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Calculation of Magnetic Field Disturbance Produced Railway
Calculation of Magnetic Field Disturbance Produced Railway
Magnetic Observatory, Vol.20, No.2, 33-44, 1984 with permission of the authors.
Abstract
Magnetic field disturbance by leakage current of electric railways is a serious problem for magnetic
observations. We can get an exact solution in various situations of the route of railway, distributions
of power substations and electric railcars by the method developed herein. The developed method
yields a smaller estimating magnetic field disturbance compared with the old method.
1. Introduction insulated from the ground. Not only does the leakage
It is known that the leakage current from a DC current itself form magnetic fields, but it also causes
electric railcar forms magnetic fields in the the amount of current through the railway track to
surrounding environment. Unwanted noises occur differ from the amount of current through the feeder
from these magnetic fields, causing interference to the line and, as a result, magnetic fields form around the
observation of natural magnetic fields. Because the railway track and the feeder line. The imperfect
noises spread two-dimensionally, they travel over a insulation thus gives rise to two types of noise: the
long distance without decaying and cause interference noise formed by the leakage current and that formed
at remote locations. They have complex waveforms by the current through the railway track and the
and it is technically impossible to remove them under feeder.
the circumstances.* If the railway track could be To observe natural magnetic fields, we must
completely insulated from the ground and if the quantitatively analyze the effects of magnetic field
current supplied to drive the electric railcar could be disturbances caused by the leakage current from a DC
made to flow only in a closed circuit from a power electric railcar. In this study, we conducted
substation to a feeder line to an electric railcar, and experiments, made field surveys, performed model
then to a railway track, the noises would not propagate calculations, and attempted to verify the effects of
so long a distance even if a DC electric railcar is used. magnetic field disturbances caused by the leakage
Because the railway track and the feeder line are current from the DC electric railcar.
installed close to one another, the effect of the same Inoue (1979) performed model calculations to
amount of current flowing in them cancel each other. simulate the effects of the noises from magnetic fields
Therefore, at a remote location the circuit is regarded around the Joban Line by placing a DC electric railcar
as if it carried no currents. In reality, however, a at different positions on the railway track. In his
considerable amount of leakage current flows into the approach to the model calculations, we noted some
ground, because the railway track is not completely shortcomings as pointed out in the following:
*
In the case of an AC electric railcar, the skin effect prevents the leakage current from flowing deep into the ground,
and the frequency of an AC current is higher than the frequencies at which natural magnetic fields are normally
observed. Therefore, the leakage current from the AC electric railcar does not form magnetic fields, and interfering
noises do not occur.
28 Tetsuo TOKUMOTO and Satoru TSUNOMURA
(1) When deriving the amount of current supplied by direction. A current flowing in the railway track to be
each power substation, a certain fixed leak rate was measured at point "s" was defined as "Jr(s)," and the
used, and the model calculations were performed leakage current from this railway track was defined as
based on the leak rate. "i(s)." "i(s)" can be expressed as follows:
(2) When obtaining solutions from the results of
dJ r (s )
analyses, boundary conditions were not established, i(s ) = − (1)
and the scenario that two or more electric railcars
ds
run simultaneously on the railway track was not Because the railway track was not considered
considered. Solutions for each electric railcar were isoelectric, it was thought that the potential is
simply superposed. distributed along the railway track. This distributed
(3) Bouncing of the potential distributed across the potential was defined as V(s). With the railway track
railway track back to power substations was not resistance per unit length and the leakage resistance
considered. defined as "Rr" and "η" respectively, the relationships
Yanagihara (1977) developed approximate between V(s), Jr(s) and i(s) are expressed as follows:
calculations for physically precise solutions and
dV (s )
estimated disturbance fields by assuming a simple = − Rr J r (s ) (2)
ds
model of a railway. He obtained satisfactory results
by comparing calculated values with measured values.
(3)
By further developing the approach taken by
Yanagihara (1977), we studied magnetic field Based on above three equations, the following
disturbances, created a new model for simulating real ordinary differential equation can be formulated
conditions as closely as possible to the extent practical regarding Jr(s):
and physically consistent, and performed calculations
d 2 J r (s ) Rr
based on several scenarios. This paper describes the = J r (s ) (4)
results of our study and calculations. We expect that
ds 2 η
our model would give a clear basis for discussion, A general solution to this differential equation can
reducing the number of unconsidered parameters be obtained using equation (5) below:
(such as the non unifomity of the subterranean
(5)
structure.)
Fig.1. Leakage current i(s)ds, Fig.2. Circle unit of power Fig.3. Leakage current i(s)ds, at
rail current Jr(s)at railway s, substation, fieder line and railway s, and position vector r.
and direction of current. railway.
This relationship is applied to the power substation on some distance from the electric railcar. Although
the left end (defined as s = s1 ) and other power quantitative calculations were made to clarify the
substations (m−1). relationships between the amount of current and the
The numbers of equations obtained based on the three distance between power substations and the electric
conditions shown on the previous page are 1, n, and railcar, the appropriateness of the established
m−1, respectively. The total number is (n+m). preconditions for calculations was questioned, as
Therefore, the unknown number matches the number mentioned in Chapter 1. Introduction (the study made
of equations, and the simultaneous equation can be by Inoue in 1979). In this study, we compared the
solved. Ik and Jk calculated this way are substituted results of calculations made using the new model with
into equation (7) to obtain Jr(s). Jr(s) obtained this those of calculations made using the generally used
way is substituted into equation (1) to obtain the model under the same conditions as when Inoue
leakage current i(s). performed the calculations.
(2) How to calculate the amplitude of magnetic field Figure 4 shows the amount of current supplied by
disturbances each power substation in a case where an electric
Although the leakage current spreads radially railcar was set at the extreme left of the segment (0
underground, the effect of the leakage current on km) and ten power substations were set at 1 km
magnetic fields can be defined as the effect of a intervals. In the case of the generally used model,
semi-infinite line current that flows perpendicular to the amount of current supplied by each power
the ground. As Yanagihara pointed out in 1977, substation was determined only by the resistance of
magnetic field (H) formed by the leakage current the feeder line. In the case of the new model, the
from the A-B segment and currents through the amount of current supplied by each power substation
railway track and the feeder line at external point P decreased rapidly as the distance from the electric
can be calculated as follows: railcar increased, because not only the resistance of
the feeder line but also the resistance of the railway
track and the ground leakage resistance were taken
into consideration. However, it is inappropriate to
conclude from this that the magnetic field is disturbed
(12) only by the current around the electric railcar. For
in which is the unit vector in the vertical direction, example, the amount of current that leaks to the
is the position vector from point s in the A-B ground and then returns again to the railway track will
segment to point P, and Jf (s) is the feeder current. increase if power substations are set at long intervals.
The first term represents magnetic field formed by the Therefore, it should be noted that there are cases in
leakage current, and the second term represents a which the amount of current being supplied by power
field formed by currents through the railway track and substations will increase though they are set apart at
the feeder line. We performed the calculations using distant intervals.
the method of successive approximation based on (2) Relationships between the position of the electric
Simpson's rule. railcar and the amplitude of magnetic field
disturbances
3. Calculating the Amplitude of Magnetic Field Figure 5 shows the position of Kakioka relative to
Disturbances stations on the Joban Line, assuming that the line is
3.1 Comparison with the Values from the DC electrified as far as Tsuchiura Station. In
Generally Used Model performing the calculations, the railway track of the
(1) Amount of current supplied by power substations Joban Line was limited to the segment from Tsuchiura
To simulate real conditions as closely as possible, it Station to Abiko Station, and this segment was
is necessary to extend the length of the railway track approximated by a line graph, as shown in Figure 5.
and to establish more than one power substation. It Figures 6 and 7 show the amplitudes of horizontal
is thought that power substations near the electric magnetic field disturbances calculated under the same
railcar supply a larger amount of current than those at conditions as in Figure 5. The intervals between
Calculation of Magnetic Field Disturbance Produced by Electric Railway - 31
power substations shown in these figures are for calculated using the new model. Positions of the
power substations for the railway section as far as electric railcar are shown along the abscissa axis with
Fujishiro Station. In the railway section from Tsuchiura Station as the starting point. The
Fujishiro Station to other stations in the up-line amplitudes of horizontal magnetic field disturbances
direction of the Joban Line, one power substation is measured at Kakioka are shown along the ordinate
established each at Fujishiro, Toride and Abiko. axis. Because calculations were performed by
Figure 6 shows the values calculated using changing the interval between power substations, each
the generally used model, and Figure 7 shows those curve represents the state of disturbance relative to
each specific interval.
Fig.4. Comparison of the supply current through Fig.5. Map of KAKIOKA and Joban Line.
power substations between the new model and The railway from TSUCHIURA to ABIKO is
the old one. approximated by segments of straight
This figure shows currents through power line.
substations in the condition that ten power
substations are ordered at 1 Km intervals.
Interval
For a railway segment in which a specific interval should be a position of the electric railcar where the
between power substations is known, the total leakage amplitude of the magnetic field disturbances becomes
current can be calculated as follows: zero because the horizontal components of magnetic
field disturbances is perpendicular to the railway track.
To verify the correctness of this assumption, we used
(13) a simple arrangement of the railway track and the
It should be noted that in this equation Jr is not observation point shown in Figure 8, and performed
always uniform throughout the railway track; the calculations.
specifically Jr differs largely in segments si (1, 2, …, n). Figure 9 is a graph showing the amplitude of the
Because Jr (si) in the segment (si, si+1) is different from magnetic field disturbances relative to the positions of
Jr (si) in the segment (si−1, si ), different Jr values must the electric railcar. As is apparent from this figure,
be used as integrands for each segment when there is the singular point where the horizontal
performing integrations on the leakage current. The components of magnetic field disturbances become
above equation represents rail current variations, and extremely small, as in Figure 7. If the observation
the longer the interval between power substations, the point is on an extension of the railway track, magnetic
longer the rail length and, as a result, the larger the field disturbances consist of only the components
amount of the leakage current becomes. Therefore, perpendicular to the railway track; they do not contain
the tendency should be noted that the amplitude of the vertical components at all. The railway track was
magnetic field disturbances increases as the interval divided into three segments: a 2-km long segment
between power substations increases. This tendency before and after the electric railcar, which was defined
is demonstrated by the results of calculations using as segment B, a segment near the observation point,
both models. which was defined as segment C, and a segment far
What should be noted about the results of from the observation point, which was defined as
calculations using the new model is that the amplitude segment A. Calculations were performed to verify
of horizontal magnetic disturbances becomes small the specific contributions of these segments to the
when the electric railcar is at a point about 10 km from amplitude of the magnetic field disturbances. Figure
a power substation. We termed this point a singular 10 is a graph plotted based on the results of the
point. calculations.
In performing calculations using both old and new Because the leakage current dominates in segment
models, only one electric railcar was used. We found B and the returning current dominates in segments A
that the amount of the leakage current was large at and C, the orientation of magnetic field disturbances
points near the electric railcar and that the leakage was reversed. The amplitude of the magnetic field
current returned to the railway track at distant points disturbances in segment B decreased moderately as
from the electric railcar. If the railway track ran the electric railcar was going away from the
almost in a straight line as viewed from the observation point (as the source of the leakage current
observation point, we found that magnetic field was going away from the observation point).
disturbances caused by the leakage current near the The current that leaked near the electric railcar
electric railcar and those caused by the returning returned to a near railway track, not to a far railway
current near the observation point cancelled each track. Therefore, in the A and C segments, the
other out after the electric railcar traveled a certain amplitude of the magnetic field disturbances was
distance. We also found that components larger at points near the electric railcar than at distant
perpendicular to the railway track dominated other points from it, on the condition that the observation
components and that the orientation of these point was at some distance from the railway track.
components was reversed at the above mentioned
singular point where the amplitude of horizontal
magnetic field disturbances dropped markedly. If the
railway track is straight and if the observation point is
located on an extension of the straight line, there
Calculation of Magnetic Field Disturbance Produced by Electric Railway - 33
Fig.13. Comparison of magnetic field disturbance between observed values and calculated values.
Bar graphs refer left ordinate, line graphs refer right ordinate. Line graphs show the ratio of observed value
and calculated one which is normalized by such ratio at No.1 observation point, so the ratio at No.1 is exactly 1.
Fig.14. Distribution of magnetic total force disturbance in the simple case such as this figure.
Calculation of Magnetic Field Disturbance Produced by Electric Railway - 37
measured at a location 30 km from the railway track. ・Concerning η, equations (1) through (6) can be used
This state of amplitude distribution was thought to be as is if specific values are assigned to each interval
associable with where each electric railcar is located between power substations.
on the railway track. ・Concerning the route of the leakage current flow,
Sharply curved contour lines are due to mutual because the leakage current generally flows only a
canceling out of the effects from the two lower electric few kilometers deep, it can be assumed that the
railcars and one upper electric railcar shown in Figure leakage current first flows vertically a few
14. It is estimated that as the number of electric kilometers, then turns its direction, and continues to
railcars increases, the distribution of magnetic field flow at the same depth along the same route as the
disturbances around the railway track becomes railway track. Under this assumption, the
complicated. difference between the amount of currents in the
railway track and that of currents in the feeder line
4. Conclusion would decrease further due to the current flowing
We found that the amplitude of the magnetic field underground horizontally and, as a result, vertical
disturbances calculated with the new model was components of magnetic field disturbances would
generally smaller than that calculated with the become even smaller. Strictly speaking, this
operational model of the Railway Technical Research assumption requires that a three-dimensional
Institute. Our model can be applied to various structure be prepared and a relational expression be
situations flexibly, keeping the strictness of the solved. In this case, current integrations must be
assumption of uniformity of subterranean electric performed over an infinite range and the conditions
conductivity. In all these calculations, calculated of the subterranean distribution of electric
values were in good agreement with measured values. conductivity must be grasped, which is practically
On the other hand, we noted the following difficulties: impossible.
・It was difficult to identify η (leakage resistance), a
parameter of the new model. This parameter was Acknowledgments
unstable and varied greatly depending on the We would like to express our sincere appreciation to
weather. It may also vary depending on railway Mr. Kawamura, former director of the Observatory,
laying conditions. Therefore, it is inappropriate to and Mr. Harada, incumbent director of the Observatory,
assume that this parameter is uniform through the for giving us the opportunity to make this study. In
whole railway track. performing the calculations, we used the M-200
・It was assumed that the leakage current would flow computer at the Meteorological Research Institute,
over an infinite distance in the vertical direction on using the remote batch processing method.
the condition that the subterranean electric
conductivity was uniform. However, the References
subterranean distribution of currents is not really Inoue, H., Effects of DC Electric Railways on the
uniform if the subterranean electric conductivity is Observation of Magnetic Field Disturbances.
distributed anisotropically. For example, if the Materials concerning railway engineering, 37 (No.
electric conductivity at a depth more than a few 7), 26-27, 1979.
kilometers from the ground surface is small, the Yanagihara, K., Magnetic Field Disturbances Produced
leakage current stops there and does not flow by Electric Railway. Report on Magnetic Field
deeper. Observations, separate volume No. 7, 1977.
These difficulties, however, can be somewhat
overcome by using the following techniques: