the stagger
of the wire (e1 and e2), the distance between the portals (a) and the maximum displacement of the wire
inside (e_i) and outside (e_a) of the curve.
The following columns present the changes of the dewirement of a specific situation. The results are given
in 6 large boxes according to the conducting zone of a 1600 mm or a 1950 mm pantograph:




The conducting zone (1200 mm) of a 1600 mm pantograph;
The safe zone (1453 mm) of a 1600 mm pantograph;
The conducting zone (1550 mm) of a 1950 mm pantograph;
The safe zone (1900 mm) of a 1950 mm pantograph.
Each large box contains six columns which correspond to the type of trains.
All the probabilities which are shown, are high-lighted. If the probability is zero, no dewirement, the box of
this probability is green. A probability higher than zero is colored from yellow to red which correspond
with a change of zero (no dewirement) to one (always a dewirement). Between these two colors a linear
color range is used.
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1. Belgium
The maximum value of dewirement for the infrastructure of Belgium according to the current standard is
0,00194. This value is equal to 97 simulations of 50001 monte carlo simulation for one situation.
CM107
wind = 26.8m/s
zbw = 4cm
Nr.
47
48
49
50
51
52
53
54
V
h
[km/h] [mm]
60
22
60
65
60
152
60
89
60
94
60
160
60
145
60
160
R
[m]
280
280
280
195
195
195
155
155
e1
[cm]
-36
-31
-20
-29
-28
-19
-21
-19
e2
[cm]
-36
-31
-20
-29
-28
-19
-21
-19
a
e_i
[m]
[cm]
35 27.3
35 32.3
35 43.3
28 26.6
28 27.6
28 36.6
21 17.5
21 19.5
e_a
[cm]
-36.0
-31.0
-20.0
-29.0
-28.0
-19.0
-21.0
-19.0
probability panthograph (1200) loses contact with wire
V=max
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00004 0.00000 0.00194
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00006
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
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The following table shows all the results of the situation according to the standards of Belgium.
CM107
wind = 26.8m/s
zbw = 4cm
V h R e1 e2 a e_ie_a
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
[km/h] [mm]
160
0
160
22
160
65
160
152
160
84
160
92
160
160
160
138
160
160
120
0
120
51
120
118
120
27
120
67
120
157
120
73
120
87
120
160
120
141
120
160
90
0
90
33
90
76
90
0
90
45
90
104
90
0
90
61
90
143
90
32
90
82
90
160
90
140
90
160
60
0
60
16
60
37
60
0
60
24
60
55
60
0
60
33
60
76
60
0
60
46
60
107
60
22
60
65
60
152
60
89
60
94
60
160
60
145
60
160
[m]
inf
2000
2000
2000
1420
1420
1420
1130
1130
1450
1450
1450
1090
1090
1090
840
840
840
630
630
1270
1270
1270
920
920
920
670
670
670
500
500
500
355
355
1140
1140
1140
780
780
780
560
560
560
400
400
400
280
280
280
195
195
195
155
155
[cm]
-20
-31
-26
-15
-29
-28
-19
-22
-19
-39
-33
-25
-36
-31
-20
-30
-29
-19
-21
-19
-39
-35
-30
-39
-34
-26
-39
-31
-21
-35
-29
-19
-21
-19
-39
-38
-35
-39
-36
-32
-39
-35
-30
-39
-34
-26
-36
-31
-20
-29
-28
-19
-21
-19
[cm]
20
-31
-26
-15
-29
-28
-19
-22
-19
-39
-33
-25
-36
-31
-20
-30
-29
-19
-21
-19
-39
-35
-30
-39
-34
-26
-39
-31
-21
-35
-29
-19
-21
-19
-39
-38
-35
-39
-36
-32
-39
-35
-30
-39
-34
-26
-36
-31
-20
-29
-28
-19
-21
-19
[m]
[cm]
63 31.7
63 22.0
63 27.0
63 38.0
56 20.9
56 21.9
56 30.9
49 21.7
49 24.7
63 23.3
63 29.4
63 37.4
56 22.3
56 27.3
56 38.3
49 22.8
49 23.8
49 33.8
42 18.5
42 28.5
63 28.3
63 32.3
63 37.3
56 25.9
56 30.9
56 38.9
49 22.9
49 30.9
49 40.9
42 21.6
42 27.6
42 37.6
35 30.7
35 32.7
63 32.7
63 33.7
63 36.7
55.8 33.6
55.8 36.6
55.8 40.6
49 31.7
49 35.7
49 40.7
42 28.6
42 33.6
42 41.6
35 27.3
35 32.3
35 43.3
28 26.6
28 27.6
28 36.6
21 17.5
21 19.5
[cm]
-31.7
-34.4
-29.4
-18.4
-29.0
-28.0
-19.0
-22.0
-19.0
-39.0
-33.0
-25.0
-36.0
-31.0
-20.0
-30.0
-29.0
-19.0
-21.0
-19.0
-39.0
-35.0
-30.0
-39.0
-34.0
-26.0
-39.0
-31.0
-21.0
-35.0
-29.0
-19.0
-21.0
-19.0
-39.0
-38.0
-35.0
-39.0
-36.0
-32.0
-39.0
-35.0
-30.0
-39.0
-34.0
-26.0
-36.0
-31.0
-20.0
-29.0
-28.0
-19.0
-21.0
-19.0
No current 1200 mm
V=max
No current 1200 mm
V=0
Dewirement 1453 mm
V=max
Dewirement 1453 mm
V=0
No current 1550 mm
V=max
No current 1550 mm
V=0
Dewirement 1900 mm
V=max
Dewirement 1900 mm
V=0
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
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70/92
Final Report
12th Decembre 2013
Optimization of the position of the stagger gives the following results:
The maximum value of dewirement for the optimized infrastructure of Belgium is 0,00014. This value is
equal to 7 simulations of 50001 monte carlo simulation for one situation.
All the simulated situations of the infrastructure are the same as the situations of the infrastructure of
Belgium according to the current standards. The values of the probabilitys are comparable.
CM107
wind = 26.8m/s
zbw = 4cm
Nr.
46
47
48
49
50
51
52
53
54
V
h
[km/h] [mm]
60
107
60
22
60
65
60
152
60
89
60
94
60
160
60
145
60
160
R
[m]
400
280
280
280
195
195
195
155
155
e1
[cm]
-34
-30
-32
-34
-26
-26
-31
-20
-21
e2
[cm]
-34
-30
-32
-34
-26
-26
-31
-20
-21
a
e_i
[m]
[cm]
42 33.6
35 33.3
35 31.3
35 29.3
28 29.6
28 29.6
28 24.6
21 18.5
21 17.5
e_a
[cm]
-34.0
-30.0
-32.0
-34.0
-26.0
-26.0
-31.0
-20.0
-21.0
V=0
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00014 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
71/92
Final Report
12th Decembre 2013
The following table shows all the results of the optimized situation of Belgium.
CM107
wind = 26.8m/s
zbw = 4cm
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
[km/h] [mm]
160
0
160
22
160
65
160
152
160
84
160
92
160
160
160
138
160
160
120
0
120
51
120
118
120
27
120
67
120
157
120
73
120
87
120
160
120
141
120
160
90
0
90
33
90
76
90
0
90
45
90
104
90
0
90
61
90
143
90
32
90
82
90
160
90
140
90
160
60
0
60
16
60
37
60
0
60
24
60
55
60
0
60
33
60
76
60
0
60
46
60
107
60
22
60
65
60
152
60
89
60
94
60
160
60
145
60
160
[m]
NaN
2000
2000
2000
1420
1420
1420
1130
1130
1450
1450
1450
1090
1090
1090
840
840
840
630
630
1270
1270
1270
920
920
920
670
670
670
500
500
500
355
355
1140
1140
1140
780
780
780
560
560
560
400
400
400
280
280
280
195
195
195
155
155
[cm]
-20
-24
-25
-27
-24
-24
-27
-22
-23
-32
-31
-32
-28
-29
-31
-25
-26
-28
-20
-26
-36
-34
-34
-32
-32
-33
-30
-31
-32
-26
-28
-30
-26
-27
-36
-36
-36
-36
-36
-36
-35
-35
-35
-33
-34
-34
-30
-32
-34
-26
-26
-31
-20
-21
[cm]
20
-24
-25
-27
-24
-24
-27
-22
-23
-32
-31
-32
-28
-29
-31
-25
-26
-28
-20
-26
-36
-34
-34
-32
-32
-33
-30
-31
-32
-26
-28
-30
-26
-27
-36
-36
-36
-36
-36
-36
-35
-35
-35
-33
-34
-34
-30
-32
-34
-26
-26
-31
-20
-21
[m]
[cm]
63 31.7
63 29.0
63 28.0
63 26.0
56 25.9
56 25.9
56 22.9
49 21.7
49 20.7
63 30.3
63 31.4
63 30.4
56 30.3
56 29.3
56 27.3
49 27.8
49 26.8
49 24.8
42 19.5
42 21.5
63 31.3
63 33.3
63 33.3
56 32.9
56 32.9
56 31.9
49 31.9
49 30.9
49 29.9
42 30.6
42 28.6
42 26.6
35 25.7
35 24.7
63 35.7
63 35.7
63 35.7
55.8 36.6
55.8 36.6
55.8 36.6
49 35.7
49 35.7
49 35.7
42 34.6
42 33.6
42 33.6
35 33.3
35 31.3
35 29.3
28 29.6
28 29.6
28 24.6
21 18.5
21 17.5
[cm]
-31.7
-27.4
-28.4
-30.4
-24.0
-24.0
-27.0
-22.0
-23.0
-32.0
-31.0
-32.0
-28.0
-29.0
-31.0
-25.0
-26.0
-28.0
-20.0
-26.0
-36.0
-34.0
-34.0
-32.0
-32.0
-33.0
-30.0
-31.0
-32.0
-26.0
-28.0
-30.0
-26.0
-27.0
-36.0
-36.0
-36.0
-36.0
-36.0
-36.0
-35.0
-35.0
-35.0
-33.0
-34.0
-34.0
-30.0
-32.0
-34.0
-26.0
-26.0
-31.0
-20.0
-21.0
No current 1200 mm
V=max
No current 1200 mm
V=0
Dewirement 1453 mm
V=max
Dewirement 1453 mm
V=0
No current 1550 mm
V=max
No current 1550 mm
V=0
Dewirement 1900 mm
V=max
Dewirement 1900 mm
V=0
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00002
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
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ICE 3
TGV POS 423
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ICE 3
TGV POS 423
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ICE 3
TGV POS 423
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ICE 3
TGV POS 423
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ICE 3
TGV POS 423
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72/92
Final Report
12th Decembre 2013
Conclusion Belgium


Optimisation of the position of the stagger will lead to improved wire positions and slightly lower
probabilities for leaving the conducting/working range of the 1600 mm pantograph. In reality this
is already the case as the optimized rules reflect current installation better than the provided
information from table 5 above.
If the 1200 mm conducting zone of the EP is enlarged to 1435 mm by including a part of the
insulating end horns of the pantograph, the dewirement probability becomes zero for the situation
according to the current standards and the optimized rules.
2. Poland
The maximum value of dewirement for the current infrastructure of Poland is 0,98952. This value is equal to
49477 simulations of 50001 monte carlo simulation for one situation.
YC150-2CS150
zbw = 6cm
wind = 32.9m/s
Nr.
1
2
3
4
5
6
7
V
h
R
[km/h] [mm] [m]
200
0
inf
200
0
20000
200
10 20000
200
0
10000
200
20 10000
200
0
5000
200
41
5000
e1
[cm]
-30
-30
-30
-30
-30
-30
-30
e2
[cm]
30
30
30
30
30
30
30
a
[m]
66.0
66.0
66.0
66.0
66.0
65.2
65.2
e_i
[m]
0.407
0.429
0.429
0.452
0.452
0.500
0.500
e_a
[m]
-0.407
-0.385
-0.385
-0.365
-0.365
-0.329
-0.329
V=max
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ICE 3
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0.00578
0.00000 0.03744 0.00668 0.00036
0.00190
0.00162
0.30557 0.98952 0.92190 0.72945
0.88906
0.88894
0.12450 0.89712 0.72465 0.28139
0.64369
0.64439
This extremely high probability of dewirement with the EP in a 5000m curve with existing stagger values
and at maximum speed might be due to the fact that de supposed zigzag, deduced from the information
provided by PKP, does not correspond to the actually installed zigzag on the network.
From the table below a comparable high probability emerges in a 3000m curve at standstill, but probabilities
remain far lower or are even zero in smaller curves and straight lines.
Generally the OCL layout problem in these large curves can be described as follows:
neither a symmetrically alternating stagger, nor a constant stagger outside curve is an optimal solution.
PKP applies a constant stagger outside curve for curves up till 2000m as indicated in figure 42 below. For
larger curves it is not clear which rules are being applied currently.
73/92
Final Report
12th Decembre 2013
Figure 42: maximum authorized span lengths in curves
above: OCL type 2C120-2C-3 with stagger of 40cm (-20/+20 in straight lines)
below: OCL type YC150-2CS150 with stagger of 30 or 40cm (-30/+30 in straight lines)
74/92
Final Report
12th Decembre 2013
The following table shows all the results of the current situation of Poland.
YC150-2CS150
zbw = 6cm
wind = 32.9m/s
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
[km/h]
200
200
200
200
200
200
200
200
200
200
200
200
200
200
160
160
160
140
140
140
120
120
120
60
60
60
[mm]
0
0
10
0
20
0
41
95
8
68
150
99
107
150
83
100
150
82
99
150
94
105
150
0
61
142
[m]
inf
20000
20000
10000
10000
5000
5000
5000
3000
3000
3000
1900
1900
1900
1300
1300
1300
1000
1000
1000
700
700
700
300
300
300
[cm]
-30
-30
-30
-30
-30
-30
-30
-30
-30
-30
-30
-30
-30
-30
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
[cm]
30
30
30
30
30
30
30
30
-30
-30
-30
-30
-30
-30
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
[m]
66.0
66.0
66.0
66.0
66.0
65.2
65.2
65.2
66.0
66.0
66.0
66.0
66.0
66.0
64.0
64.0
64.0
57.0
57.0
57.0
47.0
47.0
47.0
31.0
31.0
31.0
[m]
0.407
0.429
0.429
0.452
0.452
0.500
0.500
0.500
0.222
0.222
0.222
0.327
0.327
0.327
0.314
0.314
0.314
0.258
0.258
0.258
0.164
0.164
0.164
0.073
0.073
0.073
[m]
-0.407
-0.385
-0.385
-0.365
-0.365
-0.329
-0.329
-0.329
-0.459
-0.459
-0.459
-0.354
-0.354
-0.354
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
No current 1200 mm
V=max
No current 1200 mm
V=0
Dewirement 1453 mm
V=max
Dewirement 1453 mm
V=0
No current 1550 mm
V=max
No current 1550 mm
V=0
Dewirement 1900 mm
V=max
Dewirement 1900 mm
V=0
185
ICE 3
TGV POS 423
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0.00000
0.00000
0.00006 0.10322 0.01896 0.00266
0.00642
0.00578
0.00000 0.03744 0.00668 0.00036
0.00190
0.00162
0.30557 0.98952 0.92190 0.72945
0.88906
0.88894
0.12450 0.89712 0.72465 0.28139
0.64369
0.64439
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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0.00054 0.09018 0.01328 0.00936
0.00586
0.00572
0.02784 0.86062 0.41619 0.60747
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0.28283
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ICE 3
TGV POS 423
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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0.00000 0.00000 0.00000 0.00000
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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0.00000 0.00000 0.00000 0.00000
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ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
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185
ICE 3
TGV POS 423
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No current 1200 mm
V=max
No current 1200 mm
V=0
Dewirement 1453 mm
V=max
Dewirement 1453 mm
V=0
No current 1550 mm
V=max
No current 1550 mm
V=0
Dewirement 1900 mm
V=max
Dewirement 1900 mm
V=0
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000
0.00000
0.00000 0.01046 0.00008 0.00000
0.00012
0.00014
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
2C120-2C-3
zbw = 6cm
wind = 32.9m/s
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
[km/h]
220
220
220
220
220
220
220
220
220
220
220
220
220
160
160
160
140
140
140
120
120
120
60
60
60
[mm]
0
0
12
0
24
0
49
115
41
82
150
137
150
83
100
150
82
99
150
94
105
150
0
61
142
[m]
inf
20000
20000
10000
10000
5000
5000
5000
3000
3000
3000
2000
2000
1300
1300
1300
1000
1000
1000
700
700
700
300
300
300
[cm]
-20
-20
-20
-20
-20
-20
-20
-20
-20
-20
-20
-30
-30
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
[cm]
20
20
20
20
20
20
20
20
-20
-20
-20
-30
-30
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
[m]
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
64.0
64.0
64.0
57.0
57.0
57.0
47.0
47.0
47.0
31.0
31.0
31.0
[m]
0.385
0.410
0.410
0.436
0.436
0.487
0.487
0.487
0.339
0.339
0.339
0.329
0.329
0.330
0.330
0.330
0.275
0.275
0.275
0.229
0.229
0.229
0.082
0.082
0.082
[m]
-0.385
-0.360
-0.360
-0.336
-0.336
-0.288
-0.288
-0.288
-0.376
-0.376
-0.376
-0.385
-0.385
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
-0.40
75/92
Final Report
12th Decembre 2013
Optimization of the position of the stagger gives the following results:
The maximum value of dewirement for the optimized infrastructure of Poland is 0,00224. This value is equal
to 112 simulations of 50001 monte carlo simulation for one situation.
All the simulated situations of the infrastructure are the same as the situations of the current infrastructure
of Poland. The values of the probabilitys are comparable.
YC150-2CS150
wind = 32.9m/s
zbw = 6cm
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
V
h
R
[km/h] [mm] [m]
200
0
inf
200
0
20000
200
10 20000
200
0
10000
200
20 10000
200
0
5000
200
41
5000
200
95
5000
200
8
3000
200
68
3000
200
150 3000
200
99
1900
e1
[cm]
-30
-30
-30
-30
-30
-30
-30
-30
-30
-30
-30
-30
e2
[cm]
30
30
30
20
25
10
15
20
-10
0
10
-30
a
[m]
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
e_i
[m]
0.407
0.429
0.429
0.385
0.418
0.372
0.403
0.434
0.327
0.383
0.441
0.327
e_a
[m]
-0.407
-0.385
-0.385
-0.391
-0.377
-0.375
-0.361
-0.349
-0.375
-0.345
-0.322
-0.354
V=max
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00122 0.00002 0.00000
0.00000
0.00000
0.00000 0.00046 0.00002 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00008 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00014 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00010 0.00000 0.00000
0.00000
0.00000
0.00000 0.00224 0.00022 0.00000
0.00002
0.00002
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
76/92
Final Report
12th Decembre 2013
The following table shows all the results of the optimized situation of Poland.
YC150-2CS150
wind = 32.9m/s
zbw = 6cm
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
[km/h]
200
200
200
200
200
200
200
200
200
200
200
200
200
200
160
160
160
140
140
140
120
120
120
60
60
60
[mm]
0
0
10
0
20
0
41
95
8
68
150
99
107
150
83
100
150
82
99
150
94
105
150
0
61
142
[m]
inf
20000
20000
10000
10000
5000
5000
5000
3000
3000
3000
1900
1900
1900
1300
1300
1300
1000
1000
1000
700
700
700
300
300
300
[cm]
-30
-30
-30
-30
-30
-30
-30
-30
-30
-30
-30
-30
-30
-29
-38
-37
-34
-37
-36
-32
-33
-32
-29
-37
-32
-27
[cm]
30
30
30
20
25
10
15
20
-10
0
10
-30
-30
-29
-38
-37
-34
-37
-36
-32
-33
-32
-29
-37
-32
-27
[m]
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
63.1
63.2
63.0
58.5
58.6
58.4
49.2
49.1
49.2
35.9
35.7
36.0
[m]
0.407
0.429
0.429
0.385
0.418
0.372
0.403
0.434
0.327
0.383
0.441
0.327
0.327
0.337
0.334
0.344
0.374
0.288
0.298
0.338
0.234
0.244
0.274
0.108
0.158
0.208
[m]
-0.407
-0.385
-0.385
-0.391
-0.377
-0.375
-0.361
-0.349
-0.375
-0.345
-0.322
-0.354
-0.354
-0.344
-0.38
-0.37
-0.34
-0.370
-0.360
-0.320
-0.330
-0.320
-0.290
-0.370
-0.320
-0.270
No current 1200 mm
V=max
No current 1200 mm
V=0
Dewirement 1453 mm
V=max
Dewirement 1453 mm
V=0
No current 1550 mm
V=max
No current 1550 mm
V=0
Dewirement 1900 mm
V=max
Dewirement 1900 mm
V=0
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00122 0.00002 0.00000
0.00000
0.00000
0.00000 0.00046 0.00002 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00008 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00014 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00010 0.00000 0.00000
0.00000
0.00000
0.00000 0.00224 0.00022 0.00000
0.00002
0.00002
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
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185
ICE 3
TGV POS 423
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185
ICE 3
TGV POS 423
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185
ICE 3
TGV POS 423
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185
ICE 3
TGV POS 423
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185
ICE 3
TGV POS 423
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185
ICE 3
TGV POS 423
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No current 1200 mm
V=max
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Dewirement 1453 mm
V=max
Dewirement 1453 mm
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No current 1550 mm
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Dewirement 1900 mm
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Dewirement 1900 mm
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185
ICE 3
TGV POS 423
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185
ICE 3
TGV POS 423
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
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185
ICE 3
TGV POS 423
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185
ICE 3
TGV POS 423
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185
ICE 3
TGV POS 423
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
2C120-2C-3
wind = 32.9m/s
zbw = 6cm
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
[km/h]
220
220
220
220
220
220
220
220
220
220
220
220
220
160
160
160
140
140
140
120
120
120
60
60
60
[mm]
0
0
12
0
24
0
49
115
41
82
150
137
150
83
100
150
82
99
150
94
105
150
0
61
142
[m]
inf
20000
20000
10000
10000
5000
5000
5000
3000
3000
3000
2000
2000
1300
1300
1300
1000
1000
1000
700
700
700
300
300
300
[cm]
-20
-20
-20
-20
-20
-30
-30
-25
-30
-30
-25
-28
-27
-39
-38
-34
-37
-36
-32
-33
-32
-29
-37
-32
-27
[cm]
20
20
20
15
15
5
5
10
-15
-10
-5
-28
-27
-39
-38
-34
-37
-36
-32
-33
-32
-29
-37
-32
-27
[m]
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
66.0
65.0
64.9
62.3
62.4
62.3
57.8
57.9
57.7
48.6
48.5
48.6
35.6
35.4
35.7
[m]
0.385
0.410
0.410
0.405
0.405
0.357
0.357
0.407
0.316
0.343
0.393
0.349
0.359
0.340
0.350
0.390
0.305
0.315
0.355
0.249
0.259
0.289
0.112
0.162
0.212
[m]
-0.385
-0.360
-0.360
-0.353
-0.353
-0.404
-0.404
-0.354
-0.409
-0.390
-0.340
-0.365
-0.355
-0.390
-0.380
-0.340
-0.370
-0.360
-0.320
-0.330
-0.320
-0.290
-0.370
-0.320
-0.270
77/92
Final Report
12th Decembre 2013
Results Poland:


By optimising the stagger in curves, the dewirement probability becomes very close to zero for the
1600 mm pantograph with a conducting zone of 1200 mm. The ICE train sets have the highest
probability of leaving the conducting/working range of the EP.
If the 1200 mm conducting zone of the EP is enlarged to 1435 mm by including a part of the
insulating end horns of the pantograph, the dewirement probability becomes zero for the optimized
situation.
3. Germany
The maximum value of dewirement for the current infrastructure of Germany is 1. This value is equal to all
the simulations of 50001 monte carlo simulation for one situation.
Re100-Re160
wind = 29.8m/s
zbw = 2.5cm
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
V
h
R
[km/h] [mm] [m]
160
0
inf
160
0
20000
160
15 20000
160
0
10000
160
30 10000
160
0
5000
160
33
5000
160
61
5000
160
0
3000
160
55
3000
160
101 3000
160
67
1400
e1
[cm]
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
e2
[cm]
40
40
40
32
32
31
31
31
-16
-16
-16
-40
a
[m]
76
76
76
76
76
76
76
76
76
76
76
76
e_i
[m]
0.543
0.568
0.568
0.539
0.539
0.545
0.545
0.545
0.384
0.384
0.384
0.492
e_a
[m]
-0.543
-0.519
-0.519
-0.516
-0.516
-0.454
-0.454
-0.454
-0.545
-0.545
-0.545
-0.417
V=0
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.24038 0.23318 0.21386 0.20664
0.21120
0.21610
0.35247 0.45099 0.39347 0.47347
0.38451
0.38295
0.58701 0.86950 0.80252 0.59679
0.73921
0.74165
0.01954 0.04158 0.02200 0.04680
0.02024
0.01978
0.61123 0.91438 0.84880 0.69213
0.79352
0.79680
0.02954 0.06678 0.03852 0.08582
0.03480
0.03408
0.00012 0.01514 0.00236 0.00086
0.00070
0.00080
0.00078 0.08690 0.01552 0.01104
0.00730
0.00616
0.27693 0.22648 0.24022 0.15666
0.25291
0.25371
0.99600 0.99990 0.99962 0.99820
0.99960
0.99962
0.99958 1.00000 1.00000 1.00000
1.00000
0.99998
0.00000 0.00040 0.00000 0.00000
0.00000
0.00000
78/92
Final Report
12th Decembre 2013
The following table shows all the results of the current situation of Germany. In some cases, there is a small probability of leaving the 1450mm working range of the 1950 mm pantograph, but there is none for the 1550 mm conducting range.
Re100-Re160
wind = 26m/s
zbw = 2.5cm
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
[km/h]
160
160
160
160
160
160
160
160
160
160
160
160
160
160
160
160
120
120
120
100
100
100
100
100
100
100
100
100
100
100
100
60
60
60
[mm]
0
0
15
0
30
0
33
61
0
43
101
10
69
160
153
160
94
105
160
0
17
40
0
27
60
0
51
119
9
72
160
0
61
142
[m]
inf
20000
20000
10000
10000
5000
5000
5000
3000
3000
3000
1900
1900
1900
1000
1000
700
700
700
3000
3000
3000
1900
1900
1900
1000
1000
1000
700
700
700
300
300
300
[cm]
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
[cm]
40
40
40
30
30
-12
-12
-12
-31
-31
-31
-40
-40
-40
-40
-40
-40
-40
-40
-31
-31
-31
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
[m]
80
80
80
80
80
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
[m]
0.536
0.569
0.569
0.535
0.535
0.298
0.298
0.298
0.359
0.359
0.359
0.468
0.468
0.468
0.479
0.479
0.488
0.488
0.515
0.359
0.359
0.359
0.468
0.468
0.468
0.487
0.527
0.580
0.488
0.503
0.573
0.479
0.505
0.564
[m]
-0.536
-0.505
-0.505
-0.500
-0.500
-0.540
-0.540
-0.540
-0.538
-0.538
-0.538
-0.426
-0.426
-0.426
-0.400
-0.400
-0.400
-0.400
-0.400
-0.538
-0.538
-0.538
-0.426
-0.426
-0.426
-0.400
-0.400
-0.400
-0.400
-0.400
-0.400
-0.400
-0.400
-0.400
No current 1200 mm
V=max
No current 1200 mm
V=0
Dewirement 1453 mm
V=max
Dewirement 1453 mm
V=0
No current 1550 mm
V=max
No current 1550 mm
V=0
Dewirement 1900 mm
V=max
Dewirement 1900 mm
V=0
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.21876 0.32313 0.31305 0.20912
0.25089
0.25631
0.99972 1.00000 1.00000 0.99996
0.99998
1.00000
0.21806 0.99996 0.99992 0.20348
0.99988
0.99992
0.95722 0.99790 0.99332 0.98880
0.99194
0.99110
0.15610 0.98374 0.96836 0.14488
0.96342
0.96298
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.92344 0.94826 0.93790 0.89774
0.92960
0.93190
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.93346 0.00000 0.00000 0.91900
0.00000
0.00000
0.17542 0.99052 0.88096 0.90198
0.81402
0.81724
0.03172 0.82744 0.50177 0.34589
0.37717
0.37459
0.00000 0.00000 0.00000 0.00002
0.00000
0.00000
0.18670 0.99788 0.95054 0.86578
0.91932
0.91966
0.15932 0.99648 0.93542 0.81712
0.89358
0.89554
0.73793 0.99972 0.97892 0.99992
0.96206
0.96294
0.67955 0.99848 0.96608 0.99964
0.94000
0.93942
0.88858 0.99862 0.98538 0.99976
0.97670
0.97604
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.87420 0.94170 0.93176 0.77414
0.92306
0.92524
0.04402 0.59297 0.28723 0.45143
0.18552
0.18530
0.01714 0.33801 0.13894 0.18324
0.07244
0.07330
0.00452 0.11174 0.03988 0.03356
0.01658
0.01634
0.57055 0.99368 0.92732 0.99628
0.88524
0.88462
0.95862 0.99948 0.99502 0.99970
0.99312
0.99334
0.02370 0.01048 0.01126 0.11610
0.01016
0.01010
0.78974 0.99982 0.98762 0.99998
0.97766
0.97746
0.76374 0.99626 0.96438 0.99906
0.94176
0.94128
0.99978 0.99996 0.99994 0.99998
0.99988
0.99998
0.35745 0.97098 0.67803 0.99990
0.71657
0.71615
0.58545 0.95378 0.74239 0.99968
0.79468
0.79112
0.99290 0.99662 0.99064 1.00000
0.99418
0.99472
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.11870 0.11686 0.10144 0.09774
0.10280
0.09964
0.36095 0.45587 0.40533 0.48943
0.39369
0.39723
0.24762 0.61483 0.48507 0.27793
0.39305
0.39123
0.00656 0.02054 0.00826 0.02322
0.00742
0.00758
0.22820 0.67317 0.50807 0.32487
0.41437
0.41485
0.16806 0.13620 0.14332 0.09554
0.14684
0.14842
0.97078 0.99788 0.99592 0.97560
0.99270
0.99322
0.99068 0.99982 0.99946 0.99824
0.99900
0.99884
0.15134 0.12276 0.13208 0.07770
0.13602
0.13370
0.97666 0.99902 0.99782 0.98456
0.99644
0.99608
0.99838 1.00000 0.99996 0.99996
0.99998
0.99994
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00340 0.00022 0.00004
0.00004
0.00000
0.00040 0.46523 0.06584 0.16158
0.02810
0.02878
0.00000 0.04268 0.00062 0.00162
0.00012
0.00018
0.00000 0.06570 0.00114 0.00338
0.00024
0.00032
0.00000 0.00040 0.00000 0.00000
0.00000
0.00000
0.00000 0.00138 0.00004 0.00000
0.00000
0.00000
0.00000 0.07790 0.00182 0.00224
0.00050
0.00058
0.15086 0.12302 0.13014 0.07518
0.13206
0.13514
0.94202 0.99022 0.98618 0.91008
0.97948
0.97866
0.97302 0.99828 0.99664 0.98110
0.99522
0.99542
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00004 0.00000 0.00000
0.00000
0.00000
0.00000 0.00158 0.00002 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00004 0.00398 0.00004 0.00002
0.00000
0.00002
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00002 0.00000 0.00000
0.00000
0.00000
0.00000 0.07626 0.00130 0.00194
0.00040
0.00048
0.00000 0.00000 0.00000 0.00004
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.03852 0.00096 0.00002
0.00078
0.00100
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00002 0.01612 0.00308 0.00090
0.00094
0.00072
0.00000 0.00642 0.00104 0.00000
0.00018
0.00024
0.00000 0.00024 0.00000 0.00000
0.00000
0.00000
0.00000 0.00004 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00010 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00038 0.00000 0.00000
0.00000
0.00000
0.00000 0.00014 0.00000 0.00000
0.00000
0.00000
0.00000 0.00118 0.00000 0.00098
0.00000
0.00000
0.00000 0.00048 0.00000 0.00018
0.00000
0.00000
0.00000 0.00030 0.00000 0.00010
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00008 0.00000 0.00000
0.00000
0.00000
0.00000 0.00090 0.00004 0.00022
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00270 0.00000 0.00198
0.00000
0.00000
0.00000 0.00004 0.00000 0.00016
0.00000
0.00000
0.00006 0.01154 0.00182 0.00558
0.00052
0.00028
0.00000 0.00000 0.00000 0.00048
0.00000
0.00000
0.00000 0.00000 0.00000 0.00030
0.00000
0.00000
0.00000 0.00000 0.00000 0.00398
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00012 0.00002 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00388 0.00004 0.00012
0.00000
0.00002
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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No current 1200 mm
V=max
No current 1200 mm
V=0
Dewirement 1453 mm
V=max
Dewirement 1453 mm
V=0
No current 1550 mm
V=max
No current 1550 mm
V=0
Dewirement 1900 mm
V=max
Dewirement 1900 mm
V=0
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.35215 0.45711 0.44387 0.34385
0.38347
0.38487
0.99982 0.99998 1.00000 0.99994
0.99998
0.99998
0.51447 0.99996 0.99986 0.46579
0.99984
0.99996
0.97518 0.99864 0.99574 0.99404
0.99616
0.99588
0.46611 0.99020 0.98042 0.42141
0.97822
0.97724
0.99532 0.99996 0.99982 0.99986
0.99982
0.99974
0.98458 0.99940 0.99830 0.99502
0.99798
0.99824
0.00010 0.00356 0.00118 0.00044
0.00032
0.00032
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0.59009 0.99978 0.99188 0.98914
0.98702
0.98744
0.28815 0.98874 0.91502 0.79102
0.87736
0.87752
0.11746 0.89796 0.71483 0.36185
0.62413
0.62331
0.52015 0.99986 0.99386 0.97674
0.99024
0.98988
0.47769 0.99976 0.99144 0.96358
0.98484
0.98508
0.75738 0.99932 0.98218 0.99992
0.96786
0.96886
0.53349 0.99008 0.90318 0.99622
0.84660
0.84658
0.37591 0.95228 0.78448 0.97352
0.68499
0.69183
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0.96760
0.96624
0.50445 0.97388 0.86700 0.96966
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0.80940
0.24552 0.79046 0.58201 0.71333
0.47507
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0.95154
0.95256
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0.63333
0.62965
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0.45805 0.97756 0.85564 0.98908
0.77780
0.77718
0.33723 0.93050 0.73765 0.95776
0.63283
0.63437
0.07482 0.43911 0.24574 0.42993
0.14984
0.15086
0.41763 0.98096 0.74201 0.99996
0.77370
0.77434
0.08252 0.48369 0.13588 0.94684
0.19884
0.19902
0.00868 0.04000 0.00590 0.42705
0.01506
0.01622
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.24038 0.23318 0.21386 0.20664
0.21120
0.21610
0.35247 0.45099 0.39347 0.47347
0.38451
0.38295
0.58701 0.86950 0.80252 0.59679
0.73921
0.74165
0.01954 0.04158 0.02200 0.04680
0.02024
0.01978
0.61123 0.91438 0.84880 0.69213
0.79352
0.79680
0.02954 0.06678 0.03852 0.08582
0.03480
0.03408
0.00012 0.01514 0.00236 0.00086
0.00070
0.00080
0.00078 0.08690 0.01552 0.01104
0.00730
0.00616
0.27693 0.22648 0.24022 0.15666
0.25291
0.25371
0.99600 0.99990 0.99962 0.99820
0.99960
0.99962
0.99958 1.00000 1.00000 1.00000
1.00000
0.99998
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0.00038
0.00028
0.00014 0.28913 0.02050 0.05504
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0.27731 0.22230 0.24560 0.15452
0.25255
0.25085
0.98142 0.99824 0.99724 0.97326
0.99548
0.99520
0.99110 0.99960 0.99934 0.99396
0.99886
0.99882
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0.00002
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0.00002
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0.00002 0.07772 0.00164 0.00218
0.00054
0.00042
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0.00000
0.00000
0.00000 0.00014 0.00000 0.00000
0.00000
0.00002
0.00000 0.03774 0.00120 0.00000
0.00088
0.00086
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00004 0.01534 0.00286 0.00074
0.00040
0.00046
0.00000 0.00598 0.00108 0.00000
0.00030
0.00020
0.00000 0.00078 0.00002 0.00000
0.00002
0.00000
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0.00000 0.01464 0.00078 0.00030
0.00014
0.00006
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0.00004
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0.00000 0.00136 0.00000 0.00108
0.00000
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0.00000 0.00000 0.00000 0.00112
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00016 0.00000 0.00000
0.00000
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0.00000 0.01254 0.00044 0.00064
0.00002
0.00016
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
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0.00000
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
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No current 1200 mm
V=max
No current 1200 mm
V=0
Dewirement 1453 mm
V=max
Dewirement 1453 mm
V=0
No current 1550 mm
V=max
No current 1550 mm
V=0
Dewirement 1900 mm
V=max
Dewirement 1900 mm
V=0
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.40187 0.49913 0.48867 0.38557
0.43297
0.43259
0.99974 0.99994 0.99998 0.99990
0.99998
1.00000
0.62601 0.99992 0.99986 0.57127
0.99980
0.99988
0.98106 0.99922 0.99720 0.99566
0.99706
0.99692
0.60159 0.99216 0.98578 0.54847
0.98470
0.98360
0.99626 0.99998 0.99986 0.99974
0.99982
0.99988
0.98658 0.99952 0.99844 0.99614
0.99820
0.99874
0.03380 0.12796 0.07930 0.03852
0.04490
0.04538
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0.00006
0.00002
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0.98180 0.00000 0.00002 0.97420
0.00002
0.00000
0.11116 0.99472 0.89462 0.87152
0.82372
0.82554
0.01574 0.85556 0.51069 0.27547
0.38039
0.37801
0.00412 0.60581 0.27261 0.06864
0.16706
0.16784
0.58879 0.99998 0.99664 0.98332
0.99344
0.99368
0.54959 0.99980 0.99382 0.97328
0.99068
0.99090
0.71783 0.99946 0.97606 0.99990
0.95836
0.95778
0.48755 0.98576 0.88296 0.99446
0.81972
0.81632
0.33141 0.93954 0.74983 0.96582
0.64477
0.64737
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0.97818
0.97750
0.06238 0.75730 0.40059 0.71001
0.27327
0.27027
0.01084 0.30359 0.10820 0.19374
0.05104
0.05250
0.00216 0.08602 0.02644 0.03152
0.00898
0.00936
0.79580 0.99882 0.97912 0.99948
0.96688
0.96706
0.44029 0.92444 0.77528 0.92080
0.69727
0.69449
0.00000 0.00000 0.00000 0.00000
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0.40929 0.97130 0.82416 0.98734
0.74567
0.74247
0.29389 0.91458 0.70549 0.94614
0.59205
0.58887
0.05922 0.40063 0.21132 0.38707
0.12232
0.12710
0.33207 0.96812 0.65583 0.99982
0.69225
0.69557
0.05134 0.40519 0.09250 0.91892
0.14392
0.13902
0.00474 0.02404 0.00312 0.34419
0.00800
0.00800
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.28715 0.27951 0.26049 0.24844
0.26087
0.25581
0.34343 0.43689 0.37883 0.46005
0.36883
0.36741
0.70953 0.92038 0.87838 0.70785
0.83558
0.83670
0.03570 0.06218 0.03620 0.06354
0.03552
0.03452
0.74869 0.95828 0.92066 0.80746
0.88640
0.88776
0.03488 0.07324 0.04428 0.09648
0.03962
0.04004
0.04418 0.34347 0.17886 0.08764
0.12002
0.12038
0.10904 0.65865 0.39885 0.30971
0.29901
0.30035
0.33991 0.27931 0.30387 0.19874
0.31629
0.31779
0.99786 0.99998 0.99970 0.99912
0.99978
0.99978
0.99990 1.00000 1.00000 1.00000
1.00000
1.00000
0.00062 0.10760 0.01994 0.00672
0.00860
0.00956
0.01618 0.69249 0.27079 0.28269
0.18002
0.17684
0.05672 0.92568 0.56129 0.66229
0.42919
0.43431
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0.00012
0.00022
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0.00034
0.00020
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0.00002
0.00010
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0.00044
0.00046
0.33817 0.27949 0.30703 0.20146
0.31677
0.31759
0.98832 0.99880 0.99824 0.98128
0.99770
0.99734
0.99516 0.99986 0.99978 0.99648
0.99946
0.99948
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0.00000
0.00020 0.04094 0.00730 0.00132
0.00312
0.00306
0.00202 0.23372 0.05156 0.02704
0.02546
0.02696
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0.00048
0.00044
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0.00000 0.03904 0.00064 0.00002
0.00098
0.00104
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.01398 0.00202 0.00060
0.00060
0.00050
0.00000 0.00516 0.00106 0.00000
0.00016
0.00014
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0.00014
0.00012
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0.00002
0.00002
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0.00000 0.00000 0.00000 0.00054
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
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0.00000
0.00000
0.00000 0.00022 0.00000 0.00000
0.00000
0.00000
0.00000 0.01900 0.00048 0.00140
0.00010
0.00018
0.00000 0.00000 0.00000 0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
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0.00000
0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
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0.00000
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0.00000 0.00000 0.00000 0.00000
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0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
Re100-Re160
wind = 29.8m/s
zbw = 2.5cm
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
[km/h]
160
160
160
160
160
160
160
160
160
160
160
160
160
160
160
160
120
120
120
100
100
100
100
100
100
100
100
100
100
100
100
60
60
60
[mm]
0
0
15
0
30
0
33
61
0
55
101
67
119
160
153
160
94
134
160
0
22
40
0
46
85
0
65
119
72
93
160
0
78
142
[m]
inf
20000
20000
10000
10000
5000
5000
5000
3000
3000
3000
1400
1400
1400
1000
1000
700
700
700
3000
3000
3000
1400
1400
1400
1000
1000
1000
700
700
700
300
300
300
[cm]
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
[cm]
40
40
40
32
32
31
31
31
-16
-16
-16
-40
-40
-40
-40
-40
-40
-40
-40
-16
-16
-16
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
[m]
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
[m]
0.543
0.568
0.568
0.539
0.539
0.545
0.545
0.545
0.384
0.384
0.384
0.492
0.492
0.492
0.495
0.495
0.489
0.489
0.489
0.384
0.384
0.384
0.492
0.492
0.492
0.495
0.495
0.495
0.489
0.489
0.489
0.482
0.482
0.482
[m]
-0.543
-0.519
-0.519
-0.516
-0.516
-0.454
-0.454
-0.454
-0.545
-0.545
-0.545
-0.417
-0.417
-0.417
-0.040
-0.040
-0.040
-0.040
-0.040
-0.545
-0.545
-0.545
-0.417
-0.417
-0.417
-0.400
-0.400
-0.400
-0.400
-0.400
-0.400
-0.400
-0.400
-0.400
Re100-Re160
wind = 32.1m/s
zbw = 2.5cm
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
[km/h]
160
160
160
160
160
160
160
160
160
160
160
160
160
160
160
160
120
120
120
100
100
100
100
100
100
100
100
100
100
100
100
60
60
60
[mm]
0
0
15
0
30
0
33
61
0
55
101
67
128
160
153
160
94
134
160
0
22
40
0
50
85
0
65
119
72
93
160
0
78
142
[m]
inf
20000
20000
10000
10000
5000
5000
5000
3000
3000
3000
1300
1300
1300
1000
1000
700
700
700
3000
3000
3000
1300
1300
1300
1000
1000
1000
700
700
700
300
300
300
[cm]
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
[cm]
40
40
40
33
33
29
29
29
-9
-9
-9
-40
-40
-40
-40
-40
-40
-40
-40
-9
-9
-9
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
-40
[m]
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
76
[m]
0.545
0.567
0.567
0.541
0.541
0.546
0.546
0.546
0.398
0.398
0.398
0.464
0.464
0.464
0.498
0.498
0.487
0.487
0.487
0.398
0.398
0.398
0.464
0.464
0.464
0.498
0.498
0.498
0.487
0.487
0.487
0.478
0.478
0.478
[m]
-0.545
-0.524
-0.524
-0.522
-0.522
-0.484
-0.484
-0.484
-0.548
-0.548
-0.548
-0.451
-0.451
-0.451
-0.400
-0.400
-0.400
-0.400
-0.400
-0.548
-0.548
-0.548
-0.451
-0.451
-0.451
-0.400
-0.400
-0.400
-0.400
-0.400
-0.400
-0.400
-0.400
-0.400
79/92
Final Report
12th Decembre 2013
Optimisation of the position of the stagger will lead to the following results:
The maximum value of dewirement for the optimized infrastructure of Germany is 0,95508. This value is
equal to 47755 simulations of 50001 monte carlo simulation for one situation.
Re100-Re160
wind = 32.1m/s
zbw = 2.5cm
Nr.
1
2
3
4
5
6
7
8
9
V
h
R
[km/h] [mm] [m]
160
0
inf
160
0
4000
160
42
4000
160
76
4000
160
0
3000
160
55
3000
160
101 3000
160
67
1300
160
128 1300
e1
[cm]
-17
-27
-25
-21
-22
-18
-14
-45
-41
e2
[cm]
17
-1
1
5
-21
-18
-14
-45
-40
a
[m]
65
62
62.3
62.7
62.7
62.6
62.6
58.6
58.7
e_i
[m]
0.473
0.373
0.431
0.433
0.419
0.454
0.494
0.414
0.459
e_a
[m]
-0.473
-0.435
-0.434
-0.375
-0.497
-0.462
-0.422
-0.501
-0.457
V=0
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00080 0.00014 0.00006
0.00000
0.00006
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00008 0.00030 0.00010 0.00004
0.00006
0.00004
0.00302 0.14978 0.03944 0.02006
0.01854
0.02026
0.00002 0.02028 0.00048 0.00142
0.00016
0.00014
0.53457 0.95508 0.86932 0.69835
0.82028
0.82444
0.03992 0.80528 0.40867 0.41143
0.29607
0.29993
80/92
Final Report
12th Decembre 2013
The following table shows all the results of the optimized situation of Germany. For 20000 m and 10000 m curves, two types of zigzag have been simulated.
The first box of rows of the simulated situations of the infrastructure are the same as the situations of the current infrastructure of Germany.
Re100-Re160
wind = 26m/s
zbw = 2.5cm
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
[km/h]
160
160
160
160
160
160
160
160
160
160
160
160
160
160
160
160
120
120
120
100
100
100
100
100
100
100
100
100
100
100
100
60
60
60
[mm]
0
0
0
0
0
0
33
61
0
55
101
10
88
160
153
160
94
134
160
0
22
40
0
34
60
0
65
119
9
93
160
0
78
142
[m]
inf
20000
20000
10000
10000
5000
5000
5000
3000
3000
3000
1900
1900
1900
1000
1000
700
700
700
3000
3000
3000
1900
1900
1900
1000
1000
1000
700
700
700
300
300
300
[cm]
-20
-25
-19
-29
-19
-19
-16
-14
-31
-27
-23
-48
-42
-36
-44
-44
-47
-44
-42
-28
-27
-25
-45
-42
-40
-49
-44
-39
-50
-44
-38
-50
-44
-38
[cm]
20
15
10
11
1
-19
-16
-14
-30
-27
-23
-48
-42
-36
-44
-44
-47
-44
-42
-28
-26
-25
-45
-42
-40
-49
-44
-39
-50
-44
-38
-50
-44
-38
[m]
80
79
80
78.1
80
79.4
79.6
79.4
78.1
78
78.1
72.6
74.7
75.9
59.1
59.3
51.6
53.6
53.6
79.6
79.7
79.6
75.6
76.9
77.9
60.7
63.2
64.9
51.3
55.3
55.7
36.8
39.4
39.7
[m]
0.469
0.463
0.452
0.456
0.441
0.417
0.447
0.467
0.408
0.443
0.483
0.388
0.448
0.508
0.439
0.439
0.418
0.448
0.468
0.433
0.448
0.463
0.418
0.448
0.468
0.389
0.439
0.470
0.388
0.448
0.491
0.379
0.439
0.489
[m]
-0.469
-0.477
-0.465
-0.484
-0.463
-0.477
-0.447
-0.427
-0.485
-0.45
-0.41
-0.506
-0.446
-0.386
-0.44
-0.44
-0.47
-0.44
-0.42
-0.46
-0.445
-0.43
-0.476
-0.446
-0.426
-0.49
-0.44
-0.39
-0.5
-0.44
-0.38
-0.5
-0.44
-0.38
No current 1200 mm
V=max
No current 1200 mm
V=0
Dewirement 1453 mm
V=max
Dewirement 1453 mm
V=0
No current 1550 mm
V=max
No current 1550 mm
V=0
Dewirement 1900 mm
V=max
Dewirement 1900 mm
V=0
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00002 0.00136 0.00094 0.00000
0.00018
0.00016
0.00414 0.14072 0.04910 0.02360
0.02108
0.02276
0.00044 0.05376 0.01180 0.00468
0.00406
0.00416
0.00170 0.14484 0.04108 0.02086
0.01782
0.01620
0.00006 0.03506 0.00612 0.00232
0.00138
0.00132
0.00000 0.01136 0.00064 0.00028
0.00006
0.00004
0.00006 0.05602 0.01186 0.00308
0.00310
0.00334
0.00000 0.00006 0.00000 0.00000
0.00000
0.00000
0.00000 0.03946 0.00164 0.00128
0.00024
0.00026
0.00004 0.08474 0.01528 0.00376
0.00462
0.00420
0.00000 0.30873 0.17280 0.00000
0.10524
0.10404
0.00000 0.05504 0.00106 0.00082
0.00010
0.00014
0.00052 0.29895 0.07710 0.02296
0.03438
0.03302
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00052 0.81196 0.32561 0.14644
0.19062
0.18886
0.00022 0.75724 0.28121 0.10066
0.15382
0.15266
0.00022 0.39979 0.04652 0.46889
0.01398
0.01272
0.00958 0.60055 0.19360 0.66651
0.09282
0.09024
0.05998 0.73381 0.37217 0.78050
0.23850
0.23844
0.00002 0.02104 0.00202 0.00268
0.00030
0.00028
0.00018 0.03366 0.00696 0.00532
0.00178
0.00192
0.00000 0.00002 0.00000 0.00000
0.00000
0.00000
0.00002 0.01242 0.00068 0.00202
0.00018
0.00012
0.00030 0.05832 0.01156 0.01450
0.00346
0.00266
0.00458 0.10896 0.04032 0.03336
0.01758
0.01630
0.00000 0.00844 0.00010 0.00364
0.00000
0.00002
0.00010 0.06898 0.00914 0.03574
0.00194
0.00218
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.06836 0.00108 0.08096
0.00010
0.00010
0.00210 0.28685 0.06318 0.29789
0.02052
0.02306
0.09094 0.47377 0.28287 0.46467
0.18146
0.17682
0.00000 0.00018 0.00000 0.03884
0.00000
0.00000
0.00004 0.00822 0.00018 0.23362
0.00038
0.00054
0.02604 0.08424 0.01754 0.57455
0.03856
0.03806
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00002 0.00000 0.00000
0.00000
0.00000
0.00002 0.00494 0.00058 0.00022
0.00024
0.00008
0.00000 0.00138 0.00004 0.00008
0.00002
0.00000
0.00000 0.00002 0.00000 0.00000
0.00002
0.00000
0.00020 0.04238 0.00528 0.00292
0.00230
0.00232
0.00000 0.00278 0.00002 0.00008
0.00002
0.00000
0.27329 0.61199 0.51143 0.18862
0.43433
0.43513
0.00066 0.16222 0.02600 0.01938
0.01170
0.01232
0.00000 0.00790 0.00002 0.00046
0.00000
0.00002
0.00970 0.73609 0.26015 0.29075
0.16082
0.16332
0.01202 0.79716 0.31301 0.37353
0.20722
0.20488
0.09066 0.78108 0.48673 0.22870
0.39751
0.39727
0.00452 0.56745 0.16184 0.09738
0.09828
0.10110
0.00032 0.39583 0.05042 0.04690
0.02332
0.02380
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00110 0.00014 0.00004
0.00002
0.00000
0.00000 0.00028 0.00002 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00538 0.00082 0.00008
0.00016
0.00016
0.00000 0.00194 0.00014 0.00002
0.00000
0.00002
0.00006 0.00008 0.00008 0.00002
0.00000
0.00004
0.00008 0.02804 0.00250 0.00054
0.00126
0.00126
0.00000 0.00058 0.00000 0.00000
0.00002
0.00000
0.20828 0.53903 0.44067 0.05508
0.38679
0.38509
0.00072 0.15984 0.02444 0.00486
0.01198
0.01242
0.00000 0.00478 0.00000 0.00006
0.00000
0.00000
0.00260 0.00344 0.00340 0.00000
0.00472
0.00482
0.00084 0.10346 0.02026 0.00020
0.02322
0.02342
0.00000 0.00154 0.00002 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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0.00000
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
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0.00000
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
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No current 1200 mm
V=max
No current 1200 mm
V=0
Dewirement 1453 mm
V=max
Dewirement 1453 mm
V=0
No current 1550 mm
V=max
No current 1550 mm
V=0
Dewirement 1900 mm
V=max
Dewirement 1900 mm
V=0
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00182 0.00112 0.00006
0.00030
0.00022
0.00000 0.00678 0.00008 0.00014
0.00000
0.00002
0.00002 0.02848 0.00380 0.00114
0.00098
0.00090
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0.00000 0.04470 0.00174 0.00154
0.00036
0.00026
0.00252 0.28467 0.09532 0.03488
0.04674
0.04534
0.00000 0.41739 0.26349 0.00000
0.18064
0.18178
0.00000 0.52265 0.09624 0.06334
0.03824
0.03672
0.01044 0.77826 0.41385 0.20184
0.28733
0.28349
0.12104 0.89896 0.71633 0.36129
0.62001
0.62145
0.00216 0.87902 0.44203 0.23152
0.29851
0.29853
0.00178 0.84074 0.39141 0.17632
0.25267
0.24846
0.00038 0.41863 0.05490 0.49357
0.01524
0.01506
0.01122 0.62243 0.20596 0.68583
0.10424
0.10520
0.06820 0.74177 0.39097 0.79758
0.25861
0.25703
0.00002 0.00922 0.00096 0.00090
0.00012
0.00014
0.00018 0.02376 0.00412 0.00278
0.00106
0.00102
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0.00002
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0.00052
0.00068
0.00186 0.10158 0.03092 0.02552
0.01210
0.01128
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0.00008
0.00006
0.00002 0.06298 0.00494 0.02664
0.00064
0.00104
0.00086 0.12106 0.02886 0.05494
0.00972
0.00936
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0.00002
0.00004
0.00058 0.11602 0.02012 0.07104
0.00546
0.00596
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0.00010 0.16186 0.01682 0.16780
0.00418
0.00386
0.00296 0.30485 0.07006 0.31993
0.02576
0.02558
0.19506 0.63057 0.43597 0.64311
0.32321
0.32245
0.00000 0.00040 0.00000 0.05376
0.00000
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0.00010 0.01348 0.00024 0.28851
0.00068
0.00074
0.03930 0.11428 0.02718 0.63771
0.05608
0.05580
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00136 0.00014 0.00006
0.00000
0.00002
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0.00000
0.00002
0.00050 0.00060 0.00028 0.00026
0.00016
0.00038
0.00034 0.04716 0.00706 0.00370
0.00278
0.00282
0.00000 0.01752 0.00042 0.00102
0.00010
0.00008
0.20386 0.80388 0.58277 0.37759
0.49525
0.49443
0.00512 0.50247 0.13464 0.14074
0.07928
0.07648
0.00006 0.28565 0.02142 0.05388
0.00720
0.00798
0.04224 0.88750 0.49327 0.52199
0.36965
0.36775
0.05544 0.92252 0.55861 0.60749
0.43349
0.43167
0.09228 0.78344 0.48377 0.22924
0.39773
0.39815
0.00454 0.56839 0.15996 0.09846
0.09848
0.09956
0.00016 0.40167 0.04846 0.04554
0.02294
0.02412
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0.00004
0.00002
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0.00006 0.00484 0.00040 0.00008
0.00026
0.00010
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0.00020
0.00028
0.00000 0.00006 0.00000 0.00000
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0.00084 0.06514 0.01430 0.00290
0.00650
0.00702
0.00000 0.01612 0.00086 0.00048
0.00022
0.00034
0.00078 0.00076 0.00026 0.00006
0.00048
0.00044
0.00082 0.09474 0.01700 0.00312
0.00840
0.00822
0.00000 0.00404 0.00002 0.00002
0.00000
0.00000
0.00952 0.32467 0.11586 0.02118
0.07432
0.07692
0.00030 0.15542 0.02492 0.00512
0.01254
0.01264
0.00000 0.02312 0.00014 0.00014
0.00002
0.00000
0.00280 0.00334 0.00422 0.00000
0.00416
0.00516
0.00096 0.10454 0.02064 0.00006
0.02328
0.02334
0.00000 0.00926 0.00010 0.00000
0.00006
0.00008
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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0.00000
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0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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No current 1200 mm
V=max
No current 1200 mm
V=0
Dewirement 1453 mm
V=max
Dewirement 1453 mm
V=0
No current 1550 mm
V=max
No current 1550 mm
V=0
Dewirement 1900 mm
V=max
Dewirement 1900 mm
V=0
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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0.00016
0.00024
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0.02520
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0.26663
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0.02686
0.02740
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0.27641
0.27525
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0.57155
0.56785
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0.16560
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0.21940
0.21848
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0.00262
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0.01854
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0.28483
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0.00022
0.00030
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0.03246
0.03354
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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0.00004
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0.01854
0.02026
0.00002 0.02028 0.00048 0.00142
0.00016
0.00014
0.53457 0.95508 0.86932 0.69835
0.82028
0.82444
0.03992 0.80528 0.40867 0.41143
0.29607
0.29993
0.00186 0.60759 0.12810 0.21822
0.06858
0.06706
0.00942 0.73817 0.25305 0.29315
0.16304
0.16264
0.00178 0.60007 0.13144 0.17956
0.06966
0.06882
0.09102 0.78406 0.48745 0.22836
0.39369
0.39693
0.00460 0.56641 0.15986 0.09566
0.09712
0.09958
0.00028 0.40385 0.05120 0.04792
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0.02372
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0.00042 0.02438 0.00540 0.00110
0.00218
0.00232
0.00006 0.00956 0.00114 0.00038
0.00030
0.00036
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0.00002
0.00256 0.12594 0.03294 0.00762
0.01804
0.01850
0.00002 0.01546 0.00090 0.00024
0.00014
0.00018
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0.00010
0.00006
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0.00898 0.32385 0.11466 0.02116
0.07470
0.07670
0.00046 0.15696 0.02332 0.00486
0.01178
0.01218
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0.00002
0.00004
0.00274 0.00372 0.00392 0.00000
0.00484
0.00520
0.00088 0.10540 0.02100 0.00006
0.02180
0.02382
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0.00008
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
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185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
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0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
185
ICE 3
TGV POS 423
HLE 18 (3kV) HLE 18 (25kV)
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
0.00000 0.00000 0.00000 0.00000
0.00000
0.00000
Re100-Re160
wind = 29.8m/s
zbw = 2.5cm
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
[km/h]
160
160
160
160
160
160
160
160
160
160
160
160
120
120
120
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
60
60
60
[mm]
0
0
42
76
0
55
101
67
119
160
153
160
94
134
160
0
16
30
0
22
40
0
46
85
0
65
119
72
93
160
0
78
142
[m]
inf
4000
4000
4000
3000
3000
3000
1400
1400
1400
1000
1000
700
700
700
4000
4000
4000
3000
3000
3000
1400
1400
1400
1000
1000
1000
700
700
700
300
300
300
[cm]
-18
-18
-15
-12
-25
-20
-17
-47
-43
-40
-45
-45
-51
-44
-42
-17
-15
-14
-23
-20
-20
-47
-44
-41
-50
-45
-40
-46
-44
-39
-50
-44
-39
[cm]
18
-17
-14
-12
-25
-20
-17
-47
-43
-40
-45
-45
-51
-44
-42
-16
-15
-14
-22
-20
-19
-47
-44
-41
-50
-45
-40
-46
-44
-39
-50
-44
-39
[m]
70
68.4
68.5
68.6
67.6
67.8
67.3
62.7
64
64
56
56.2
50.9
51.3
51.3
69.3
69.3
69.3
69
69
69
64.5
66
67.3
57.9
59.8
61.4
52.4
52.9
53.3
37
38.5
38.8
[m]
0.473
0.406
0.438
0.465
0.409
0.459
0.489
0.422
0.462
0.492
0.445
0.445
0.419
0.449
0.469
0.431
0.446
0.456
0.434
0.459
0.464
0.422
0.452
0.482
0.395
0.445
0.495
0.429
0.449
0.499
0.382
0.442
0.492
[m]
-0.473
-0.464
-0.435
-0.41
-0.501
-0.451
-0.421
-0.487
-0.447
-0.417
-0.45
-0.45
-0.47
-0.44
-0.42
-0.461
-0.446
-0.436
-0.47
-0.451
-0.446
-0.487
-0.457
-0.427
-0.5
-0.45
-0.4
-0.46
-0.44
-0.39
-0.5
-0.44
-0.39
Re100-Re160
wind = 32.1m/s
zbw = 2.5cm
Nr.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
[km/h]
160
160
160
160
160
160
160
160
160
160
160
160
120
120
120
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
60
60
60
[mm]
0
0
42
76
0
55
101
67
128
160
153
160
94
134
160
0
16
30
0
22
40
0
50
85
0
65
119
72
93
160
0
78
142
[m]
inf
4000
4000
4000
3000
3000
3000
1300
1300
1300
1000
1000
700
700
700
4000
4000
4000
3000
3000
3000
1300
1300
1300
1000
1000
1000
700
700
700
300
300
300
[cm]
-17
-27
-25
-21
-22
-18
-14
-45
-41
-38
-44
-43
-47
-44
-42
-27
-25
-24
-20
-18
-17
-44
-41
-38
-48
-43
-39
-46
-44
-39
-50
-44
-39
[cm]
17
-1
1
5
-21
-18
-14
-45
-40
-38
-44
-43
-47
-44
-42
-1
1
2
-19
-18
-16
-44
-41
-37
-48
-43
-39
-46
-44
-39
-50
-44
-39
[m]
65
62
62.3
62.7
62.7
62.6
62.6
58.6
58.7
58.7
54.1
54.3
49.5
49.9
49.9
63.1
63.2
63.3
63.8
63.9
63.8
60.7
62.2
62.3
55.9
57.8
59.4
50.9
51.5
51.9
36.5
38
38.2
[m]
0.473
0.373
0.431
0.433
0.419
0.454
0.494
0.414
0.459
0.484
0.430
0.440
0.417
0.447
0.467
0.424
0.446
0.458
0.439
0.454
0.469
0.424
0.454
0.489
0.390
0.440
0.480
0.427
0.447
0.497
0.378
0.438
0.488
[m]
-0.473
-0.435
-0.434
-0.375
-0.497
-0.462
-0.422
-0.501
-0.457
-0.431
-0.440
-0.430
-0.470
-0.440
-0.420
-0.461
-0.443
-0.433
-0.477
-0.462
-0.447
-0.491
-0.461
-0.427
-0.480
-0.430
-0.390
-0.460
-0.440
-0.390
-0.500
-0.440
-0.390
81/92
Final Report
12th Decembre 2013
Conclusions Germany



Optimisation of the position of the stagger will lead to improved wire positions and lower
probabilities for dewirement and leaving the conducting/working range of the EP;
1950 mm pantograph: contact wire incidentally leaves the 1450 mm working zone, but not the
1550 mm conducting zone;
1600 mm pantograph: for all types of trains the contact wire frequently leaves the
1200 mm conducting/working zone on curves of 4000 m or less, but never leaves the safe zone.
Thus there is no risk of dewirement when stagger is adapted in the optimised situation.
D. Graphical explanation of the probabilities
A graph is made for three specific current situations in Germany, i.e. without adapting the stagger.
In the first graph a zero probability of leaving the conducting range is represented. The second graph shows
a higher probability and the last graph shows the highest probability, even leading to a probability of real
dewirement.
The red box in the second graph shows the contact wire leaving the conducting/working zone because the
point of the contact wire is located near the pantograph end but still inside the safe zone / outside the unsafe
zone (not reaching the point of no return). For this situation there is no probability of dewirement if a
1450 mm range is considered, but there is a probability of arcing.
The red box in the third graph shows a complete dewirement of the 1600 mm pantograph because the point
of the contact wire is located even beyond the unsafe zone (beyond the point of no return, far outside the
safe zone). For this situation there is a probability of real dewirement, even if a 1450 mm range is
considered, but this probability is not 1 though the left distribution is completely marked red.
82/92
Final Report
12th Decembre 2013
Point of no return (1453 mm)
Unsafe zone
Contact wire
Safe zone
Conducting zone
83/92
Final Report
12th Decembre 2013
Contact wire
Unsafe zone
Point of no return (1453 mm)
Safe zone
Conducting zone
84/92
Final Report
12th Decembre 2013
V. Economic analysis
From the technical analysis above it is clear that some necessary adaptations to the OCLs will have to be
carried out to make the EU Railway Network suitable for both 1950 mm and 1600 mm pantographs. The
changes are summarized per country and some rough estimates of per unit prices are given at the end of this
analysis.
A. Generalized use of a 1600-pantograph – impact on Member States currently
using 1950-pantograph
From the six countries investigated, two countries do not authorize the use of a 1600 mm pantograph:
Germany and Poland.
1. Germany
The principle adaptation needed on OCLs Re100 and Re160 will be a change of stagger at the masts, most
likely in combination with a replacement of the steady arm in order not to create an infringement problem
for the 1950 mm pantograph already in use. Where this is not possible due to specific designs or local
circumstances the complete cantilever might have to be replaced.
In curves below 5000 m it is likely that spans will have to be shortened by replacing some or all poles.
When renewing the complete OCL of a specific line steady arm replacement including changing the stagger
is not to be considered as a cost impact. When only contact wire is replaced it should be considered as a cost
impact since changing the stagger or replacing the steady arm would seriously slow down the contact wire
replacement. An optimized migration to limit the costs has to be decided on a case to case basis.
2. Poland
A part from possible particular points no changes have to be made on the investigated OCLs. For curves
with radii between 3000 m and 10000 m, it is unclear which stagger values are applied. Nevertheless
changes in stagger will be sufficient to adapt the investigated OCLs for a 1600 mm pantograph.
B. Generalized use of a 1950-pantograph – impact on Member States currently
using 1450 or 1600-pantograph
From the six countries investigated, two countries do not authorize the use of a 1950 mm pantograph:
France and Italy, Belgium not on its high speed network.
1. Belgium
OCL layout on high speed line switches will have to be adapted.
2. France
The French conventional 25kV a.c. V200 OCL generally has enough margins towards the passage of a
1950 mm pantograph and no investment has to be done to adapt it. However, information on the OCL
layout on switches has not been provided, but, like in Belgium, it is almost certain that changes will have to
be made in these zones as switches are always wired tangentially (documents IGTE 21411/310515 and
21411/310518).
85/92
Final Report
12th Decembre 2013
As far as infrastructure is concerned the example given in paragraph III.B.2.2a)(2) Tunnels is a rare case in
France and the investment costs to make it suitable for a 1950 mm pantograph depend on the adopted
solution.
3. Italy
The OCLs themselves do not have to be adapted if uplift in small curves at low speed is in reality limited to
6cm, instead of the 9,5cm now, but station awnings and tunnels are of concern. One solution could consist
in lowering the contact wire height, but this has to be investigated on a case to case basis.
C. Economic evaluation
In the table 28 some rough estimates of per unit prices are given to realize the changes mentioned above.
Table 28 : estimated unit prices for OCL adaptations
Adaptation
Stagger change
Steady arm replacement + stagger
Cantilever replacement
Pole replacement
Changing droppers for one span
Changing OCL layout on one switch
Unit price
[euro/p]
800
1’000
3’000
19’000
2’000
1’500
For pole replacement, one might consider to replace 1 pole by 2 new ones, thus reducing two 80 m spans to
three 53.3 m spans or two 70 m to three 46.7 m.
A complete renewal of the OCL is estimated at 350’000 euro/km OCL (single track).
86/92
Final Report
12th Decembre 2013
VI. Recommendations
A. Points to discussion
1. Pantograph flexibility coefficient
From EN 152373-1:2013 the pantograph flexibility coefficient t is defined as the transverse displacement “t”
of the head raised to 6,5 m under the effect of a transverse force of 300 N. This element has to be accounted
for in the calculation of the pantograph kinematic gauge.
This element causes a transverse displacement “tr” of the head in collection position under the effect of a
300 N force.
The phenomenon only occurs when the contact wire is positioned on the horns of the pantograph,
approximately inclined by 45°, and when applying the maximum vertical force of 300 N, i.e. normally only
at maximum speed according to EN 50119:2009.
The transverse displacement of the pantograph due to a centrifugal force which is 12 N for a pantograph
head of 20 kg in a curve with 5000 m radius at 200 km/h, much less than 300 N, will be much smaller. The
flexibility t of the pantograph, with a maximum of 0.03 m at a height of 6.5 m and a force of 300 N, is a
parameter to calculate the displacement of the pantograph in the kinematic gauge. This displacement is only
possible in interaction with the contact wire on the end horn of the pantograph, and not due to its inertia.
The interaction of the contact wire on the pantograph is a dynamic effect and with a common used
amplification factor of 2 compared with its static effect this leads to a static force of 150 N on a 45° angle on
the end horns of the pantograph. Following remarks can be made on how this force could possibly be
obtained.




A dynamic vertical mean force of 150 N can only appear at train speeds of 287 km/h (a.c.) or
203 km/h (d.c.) according to the TSI ENE HS or CR and EN 50367. These are forces at maximum
speeds and dynamic effects. The quasi-static forces at standstill are only 70 N (a.c.) and 110 N (d.c.).
The 1600 mm EP has end horns with an angle of 30° and the 1950 mm pantograph has an angle of
23.49° in the conducting part and an angle of 40° on its end horns, which can be conducting or not.
This reduces the maximal dynamic.
Dynamic simulations show that the maximum vertical contact force occurs in a region of some
meters before the support structure of the OCL and not proximity of the region where the lateral
deviation of the contact wire is at its maximum, which is near the middle of the span length. In this
region the contact force is remarkably smaller and near its minimum.
The contact wire can almost not be deviated by the pantograph at the supports. It is the pantograph
which will move transverse due to the contact with a contact wire on the end horns. Therefore this
situation will lead to a problem is pantograph gauge.
This leads to the conclusion that the pantograph flexibility only needs to be taken into account in
calculations for the various pantograph gauges in order to verify possible infringement issues. However for
wind deflection calculations the effect is largely overestimated and it can be investigated how the limit can
be reduced.
87/92
Final Report
12th Decembre 2013
The flexibility t (equal to 0.03 m) within the square root in the formula of ep is a margin in the calculation of
the kinematic gauge profile. The effect is considered as a stochastic and has also to be considered in this way
in simulations of the contact wire deviation.
Another effect which can generate a transverse contact force is the hooking and the sudden release
following of the contact wire at the edge of the contact strips (at about 515 mm on the 1950 mm pantograph
and at 400 mm on the 1600 mm pantograph) leading to a swinging effect depending on the pantograph
flexibility. Effects like these only appear at low speeds and can be considered as clearance problems but not
for wind deviation simulations. The problem is also limited to for example badly adjusted overlap sections,
i.e. in a bad transition between two OCLs and therefore not representative to the behaviour of one OCL in
open stretch.
2. Differences between UIC 606-1 and TSI ENE CR/EN 50119
The parameter up, the movement of the contact wire under the influence of the horizontal component of
the working force of the pantograph, from the UIC 606-1 leaflet is not retained in the standard EN 15273.
The proposed formula for this effect is only valid in the middle of the span length and with both the angles
of the OCL with the track center line at the support structures identical.
Another difference between the UIC 606-1 leaflet and the TSI ENE CR is the way in which the lateral
deviation of the contact wire ,ud or the side movement of the contact wire due to wind in relation to its
position at rest, in UIC 606-1, is taken into account. The UIC 606-1 leaflet considers this effect as being
stochastically, while the TSI ENE CR regards it as a deterministic value, which enlarges its influence
drastically. The used analysis method is also designed in this way.
Both methods can obtain similar results for maximum allowable span lengths if the input parameters are
well tuned, but maybe not very realistic. The UIC 606-1 leaflet proposes a value of 11.5 N/m³ for the specific
weight of the air, which is equal to 1.172 kg/m³ instead of the common used value of 1.225 kg/m³ or even
1.25 kg/m³ in stormy weather.
3. Transverse track defects
TD causes sometimes a discontinuity when using the formulas for straight lines and big curves: twist faults
versus cant faults in cant. The values are not equal.
4. Uplift
Chapter 10 of EN 50318:2002 demands a validation of a simulation system by comparison of simulated
results with measured values from a line test. After the analysis done in paragraph III.B.2 it is clear that a
revision of the EN 50318, to increase the accuracy required from the simulated values, would help to
improve the design of a new system and to maintain the level of security reducing the safety margins
regarding clearances.
88/92
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12th Decembre 2013
Table 29 Deviation of simulated values according to EN 50318:2002
On existing OCLs a line test can be carried out with measurement equipment according to EN 50317. This
could specify more in detail limit uplift values according to various train speeds and thus maintain the level
of security reducing the safety margins regarding clearances.
89/92
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12th Decembre 2013
VII.Conclusions
A. Generalized use of a 1600 – pantograph
In the case of the first main problem of dewirement of the pantograph during windy conditions when using
the smaller 1600 mm pantograph on a 1950 mm line or network, occurring principally on German network,
the following can be concluded:

for the reference vehicle from EN 15273:2013:
o it is possible to maintain the 80m spans on straight lines and (very) big curves with a
minimum radius of 5000m
o when zigzag is limited to -20/+20 and
o only when the TSI-limit is widened to 47,5cm by calculating of the pansway values instead
of applying the TSI-minimum of 20cm.
This means discarding the reference cant or cant deficiency of 66mm, otherwise always
taken into account in the calculation of epu and epo, but still with the reference vehicle
values.
o actual spans in small curves have to be sized down by changing the OCL layout plans
If the OCL layout is not adapted to accommodate the 1600 mm EP, an option could be limiting the
access to a line or network under severe wind conditions, which would otherwise increase the risk
of dewirement to unacceptable levels. In the case of Germany a mean wind speed of 16 m/s could
be regarded as a general value not to be surpassed if the EP would receive authorization to circulate
on the existing network without any changes.

For specific rolling stock like locomotives, which cause less pantograph sway then the reference
vehicle due to their stiffer suspensions without increased plays between wheelset and body, can
receive authorization to access a line or network even when operating with the 1600 mm EP on a
non-adapted OCL and according to the current TSI-limit of pansway.
B. Generalized use of a 1950 – pantograph
In the case of the second main problem of infringement of mechanical and electrical clearances with respect
to the infrastructure when using the larger 1950 mm pantograph on a 1600 mm line or network, occurring
principally on French and Italian networks, the following can be concluded:

infringement of mechanical clearances to infrastructure static gauge cannot be avoided without
modifications to civil structures like tunnels and station awnings.
These are nevertheless localized problems, not related to OCL design for which no restrictions apply.
C. General conclusion
It is possible to adapt OCL-designs making them suitable for both pantographs with limited changes on the
majority of the networks, but costly intervention is necessary on some locations.
90/92
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12th Decembre 2013
VIII. Acknowledgements
The authors wish to acknowledge the significant contributions of the following people to the project
without whom the outcome would not have been a success. Not only their contributions, all freely
provided, but also the timeliness in delivering these was crucial and was much appreciated.
IM personnel for the provided input and data.
All members of the OCL Survey Group, for their comments, opinions and ideas.
Stanisław Lis and Ignacio Ballester from ERA for keeping all the technical experts focused and in line!
Touat Tayeb for developing the necessary tools and inspiring discussions on current standards.
91/92
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12th Decembre 2013
IX. Bibliography
1. Johnson, T.; Osman, M.; Hutchinson, C.; RSSB & Johnson, D.; DGauge Ltd. Pantograph sway
acceptance requirements and methodology - summary report. s.l. : RSSB, 2011. Research
Programme.
2. Puschmann, R. Contact wire lateral position and span length of interoperable lines. Elektrische
Bahnen. 2012, Vol. 11, 110, pp. 612-632.
3. EN 50367. Railway applications - Current collection systems - Technical criteria for the interaction
between pantograph and contact line (to achieve free access). 2012. s.l. : CENELEC.
4. Decision 2011/274/EU. Technical Specifications for the Interoperability relating to the energy
subsystem of the trans-European conventional rail system.
5. Kiessling, F.; Puschmann, R.; Schmieder, A.; Schneider, E. Contact Lines for Electric Railways.
2nd Edition. Erlangen : Publicis Publishing, 2009.
6. Kiessling, F.; Schmidt, P. Windabtrieb von Oberleitungskettenwerken. Elektrsiche Bahnen. 1998,
Vol. 7, 96, pp. 231-235.
7. Wili, U. Vereinheitlichte Stromabnehmerwippe - die Europawippe. Elektrische Bahnen. 1994, Vol.
11, 92, pp. 301-304.
92/92
Annexe A
12th Decembre 2013
Annexe A
Questionnaire / checklist
version V1.0
11/06/2013
Questionnaire to be completed by the Infrastructure Manager
1. Normative referential
Here is expected that the Infrastructure Manager (IM) will specify the referentials used for the interface
OCL / pantograph & vehicles applied by the IM for his 2 main OCL-systems, which should cover as much of
the main network as possible:

National rules or requirements and their origin ? (for example modeling the
influence of wind on the OCL and assumptions in the calculations)






EN 15273 and EN 50367 ? with exceptions or deviations ?
EN 50119 to determine clearances ? with exceptions or deviations ?
Eurocodes and their national annexes ?
EN 50125 for environmental conditions ? with exceptions or deviations ?
UIC 505 and UIC 606-1 fiches ? with exceptions or deviations ?
EN 50341-3 ?
2. Input parameters
In this chapter, the specific characteristics of catenaries, track, rolling stock, pantographs and wind are
listed in Table 1 below. The IM is invited to fill in the values for the different parameters for the 2 main OCL
designs.
Table 1 is one the hand composed of parameters corresponding to the annex E of the TSI ENE CR (table
E.1.3: Symbols and abbreviations, indicated with blue font colour) and one the other hand of other
parameters that were determined after discussion.
Some parameters are redundant if data on others are available or vice versa.
If any other parameters should be considered or have been used in the past, please feel free to complete
the list.
Table 1 OCL, WIND and TRACK parameters
To clarify the different parameters, the table has already been completed with the corresponding values
for 2 Belgian catanary designs (the exact values of the parameters are yet to be confirmed by the Belgian
IM)
CHAPTER 1-2
Template application form ERA 20130904.xlsx
1/12
version V1.0
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Reference Symbol
CATENARY
1
1.1
1.2
VOCL
1.3
1.4
Name of the OCL type
maximum design speed
contact wire(s) automatically
tensioned
messenger wire(s) automatically
tensioned
Unit
--
R3-120
--
Cn-107
--
km/h
200
--
160
--
Y/N
Y
--
Y
--
Y/N
Y
--
N
--
°C
20
1
15
1
reference ambient temperature
70
Bz
94.13
12.6
-----
60
Bz
94.13
12.6
-----
temperature range considered around reference temperature
--
NA
--
CuCd 0.7
--
mm²
NA
--
103.87
--
mm
NA
--
11.5
--
1.5
Tref
reference temperature
1.6
1.7
1.8
1.9
Trange
temperature range
messenger wire type
messenger wire cross section
messenger wire diameter
°C
-mm²
mm
Emw
Young's modulus messenger wire
MPa
1.10
1.11
auxiliary contact wire type
auxiliary contact wire cross
section
1.12
auxiliary contact wire diameter
1.13
1.14
1.15
Eaw
1.16
1.17
1.18
1.19
Ecw
Th15
1.20
Ta15
1.21
1.22
1.23
Tz15
awh
1.25
1.26
1.27
1.28
1.29
Young's modulus auxiliary contact
wire
contact wire type
contact wire cross section &
number of wires
CuAg 0.1
--
CuAg 0.1
--
mm²
EN 50149
2 x 120
--
2 x 107
--
Young's modulus contact wire
MPa
EN 50149
1,2x10
dropper wire cross section
dropper wire diameter
Tensile load of the messenger
wire at reference ambient
temperature
Tensile load of the auxiliary
messenger wire if present, at
Tensile load of 1 contact wire at
aerodynamical wind surface of
the messenger wire
mm²
mm
16
6.20
---
10
4.83
---
N
12749
-/+ 3%
14568
N
NA
7600
N
14710.5
9807
cm²/m
158
--
158
--
cm²/m
227
--
366
--
m
63
--
63
---
amaxt
maximum span length
Hcnom
Hcd,min
Hcd,max
linear mass density of the contact
wire
Nominal contact wire height at
mast
Minimum design contact wire
height
Maximum design contact wire
height
comment
definition & drawing
MPa
EN 50149
awz
Mfc
OCL 2
nominal
value
tolerance
--
aerodynamical wind surface of
the contact wire(s) and auxiliary
messenger wire if present
1.24
OCL
Description
OCL 1
nominal
value
reference
tolerance
5
tensioning device efficiency can be regarded as a
tolerance on this value
kg/m
EN 50149
Annex C
1.069
--
0.957
m
EN 50119
5.10
-0.03/+0.03
5.30
m
EN 50119
4.80
--
4.80
--
m
EN 50119
6.00
--
6.00
--
Optional input parameter
2/12
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Reference Symbol
CATENARY
1
1.1
Mbvl, new
1.30
Mbvl, worn
1.31
1.32
1.33
Mp
linear mass density of the
auxiliary contact wire if present
Er
System height
fc max
maximum (mid-span) sag of the
contact wire at reference
temperature and maximum span
1.36
1.37
1.38
1.39
1.40
complete catenary, including
droppers etc. (new)
complete catenary, including
droppers etc. (fully worn)
presence stitch wire
messenger wire
Mpa
1.34
1.35
Description
fc
ef0
lpc
2S0
formula used to determine f for
non-maximum spans
normal distance between
droppers at support
length of small droppers in case
of compound catenary
maximum allowed uplift at the
steady arm
Unit
OCL 1
nominal
value
reference
tolerance
--
R3-120
--
Cn-107
--
kg/m
3.12
--
3.76
--
only to be filled in if the influence of droppers is
accounted for
kg/m
2.65
--
3.38
--
only to be filled in if the influence of droppers is
accounted for
Y/N
N
--
N
--
changes Mbvl within a span length !
kg/m
0.884
--
0.884
--
kg/m
NA
--
0.925
--
m
1.45
--
1.65
--
distance between center of the messenger wire and bottom of the
contact wire(s) at a support
vertical distance at mid-span and reference temperature between
the bottom of the contact wire and a straight line connecting the
nominal contact wire heights at the surrounding supports
40
--
32
--
--
--
--
--
--
p.e. formula or table
m
7
--
7
--
Please provide a dropper scheme/drawing
mm
NA
--
200
--
mm
240
--
200
--
0.12
--
0.10
--
0.00
--
0.00
--
0.06
--
0.06
--
5.28
--
5.10
--
--
--
Margin to take account of the
raising of the contact wire
m
fwa
wear of the pantograph contact
strip
m
fws
bow trespassing the contact wire
due to the pantograph sway
m
heff
Effective height of the raised
pantograph
m
hcc
Static height of the contact wire
m
hV=0
Height in relation to the running
surface at stand still
m
hVmax
Height in relation to the running
surface at Vtrack
m
1.42
1.43
1.44
1.45
1.46
1.47
OCL
comment
mm
fs
1.41
OCL 2
nominal
value
tolerance
TSI ENE CR
2011
Annex E
TSI ENE CR
2011
Annex E
TSI ENE CR
2011
Annex E
TSI ENE CR
2011
Annex E
TSI ENE CR
2011
Annex E
TSI ENE CR
2011
Annex E
TSI ENE CR
2011
Annex E
multiple values depending on train speed migth be The design uplift of the contact wire at the support, for the
given
maximum span length under normal operating conditions
--
5.30
--
can differ from nominal contact wire height
--
--
for layout and calculation on maximum span
--
--
for layout and calculation on maximum span
3/12
version V1.0
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Reference Symbol
CATENARY
1
1.1
h’V=0
1.48
h’Vmax
1.49
h'o
1.50
h'u
1.51
1.52
1.53
adefault
a
Description
Reference height in the
calculation of the pantograph
gauge at stand still
Reference height in the
calculation of the pantograph
gauge at Vtrack
Maximum verification height of
the pantograph gauge in a
collecting position
Minimum verification height of
the pantograph gauge in a
collecting position
standard allocation span length in
straight line
(standard) span length
Unit
OCL 1
nominal
value
reference
tolerance
--
R3-120
m
m
m
m
TSI ENE CR
2011
Annex E
TSI ENE CR
2011
Annex E
TSI ENE CR
2011
Annex E
TSI ENE CR
2011
Annex E
--
OCL 2
nominal
value
tolerance
Cn-107
--
--
for clearance calculation
--
--
for clearance calculation
6.50
--
--
5.00
--
--
m
56
m
--
63
--
--
--
cm
4
0.1%
4
0.1%
Hbw
height of mast deflection value
m
8.07
--
8.12
--
emax,TSI,1600
absolute maximum stagger under
wind conditions for 1600-panto
cm
TSI ENE CR
2011 table
4.2.13.2
40
--
40
--
to be verified by the study; not to be filled in
emax,TSI,1950
absolute maximum stagger under
wind conditions for 1950-panto
cm
TSI ENE CR
2011 table
4.2.13.3
55
--
55
--
to be verified by the study; not to be filled in
m
TSI ENE CR
2011
Annex E
--
--
--
--
to be calculated; maximum value related to type of
panto
dl
Lateral deviation of contact wire
1.58
1.60
OCL
distance between center of the pole bended under load (OCL and
a calculation rule might be given if no fixed value is
wind at SLS (serviceability limit state)) and the center of the pole
being used
bended under permanent load
vertical distance from the foundation to the level at which the zbw is
top of poles; cantilever level; etc.
determined
Mast deflection value
1.57
1.59
no single value, but related to track; input from
results and rules demanded in chapter 4
zbw
1.56
dl,max
Ut
absolute maximum stagger at
mast
installation tolerance contact
wire stagger
cm
28
cm
--
--
1.54
1.55
comment
28
-0.01/+0.02
to be verified by the study; input from results and
rules demanded in chapter 4
--
4/12
version V1.0
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Reference Symbol
CATENARY
1
1.1
1.61
1.62
1.63
1.64
e1,c
e2,c
e1,p
e2,p
1.65
Unit
OCL 1
nominal
value
reference
tolerance
--
R3-120
--
Cn-107
--
cm
--
--
--
--
cm
--
--
--
--
cm
--
--
--
--
cm
--
--
--
--
mm
40
m
700
minimum cantilever length
maximum cantilever length
static insulation clearances
m
m
mm
1.95
4.25
150
150
dynamic insulation clearances
mm
100
100
Description
contact wire stagger on the left
side of a span
contact wire stagger on the right
side of a span
messenger wire stagger on the
left side of a span
messenger wire stagger on the
right side of a span
distance between contact wires
at mast if more than one is
present
maximum half tension length
1.66
1.67
1.68
1.69
1.70
OCL 2
nominal
value
tolerance
40
comment
exact definition of stagger ?
distance between mechanical midpoint and tensioning device
standard cantilever drawings
standard cantilever drawings
please provide reference used (EN 50119; UIC 6061; etc.)
Other
parameters
NA: non applicable
Y/N: yes or no
OCL
5/12
version V1.0
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Reference Symbol
2
WIND
reference
Description
Unit
Vc,min
Minimal peak wind speed design check at SLS
(serviceability limit state)
m/s
2.2
Vb
Basic wind velocity for a 50 year period
m/s
EN 1991-1-4
26
2.3
kr
Terrain factor
--
EN 1991-1-4
0.19
2.4
z0
Roughness length
m
EN 1991-1-4
0.05
2.5
kl
Turbulence factor
--
EN 1991-1-4
1
2.6
c0
Orography factor
--
EN 1991-1-4
1
2.7
Trv
Return period considered for calculating SLS
3
r
density of air
EN 1991-1-4
EN 50119
kg/m³
:2009
2.1
2.8
WIND 1
CsCd
2.10
ip
Reference level of pole foundations
m
-0.75
amint
Minimal standardised span
m
21
qk
characteristic dynamic wind pressure
agust
zone within the span affected by wind gust if smaller
than maximum span
m
are there any restrictions on operation due to wind
speed ?
Y/N
2.12
2.13
N/m²
definition
not to be confused with Vb,0
0.05
0.05
Vb = Cdir.Cseason.Vb,0
fixed value, not to be filled in
1.225
2.9
2.11
comment
WIND 3
34
years
--
WIND 2
EN 1991-1-4
only to be filled in for some specific calculation
methods
this can be various values depending on zones or
section of lines
centered around mid span; only to be taken into
account if spans are greater than 65m
any deviating values on specific lines or section of
lines ?
installation/allocation values deviating from general
rule/value ?
example Germany: parallel HS- and CR-lines: HSlines have higher wind speeds
Other
parameters
2.14
WIND
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Reference Symbol
3
TRACK
3.1
Description
Name of the track type
Unit
reference
--
TRACK 1
TRACK 2
TRACK 3
TRACK 4
HSL I
HSL II
HSL III
CR
3.2
TSI ENE CR
2011 Annex
E
TSI ENE CR
2011 Annex
E
TSI ENE CR
2011 Annex
E
TSI ENE CR
2011 Annex
E
Do
Reference cant taken into account by the vehicle
for the pantograph gauge
m
I’0
Reference cant deficiency taken into account by the
vehicle for the pantograph gauging
m
L
Distance between rail centres of a track
m
l
Track gauge, distance between the rail running
edges
m
3.7
lupper
Track gauge tolerance, upper limit
m
1.440
3.8
llower
Track gauge tolerance, lower limit
Maximum track gauge, including track widening in
tight curves
m
1.433
m
3.3
3.4
3.5
3.6
3.9
lmax
3.13
3.14
3.15
3.16
3.17
3.18
3.19
0.066
0.066
0.066
0.066
0.066
0.066
1.507
1.507
1.507
1.507
1.435
1.435
1.435
1.435
1.450
1.450
1.450
1.450
mm
TSI INFRA
11
25
25
25
t'2
Faults in cant (cant variation occurring between two
successive maintenance actions for various
operating speeds)
mm
TSI INFRA
6
6
10
10
t''2
Distortion failures (for various operating speeds)
mm
TSI INFRA
5
6
6
6
twist
mm
TSI INFRA
85
mm/s
mm
m
TSI INFRA
70
--
--
--
input from results and rules demanded in chapter 4
---
150
---
R
Rmin
Abrupt change of cant deficiency on diverging track
of switches
Rate of change of cant (in function of time)
Rail wear
curve radius
m
m
m
Largest cant
m
TSI INFRA
0.180
0.180
m
TSI INFRA
0.150
0.150
3.20
3.21
Imax
Largest cant deficiency
Vtrack
Maximum design line speed
href
height of the track above surrounding terrain
3.23
--
Smallest curve radius
cant
cant deficiency
D
I
Dmax
3.22
0.066
T1
3.11
3.12
0.066
Faults in track alignment (transverse displacement
of the track between two successive maintenance
actions for various operating speeds)
3.10
km/h
m
the static and kinematic load gauge, kinematic
envelope and the swept envelope as well as any
national or international requirements for
structural clearances (tunnels, etc.)
EN 50119
:2009
Infrastructure gauges in use
comment
---
300
---
220
160
120
mm/m ? Wich basis ? Statistical values !!
Values for immediate intervention should be given
this speed will be considered as the mamimum
operational speed of the line
representative value to be filled in;
high embankements and bridges/viaducts to
studied separately
Other
parameters
TRACK
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3. Combinations
In Table 2 below are to be specified the combinations of train and pantographs, the Infrastructure Manager
wishes to be analyzed : minimum 2 combinations and maximum 5 combinations will be proposed, including
the 2 most standard rolling stock types, for example 1 for conventional and 1 for high speed lines, and/or 1
locomotive and 1 EMU.
Priority must be given to consider rolling stock with s’0=0.225 (see Table 2 below). Other types of rolling
stock may be treated since they might actually be more constraining towards pantograph gauge and OCL
layout.
The considered pantographs may be TSI pantographs, 1950 pantographs or pantographs used specifically on
national network.
Table 2 is already filled in with some examples for the Belgian network, not necessarily to be treated by this
study.
Table 2 Pantograph/Rolling Stock combination
RS-P 1
RS-P 2
Thalys PBKA
RS-P 3
Rolling stock
RS-P 4
Pantograph width
1450
1950
1600
1950
RS-P 5
EMU
80/82/83
1760
Manufacturer and
pantograph type
Tension
Maximum
Operating Speed
Faiveley
CX 004 BU
25 kV
300 km/h
Faiveley
CX 003 BU
3 kV
220 km/h
Melecs
SBS 2T
25 kV
200 km/h
Melecs
SBS 2T
3 kV
200 km/h
Brecknell
Willis
3 kV
160 km/h
HLE 18
In table 3 the characteristics of these trains and pantograhps are to be specified. The table has already been
filled in with some examples.
Table 3 PANTO & RS parameters for each combination in Table 2
CHAPTER 3
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version V1.0
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Reference Symbol
Description
4
PANTOGRAPHS
Unit
bw
Half-length of the pantograph bow
m
bw,c
Half-length of the pantograph bow conducting
length (with insulating horns) or working length
(with conducting horns)
m
4.1
4.2
bzncc
4.3
4.4
4.5
horn made of insulating material
Projected length of the insulating horn
b'o,mec
Width of mechanical kinematic pantograph gauge
at upper verification point
b'u,mec
Width of mechanical kinematic pantograph gauge at
lower verification point
bh,mec
Width of mechanical kinematic pantograph gauge at
intermediate height, h
ep
Pantograph sway due to the vehicle characteristics
epo
Pantograph sway at the upper verification point
epu
Pantograph sway at the lower verification point
S’i/a
Allowed additional overthrow on the inside/outside
of the curve for pantographs
qs'
Quasi-static movement
Σj
Sum of the (horizontal) safety margins covering
some random phenomena
(j = 1, 2 or 3) for the pantograph gauge
τ
Mounting tolerance of the pantograph on the roof.
t
Transverse flexibility of the mounting device on the
roof.
θ
suspension adjustment angle
ht
Height of the panto’s lower articulation pivot
Location of panto on the vehicle
4.6
4.7
4.8
Half-length of the contact strip(s)
4.9
4.10
4.11
4.12
4.13
4.14
4.15
4.16
4.19
4.17
4.18
reference
TSI ENE CR
2011
Annex E
TSI ENE CR
2011
Annex E
RS-P 1
RS-P 2
RS-P 3
0.975
0.800
0.880
RS-P 4
comment
RS-P 5
to check clearances
0.725
to check layout
m
0.515
0.453
this parameter is necessary if the contact wire(s)
should stay on the contact strip under normal
circumstances (no wind, Vmax)
Y/N
m
Y
0.200
N
--
TSI ENE CR
m
2011
Annex E
TSI ENE CR
m
2011
Annex E
TSI ENE CR
m
2011
Annex E
TSI ENE CR
m
2011
Annex E
TSI ENE CR
m
2011
Annex E
TSI ENE CR
m
2011
Annex E
TSI ENE CR
m
2011
Annex E
TSI ENE CR
m
2011
Annex E
TSI ENE CR
2011
Annex E
EN15273m
1:2009
Annex H
EN15273m
1:2009
Annex H
EN15273radian 1:2009
Annex H
m
--
--
--
--
--
will be calculated according TSI
formula
--
--
--
--
--
will be calculated according TSI
formula
--
--
--
--
--
will be calculated according TSI; h=h'
formula
--
--
--
--
--
will be calculated according TSI and simulated during
phase ANA_2 of the study
formula
0.17
0.22
0.11
0.17
--
--
--
--
--
formula
--
--
--
--
--
formula
--
--
--
--
--
j = 3: dynamic (EN 15273)
formula
the pantograph installation and construction tolerance between the
centerline of the vehicle body and the centre of the head raised to
6,5 m in the absence of any stress
0.01
0.030
Flexibility coefficient of panto
0.005
the transverse displacement of the head raised to 6,5 m under the
effect of a transverse force of 300 N
the angle created by the body suspension adjustment tolerances
4.005
A scaled drawing should be given
Other
parameters
PANTO & RS
9/13
version V1.0
11/06/2013
Reference Symbol
Description
PANTOGRAPHS
5
ROLLING
STOCK
5.1
Vehicle gauges in use
Unit
h'co
Reference roll centre height for the pantograph
gauge
m
q
Transverse play between axle and bogie frame or,
for vehicles not fitted with bogies, between axle and
vehicle body
m
w
Transverse play between bogie and body
m
5.2
5.3
5.4
s'o
5.5
5.6
5.7
5.8
Flexibility coefficient taken into account by
agreement between the vehicle and the
infrastructure for the pantograph gauging
Wheel wear
m
reference
TSI ENE CR
2011
Annex E
TSI ENE CR
2011
Annex E
TSI ENE CR
2011
Annex E
TSI ENE CR
2011
Annex E
RS-P 1
RS-P 2
RS-P 3
RS-P 4
RS-P 5
comment
0.50
0.005
0.005
0.0325
0.06
0.225
0.225
0.4
mm
Tcharge
Loading dissymmetry
°
EN 15273-3
0.77
Tsup
Dissymmetrical suspension adjustment
°
EN 15273-3
0.23
Other
parameters
PANTO & RS
10/13
version V1.0
11/06/2013
A number of total combinations of OCL, Wind, Track, Rolling stock and Pantographs (CWTRP) are
currently used without major problems on each national network (green in Figure 1 below), but some
combinations are not used (orange in Figure 1 below) or not allowed (red in Figure 1 below).
PANTO 1450
RS R1
OCL C1
WIND W1
PANTO 1600
PANTO 1950
Clearance ?
Switches layout ?
TRACK T1
RS R2
RS R1
Thalys
RS R2
HLE 18
OCL C2
R3-120
WIND W1
34 m/s
TRACK T2
HSL II
PANTO 1450
PANTO 1600
PANTO 1950
Layout ?
RS R3
EMU 80/82/83
PANTO 1600
PANTO 1760
PANTO 1950
Figure 1 CWTRP-combinations and problems
Belgian examples in grey (to be confirmed by Belgian IM)
The aim of this study is to examine the feasibility and impact of adaptation of OCL designs with limited
changes to accommodate 1950 mm and 1600 mm pantographs and in a first phase to clarify the level of
over- or under-design of current OCLs. In other words, how dark or bright are the colors really ? The
study will therefore focus in the first place on the use of the former two types of pantographs without
changing the first 4 constituents (CWTR). If compatibility is not guarantied OCL design modifications will
be proposed and investigated to see if compatibility can be reached.
CHAPTER 4-5
11/13
version V1.0
11/06/2013
4. Results and current design rules
Each Infrastructure Manager is invited to provide information from studies already performed with
respect to the interaction between OCL and pantograph (calculation results, design rules employed). For
instance the following information may be of great interest :
For which WTRP-combination(s) the OCL has been designed in the past ?
What were the safety margins for each CWTRP-constituent ?
Has there been any evolution after the moment of fixing the concept of an OCL regarding
the gap between real characteristics of each CWTRP-constituent and the safety margin used in
the calculations ?
Tables with maximum distances between poles (span) in relation to curvature, cant,
switches, overlaps and stagger values, including design rules to obtain these tables and their
origin
Layout of OCL in switches and overlaps
Maximum displacement of pantographs in straight track, curvatures, switches and overlaps,
if possible in relation to rolling stock (possibly no longer operational)
Steady arm and cantilever or armament design (drawing indicating length, shape and the
presence of a blocking device to limit uplift of the contact wire)
- Drawing of pantograph gauge on typical cross sections of each OCL design, including the
calculation rules
An actual layout plan using one or several representative OCL designs, including all relevant
data like stagger, track data (curves, cant, switches, etc.) and the environmental data (bridges,
height of embankment, etc.). This will allow a comparison between the theoretical values of OCL
design and the actuals used on site
Are there any restrictions due to OCL-design on the use of actual rolling stock on the entire
network, including all types of OCL ?
….
5. Additional information
Have any modifications already being made to accommodate other types of pantographs than those
formerly in use ?
If indeed so, what was the nature of these modifications (operating speed limits, wind speed limits,
change in equipment of turnouts and overlaps, etc.) ?
Did other considerations, such as dynamical behavior of the OCL/pantograph combination or minimum
dropper lengths/maximum system height, limit the maximum span for some OCL designs ?
CHAPTER 4-5
12/13

era/2013/interop/op/01 - European Railway Agency

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