Overview of Railway Electrification

Development

Young PARK

ypark@hanbat.ac.kr
 CONTENTS

1. Introduction to electric railway of Korea

2. Electrical Railway General Technology

3. High Speed Railway Of Korea

4. Catenary system up to 350 km/h and its current collection

performance

5. Catenary System up to 400 km/h

6. R-bar system up to 250km/h

7. Inspection system for catenary

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3
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Overview of Railway Network

First Operation in 1899

Infrastructure
Railway-km : 3,873 km
HSR Line : 635.1 km
Double track : 64.1%
Electrification : 73.6%

Volume of Traffic
Passengers : 1.27 billion passengers
Fright : 95.6 billion ton-km

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High Speed Lines in Korea

4 Main High Speed Lines in Service

Gyeongbu high speed line
• Connects 4 biggest cities along 400km corridor
• Travel time : 250min → 116min
• Max 154 trips/day (weekends)
• Avg 104k passengers (80% occupancy rates)

Honam high speed line

• Connects western part of Korea (230.9km)
• Shares Gyeongbu line from Seoul to Osong (120.8km)
• Travel time : 196min → 106min
• Ballastless track developed by KRRI

Seoul metropolitan high speed line

• To mitigate congestion near Seoul
• Eastern Seoul to Gyeongbu line (61.1km)

Wongang High speed Line (2017)

• Connects eastern part of Korea (120.7km)

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 Korean Railway Bodies & Their Roles

Planning
Engineering Operation &
Construction Maintenance
PM

(Korea Rail Network Authority) (Korea Railroad Corporation)

(Ministry of Land,
Infrastructure & Transport)
Policy making &
Investment plan

Research & Rolling Stock

Development
Companies
Manufacture

(Korea Railroad Research Institute)

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History of HSR Development in Korea

Korean HSR research pursues technical independence and optimizes investments for
the construction, operation and maintenance, as well as raises the competence of
national industry
 Push-pull type High Speed Train : HSR-350X
- Concept : Compatibility with KTX system, with upgraded core technologies
- Push-pull type high speed train with maximum speed of 350km/h
• Aerodynamic Design of Nose Shape
• Car Body Structure with Al-extruded Material for Passenger Car
• AC Induction Motor controlled by IGCT Inverter/Converter unit
• Enhanced braking capability with Eddy Current Braking system
• Advanced IT for Self-Diagnosis systems and passenger convenience
- Total 11 years for development and stabilization
- Commercialized to KTX-Sancheon

6 years 5 years

’96.12 ’02.10 352.4 km/h, ’07.10

210,000 km
( ‘04.12)
System
Development
Stabilization 8
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 EMU Type High Speed Train : HEMU-430X
- EMU(electric multiple unit) type high speed train with max. speed of 430km/h
- Core technologies
• Highly effective Transformer, Converter, Inverter
• High capacity & Light weight Induction Motor
• ATC/ATS/ATP Signaling system
• Non-articulated high-speed bogie
• Noise reduction technology
- Total 8 years for development & stabilization
- Commercialization: EMU-250 for Gyeongjeon Line (contract: ‘16.06)

5 years 3 years

‘07.07 ’12.09 421.4 km/h, ’15.12

121,000 km
( ‘13.03)
System
Development
Stabilization 9
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Development of high speed train sets - III
HEMU-430X can be modified depending on the demand of customers
Specification EMU-250 EMU-300 EMU-350 EMU-370
Max. operating speed (km/h) 250 300 350 370
Max. design speed (km/h) 275 330 385 410
Main Transformer [kVA] 3,340 4,260 5,610 6,240
MPS [kW] 1,345 1,700 2,300 2,600
Traction Motor [kW] 300 380 515 580
Auxiliary Power [kW] 430 560 600 600
Formation 6M2T
Max. Traction Force [kN] 320
Length [m] 198
Width [mm] 3,100
Seats 533

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 Brief R&D History on Urban Railway Systems
- Direction of urban transit research: personalized and on demand

11
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  EMU for Urban Metro
Improvement of
Transportation Capacity
・Improvement of vehicle speed
and acceleration
・Improvement of Propulsion with
individual motor control(1C1M)
・Improvement of Transportation
capacity with reduced headway
(CBTC applied)
Improvement of
Vehicle Reliability
・Propulsion system with individual
motor control
・Redundancy of control system
・Vision based monitoring system
Improvement of
Passenger Convenience
Improvement of
Maintainability ・Providing passenger information
service with IT technology
・Maintain free
・Convenient facilities for the disabled
・Pure electric braking
・Comfortable facilities
・Reduction of the components number
・Various sitting plans
・ Preventive diagnostic technology
・Open type driver’s cab expanded
gangway
Improvement of
Environment Friendship
・Application of recyclable materials
・Application of Environment-friendly
Improvement of
Refrigerants
Energy Consumption
・Improvement of Air Quality in
the Vehicle(CO2 concentration)
・Energy Storage System
・Motor Efficiency improvement
・Light-Weight Vehicle System 12
12
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 Korean Automatic Guided Transit (K-AGT)
Specifications

• Designed speed : Max. 70 km/h

• Capacity : 100 passengers/unit car
• Aluminum car-body & Max. gradient 58 ‰
• Electric power : DC 750V, The 3rd rail power supply
• Acceleration & Deceleration : 3.5 km/h/s & 3.5 km/h/s

Key Technologies

• Driverless and fully automated operation

• Train interval 90 sec(CBTC type)
• Environment-friendly and economical infrastructure
• Maintenance upgrade 30%
• Low noise rubber tier type : 58 dB

13
Light-weight Aluminum Carbody Low Noise Rubber Tier Light and Slimed Infrastructure

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Wireless Command and Control System using LTE-R

 LTE-R ( KRTCS similar ETCS

Level 3) support fast
transmission of large amount
of data in high speeds (vs.
GSM-R, ETCS Level 2)

 Gradual performance tests on

going for commercial use

 Faster and Economical Tech.

 Easy upgrade and harmonize

existing CCS.

14

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Wireless Tram (Battery Powered Tram)
Battery powered tram system with large-capacity/high-efficiency
Li-Polymer battery (196 kWh)
 Wireless operation over 35 km/charge
 Energy management system for a hybrid operation
(charging during wired operation)
 Low floor (rail to floor 350mm)
 Embedded rail track and road-railway combined signaling system

15
Operation in test line Battery system Embedded rail track
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 High Speed Measurement System
- Modules of track inspection, catenary measurement, signal measurement, and
integrated S/W in (high) speed train

16
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 High Strength Catenary System for 400 km/h
 The strength of catenary is an important
factor for stable power-ing in high speed.
 KRRI has developed the world’s first
400km/h catenary and the field test is
being planned.
 The performance of the developed catenary
will be continuously improved for the stable
powering in 500km/h range.

17
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 Understanding on Korea railway network
Urban Transit

Seoul

Osong
Gongju

Iksan
Jeongeup
NQ & dynamic stagger / height
Contact force
Gwangju
IR camera,
Conditions
Mokpo of current collection Busan

Gyeongbu
Line
Honam Line
18
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19
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KTX Project History

1990
Projection of Master Plan and Route

1992
Construction of a test section (Cheonan~Daejeon) started

1994
Selection of Rolling stock provider (French TGV)

1998
Modification of the Master Plan (one step construction → two phases)

1999
Plan of Electrification of a local line (Honam Line) for KTX operation

2003
Commencement of Test & commissioning

2004.4.1
Simultaneous inauguration of Gyeongbu/Honam Line

Opening Ceremony on 1st Apr. 2004 20

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Completion of Gyeong-Bu HSR Line (Phase 1)
Phase 1
SEOUL
Phase 1
Phase 2 • Period : Jun. 1992 ~ Apr. 2004
• Project Description
Test Track  New line Constructed : Seoul ~ Daegu
 Electrified & upgraded conventional lines
: Daegu ~ Busan
DAEGU
• HSR Line of New Track : 227km of 412km in total
Upgraded KNR line • Travel Time : 2h 40min
BUASN
• Project Cost : US$ 12.8 billion
• Commercial services started in Apr. 1st 2004
• Financing : Gov. 45%, Fund raised by KR : 55%

Major Facilities
Land Trackbed (418.7km) R/S (46 trainsets) R/S Depot Station
1,888ha Earthwork: 143.4㎞ (34%) 2 in Seoul &
12 sets : foreign series 8 Stations
Viaduct: 114.5㎞ (27%) Busan
34 sets : local series 21
Tunnel: 160.8㎞ (38%)
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Completion of Gyeong-Bu HSR Line (Phase 2)
Phase 2
• Period : Jun. 2004 ~ 2010
• Project Description
 New Line between Daegu ~ Busan and in Daejeon & Daegu areas
• Target Completion Date : 2010
 Currently undertaking civil works
• HSR Line of New Track : Rest of Total Line Seoul
• Travel Time : 1h 56min
Cheonan
• Financing : Gov. 50%, Fund raised by KR : 50%
Daejeon
KTX-II Dongdaegu

Gyeongju

Busan
Routes
Phase 1
KTX Phase 2

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2nd HSR Project in Korea – Honam HSR Project
Project Summary
• Route : Osong ~ Mokpo (230.9 km)
Seoul Seoul-Osong section operating along
pre-existing track of Gyeongbu HSR
• Intermediate Stations in
: Gongju, Iksan, Jeongeup, & Gwangju
Osong
Gongju
• Project Cost : US$ 11 billion

Iksan • Period : 2010 ~ 2017

Jeongeup Osong-Gwangju section : 2015

(Target completion date)
Gwangju

Mokpo Busan
HEMU-430x

Gyeongbu Line
Honam Line
HSR-350x
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Technology Transfer Section
Transfer Subjects

Rolling Stock Catenary Train Control

12 items 4 items 13 items

Related Services : SE, Interfaces

Evaluation Parameters

Level of Effective Contract

Application
Technology Transfer Method

Schedule Royalties
Training
Transfer Expenses
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Start R&D for Self-Reliance with Rolling Stock and Sub-systems

• Development of high speed train system with the maximum speed of 350km/h
by Korea’s Own Technology

 Project Details

• KRRI : Project management and system

engineering
• Rotem : Rolling stock manufacturing
• Etc. : sub-vendors in Korea and many
research institutes, universities, and
50 Companies Involved

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Completion of 350 km/h Push-Pull Type with Technology Procured from KTX

6 years 5 years

1996.12 ‘02.10 ‘07.1

0

Development System Stabilization

System Engineering Commissioning

Manufacturing System Reliability
Design
Test RAMS
Analysis

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 Benefits of Self-Reliance for High Speed Railway Project’s System
 Price of Rolling Stock : About 30% drop

 Shorten Delivery Time : From more than 3 years to 2 years

 Impact on Local Industry : Localization Rate higher than 90% (KTX: 60%)

 Capacity Enhancement for Train Operation, Maintenance

• Cost Reduction from Easy Access to Technology
• Easy Procurement of Parts (Delivery, Price)

 Technology Spin-Off : Capacity in Propulsion, Braking, Communication, Reliability

• Used in Development of Various Trains such as Urban Metro, etc.

 Facilitate Commission of Other High Speed Rail Line

• Capacity Increases for General Application

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 Development of Korean HSR System for Self-Reliance
1990_______________1995_______________2000_______________2005______________ _2010_______________2015_______________2020

KTX
8 years
1994 – 2002
B2B T.T. 3 yrs
Only bought RS, Catenary, CCS 2007~ HEMU System for
2010 2016~
250 km/h, 300 km/h
HSR-350x KTX-Sancheon
11 years
1996 – 2007

National R&D 1st commercialization 2nd commercialization

Include Infrastructure, Catenary, CCS and with whole HSR sub-systems with advanced sub-systems
knowhow of O&M
HEMU-430x
8 years
2007 – 2016

National R&D
Include Advanced Infrastructure, Catenary,
CCS (LTE-R) and knowhow of Safety, O&M

Korean HSR knowledge consist of Korean R&D results with last 20 years
experiences for Self-Reliance from foreign Technologies. 28
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 Start of Urban Transit System R&D
 Expansion of metro in Seoul
Phase 1
- Line #1: 1971 ~ 1974
(7.8km, Seoul – Cheongnangri)
- Line #2: 1978 ~ 1984
- Line #3, #4: 1980 ~ 1985
Current System
Phase 2
- Line #2,3,4 extension
- Line #5: 1990 ~ 1996
- Line #6: 1994 ~ 2001
- Line #7: 1990 ~ 2000
- Line #8: 1990 ~ 1999
Phase 3
- Line #9: 2001 ~ 2009
- Ui-Sinseol Line
29
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 Different systems, different operators
- Line 1 operated by KORAIL, AC 25kV, left-hand traffic
- Line 2, 3, and 4 operated by Seoul Metro, DC 1500V, right-hand traffic

Extension of line 3 and 4

- Gwacheon line which connects line 4 and Ansan line
• Ansan line operated by KORAIL, Line 4 operated by Seoul Metro
- Need AC/DC dual power EMU, consider running direction

⇒ Starting point of Urban Metro Standardization

30
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 Metro and LRT(light rail transit)
408 370
Route
Length
329 317 292 ▷ The Length of Urban Railway
(km) in Seoul is the 4th in the City
of the World.

4,175
(35.1%)
Urban transit systems by day passenger rides

3,009 2,632 ▷ Total : 11 million passenger rides

day passenger (25.3%)
rides(thousand) (22.1%)
868
(7.3%) 370 367
(3.1%)
271 109 49 38 16 6
(3.1%) (2.3%) (0.9%) (0.4%) (0.3%) (0.1%) (0.1%)

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Objectives of Urban Metro Standardization with Advanced Technology

Standard Notice for

Specification Performance Test

Standardization
Notice for Quality Notice for
Certification Precise Diagnosis

Ordinance for
Safety

32
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Sub-systems for Standardization in Urban Metro

Development of New Urban Transit Systems : Completed or Ongoing

Advanced EMU K-AGT SYSEM Wireless Hybrid Near-surface
Low Floor Tram Transit system

Successfully Commercialized
In developing
33
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 Development and Commercialization History of Seoul Urban Metro System
1970_____________1975_____________1980_____________1985_____________1990_____________1995____________2000 2005 2010

Phase 1 Phase 2 Phase 3

Import Metro System O&M 1993~2000: R&D Self-Reliance
Line #1 Line #2 Line #2,3,4 Line #9
Extension
Line #3 US
Line #5
Line #4
Line #6

Replacement Line #7
Korean Standard EMU
Line #8 Commercial, 2003

Seoul Metro (EMU) 5,6,7,8

Localized EMU
Korean Advanced
Fully Own Technology in Urban Railway System consist of EMU with High-Tech
Rolling Stock(EMU), Electrification, CBTC, Infrastructure
1993~2000: Localization of spare and core parts 34
1995~2000: Prototype K-Standard EMU LOGO
 KRRI has taken a Comprehensive R&D of the Railway System

35
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 Electrical Railway General Status

 (Substation) Transform 154kV from KEPCO for railroad system

 (Catenary) Transform 55kV to 25kV for electrical cars including KTX
 (Electrical Facilities) Transform 6.6kV~22.9kV for stations

Korea Electric Power system Transmission Line Railway Substation(154㎸)

Remote
control

Catenary(25㎸-KTX etc.) Control Center LOGO

37
Electrical Railway General Status

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38
 Types of Electrical Railway
Types of Electricity Categorization

교류 직류
정류기

Direct current power system

Alternative current power system 39

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 Types of Electrical Railway
Power supply type
 (BT : Booster Transformer) operated in some sections early method of elc. RR
 (AT : Auto Transformer) Korean railroad standard method applied to high speed RR

(흡상변압기)
BT BT (흡상선) BT
부급전선
변전소 27.5kV
전차선
27.5kV
레일

(단권변압기) (단권변압기)
AT AT
급전선
변전소 55kV
전차선
27.5kV
레일 40
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 Typical Railway power system

Substation Substation

TR(1) TR(2) TR(1) TR(2)

Sub section Section Sub Section
Post Post Post
Phase Phase
Phase M Phase T
T M

Substation Sub section post Section post

Supplying power to the Minimize the power outage Divide Each substation
catenary system Compensate voltage drop Power and Extend power to
Decrease inductive obstruction near power section

41
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 Electric Railway Operation Status

 (High Speed RR) Speed innovation start in April 2004 300km/h

 (Conventional RR) Constructed and Operating line 230km/h, in plan250km/h

Maximum
2015 Next Generation (HEMU-430x)
Speed
’13. 3. 28. 421.4km
430km/h
2009 Korean High Speed Train [KTX-SanCheon (HSR-350x)]
Maximum Speed 350km/h
2004 KTX
Maximum Speed
330km/h
1986 Diesel Electric Locomotive Maximum Speed 150km/h

1986 Saemaeul Multiple Unit Maximum Speed 150km/h

1951 Diesel Electric Locomotive Maximum Speed 105km/h

1899 ‘MoGal’ Steam Locomotive Maximum Speed 50km/h

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43
 Electric Railway Operation Status

 Before 2003 only partial Electric RR were operated (electrification ratio 21.8%)
 Since High Speed opened in 2004, a rapid increase electrification ratio 70.4% (Dec. 2015)

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44
 Electric Railway Operation Status

 Compared to 2005, catenary length 56.5% increased

 Breakdowns caused by power supply cut-off and affected train operation decreased to 1/9
(2005: 36 cases ⇒ 2014: 4 cases)

Catenary length (km) Feeding malfunction

(Number/1000 km)
8,000 20.000
7,573 7,607 7,614
7,500 7,251
15.000
7,000
6,549
6,500
10.000
6,000 7.398 5,814
5,489 5,604
5,500 5,354
3.212 2.924 5.000
2.186 2.443
5,000 4,866
4.296 0.965 0.792 1.446
0.525
4,500 0.000
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

전차선거리(km) 급전장애(건/천km)
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45
 Electric Railway Operation Status

 KORAIL Operation Distance Electrification Ratio 70% (World Class Standard)

 Plans to Electrification Ratio of 85% by 2020 according to KTX construction plan
 Importance and role of Catenary increases due to high speed and environmental

Com. DIS. Elec. Dis.

ELEC. National Rail Network Plan
COUNTRY RATIO others
(km) (km)
(%)
DEC.
KOREA 3,874 2,727 70.4
2015

SWISS 3,039 3,039 100

JAPAN 20,035 12,230 61.0

SPAIN 13,853 8,582 62.0

85,0
GERMANY 33,708 19,820 58.8 %
68.5
FRANCE 29,871 15,664 52.4 %
21.8
CHINA 66,239 32,717 49.3 %
* 2010년 UIC 통계연감
ENGLAND 31,073 12,566 40.4
2003 2012 2020
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46
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 Electric Railway Operation Status

 Various electrical cars in operation including Speed, load capability, control type
* capacity : KTX(13,560kW), KTX-sancheon (8,800kW), EL8000 (3,900kW), EL8200 (5,200kW)
 In need of stabilized electric quality management according to various cars
* KTX, KTX-sancheon (honam), nuriro, ITX, electric cars (8000, 8200, 8500)

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48
High Speed Railway of Korea

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49
High Speed Railway of Korea

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50
High Speed Railway of Korea

 Main Transformer[M.Tr]

- 154kv/55kv 90/120MVA[Scott connection]

- 1st 3 phase 154KV, 2nd single phase 55KV[M,T]

 Gas Insulated Switchgear(GIS)

- 170kv/72.5kv , with SF6 gas

- Most of electrical components inside

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51
High Speed Railway of Korea

 Protective relay (Fault locator)

- Indicates the fault location

- Accuracy rate ±2%

 Auto Transformer

- 55kv/27.5kv 10MVA

- Supplying power to AF, TF, PW

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52
 High Speed Railway of Korea

Train operation
control

Discuss

communicate

Supervisory Approve
Control control

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53
 Electric Railway Operation Status

 Operating electric locomotives on various speed range and 400km/h (Honam High Speed
railway catenary system
 Increase in operation numbers of massive high speed cars (13,560kw) causes electrical and
mechanical wear outs
 Need to conduct maintenance in limited time after train operation has ended

150~200km/h 300~350km/h

200~250km/h 350~400km/h LOGO

54
 Electric Railway Operation Status

○ Auto Transformer Feeder Line(AF) : Connected to AT transformer

○ Trolley Wire Feeder Line(TF) : Supply power to Train

AF: ACSR 288mm2

TF: CU 150mm2

○ Messenger wire : To hold a trolley wire horizontally against rail

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55
 Electric Railway Operation Status

○ Neutral Section : Distinguish different phase of power

over-lap combine two airsection in a row up to 350km/h
절연구분 개소에 절연체를 사용하지 않고,
에어섹션을 양측에 2중으로 설치, 절연구분
열차진행방향 S/S, SP 장치 자체의 중량이 없어 집전상 경점으로
작용하지 않아 고속운전구간에 적합

`
궤도중심

부하개폐기
Neutral
Section 47m
Insulator secion(11.4M) Maximum speed up to 200[㎞/h]

열차진행방향 S/S, SP

Neutral
section11.4ms

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56
 Electric Railway Operation Technology

 Preventative Maintenance System on catenary electric power

 Expansion on equipment condition management by using Catenary System Measurement
car, substation measurement car
 Construct maintenance system by conducting quality analysis and evaluation

Operate HS Measurement Car

[운전실] [#1] [#2] [#17] [#18] [운전실]

P.CA
Meas. car/ P. car p. car p car/meas. car
R
Measuring Equipment

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57
 Electric Railway Operation Technology

 (background) equipment status decided based on individual competence pass & defect
 (Results) set 4 steps of criteria, manage according to the standard manual
* 4 Steps: TV, NiV, AV, IV

(Before) 2 Steps (after) 4 steps (target value / no intervention value /

(Pass/Defect) Alert value / intervention value)

maintenance Registered IP
manual LOGO
58
 Electric Railway Operation Technology

 Register standard information in the manual needed for maintenance or errors and accident
recovery
 Improve on the average mechanical skills by following not personal experiences but
protocols on the manual
 Feedback results of maintenance and revise periodically
Maintenance Manual

 Maintenance order
 Maintenance
Standard
 Maintenance
Equipments
 Rounds by facilities
 Inspections by Maintenance Manual
facilities
Accident recovery manual

 Accident recovery
protocols
 Accident recovery
inventories
 Methods of
accident recovery
examples Accident recovery manual 59
Media Manual
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60
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 Status of Technology Development by Catenary System in Korea
Max. Speed Development of history Application of section
Homan High Speed Line
2010.12.29~2014.03.28
400km/h National R&D Project
- 100~128 km(An up train)
- 54~82 km[A down train]
- Honam High Speed Line
(Osong~Gwangju Songjeong)
350km/h 2011.12.09. KR R&D Project
- SR Line
(Suseo~Pyeongtak)
- Gyeongbu High Speed Line
300km/h 1992. Introduced from France (Siheung~Busan)

- Wonju~Gangneung Wonju~Jecheon,
2008.11
250km/h KR R&D Project (Jeolla Line Test-bed)
Hongseong~Songsan, Iksan~Daeya,
Dodam~Yeongjeon, Yeongjeon~Singyeongju

1999. Improvement of the speed at - Honam Line(Iksan~Mokpo)

200km/h Honam Line - Jeolla Line(Iksan~Yeosu)

Gyeongbu,Jungang,Janghang,Gyeongjeon,
150~180km/h 2005. Electrification of Jeolla Line
Donghea Line, etc.
Seoul Metropolitan Subway,
Under 120km/h 1974. Seoul Metropolitan Subway Taebaek,Yeongdong Line, etc.

149
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 Comparison of Major Design Elements
Max. Run Wire Type/Tension Max.
Pre- Tension Curve System
Speed Span Support Device Height
Contact Messenger sag Push
km/h) Wire Wire (m)
H-steel,
CuMg150㎟ CuMg116㎟ Welded Pulley,
400 34kN 23kN
65 -
Portal Individual
1.2m 1.4m
Beam
H-steel,
CuSn150㎟ CuMg116㎟ Welded Pulley,
350 26kN 20kN
65 a/3000
Portal Individual
1.2m 1.4m
Beam
H-steel,
Cu150㎟ CuMg65.4㎟ Welded Pulley,
300 20kN 14kN
63 a/2000
Portal Individual
1.2m 1.4m
Beam
Steel pipe
Pulley
Cu110/120㎟ CuMg65.4㎟ pole, 1.2m
250 14kN 14kN
60 a/2000
Assembly
Spring, 0.95m
0.85m(T)
Group
Beam
H-steel,
Assembly
Pulley
CuMg65.4㎟ pole/
Cu110/170㎟ a/1000 Spring, 0.96m
200 10,12,14,15kN
Cdcu70/80㎟ 60
(200km/h)
Steel pipe
Group
0.9m
0.71m(T)
10,12,14,15kN pole,
Assembly
Beam
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 Development of Catenary System (250km/h, 350km/h)
Item 250 km/h
- Wave Propagation Velocity
: 460.4km/h (110㎟)
,449.9km/h (120㎟)
Detail design - Max. uplift : 120mm
- Safety Factor : 2.2
(Contact Wire)
- Pre-sag : a/2000
- Hinged cantilever
Major development : self-assembly
materials - Steady arm : L=950
- Stem insulator : L=750
350 km/h
- Wave propagation velocity
: 502km/h
- Max. uplift : 120mm
- Safety Factor : 2.0
(Contact Wire)
- Pre-sag : a/3000
- Alloyed Contact Wire
: CuSn150㎟
- Insulator (Stem, Suspension,
Sturt), [Localization : 153 kinds]
- Hinged cantilever , Steady arm
- Tensioning device(26kN)
- Railway-Fittings and Volts
various of all kinds LOGO
 Conclusions
- As a result of the test on the current collection performance of catenary system
at 250 km/h and 350 km/h developed in Korea, It has been verified that the
contact force, and uplift, the percentage of arcing comply with international
standards.
- The percentage of arcing increases rapidly with speed, so it can be applied up
to 300km/h by 0.2 %.
- The percentage of arcing (0.1808%) in 350km/h satisfy with the standard and
statistical minimum contact force is 27.3 N, which is satisfactory compared to
the percentage of arcing.

- The analysis of percentage of arcing shows a maximum arc duration of 15ms

and percentage of arcing appears to have an excessive reference value
compared to the contact force.

=> Domestic applications need to evaluate the reference values of speed test by
comparing with various speed tests.

LOGO
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 Introduction to KRRI’s technologies for 400 kph OHE
The KRRI has developed all the kind of technologies for catenary system up to 400 km/h such as
design S/W, dynamic simulation tool, core components, lab test equipment, testing, monitoring,
inspection, maintenance methods, tools with accordance in EN standards

- SPOPS(Simulation Program for Overhead contact lines–Pantograph System), EN

- DeCaTs software tool a mounting diagram for masts, bracket, all of wires and etc.
- 400 km/h catenary system including improved Cu-Mg OCL and other core components, EN
- Validation facilities for measurements of the dynamic interaction between pantograph and OCL, EN
- Monitoring system for current collection quality and maintenance in the field, EN
- Standards, testing methods, certifications, analysis and field testing. EN

Novel OLE paves way for 400 km/h, December 2015 | Railway Gazette International
70
LOGO
 Developed OCL design S/W
- SPOPS(Simulation Program for Overhead contact lines–Pangraph System)
• Dynamic simulation for the contact forces between a pantograph and a contact wire
- DeCat400
• Able to automatic detail-design and manage BOM(bill of material)

SPOPS : Pantograh-catenary benchmark DeCat400 : detail-design S/W for the OCL

Yong Hyeon CHO, - Chief Researcher, KRRI, Korea, 71
- June 8 - Tehnology A -System Improvement-
(No261) LOGO
 Development of Core Components
 Ultra-high strength contact wire
- Rupture > 80 kN, Conductivity > 70%
IACS
- Creep strength superior to Cu
- Wear 1/3 compared with Cu
- Fatigue limit as good as Cu Wear testing
 Light-weight dropper
- CuMg 12mm2 with
clamps(0,136+0,116kg) Fatigue testing CuMg0,5 Creep
- Fatigue limit > 300 N
 Light-weight steady arm
- 1,2m long with 1,19 kg
Fatigue testing
 Tensioning device
- Max. enduring tension 12 tons

72 Yong Hyeon CHO, - Chief Researcher, KRRI, Korea,

- June 8 - Tehnology A -System Improvement-
(No261) LOGO
Step by Step Construction of the OCL

 Preliminary construction in the KRRI facilities

- Feasibility study on construction methods and reliability test by impact

Ultra-high tension contact wire Steady arm/ Bracket Tensioning device Test-bed Impact
excitation

 Construction in the Honam High-speed line

• Constructed over 56 km(28 km north(down) + 28 km south(up) to Iksan)

73 Yong Hyeon CHO, - Chief Researcher, KRRI, Korea,

- June 8 - Tehnology A -System Improvement-
(No261) LOGO
 Introduction to OHE for a Maximum Speed of 400km/h

System Specifications
Parameter Value
Tension of contact wire 34 kN
Tension of messenger wire 23 kN
Standard span length 50/55
Pre-sag N/A
System height 1,400
Contact wire height 5.1 m

Key Subjects
• Development of overhead catenary system and detain
design tools for a maximum speed of 400km/h
• Development of the core components
• Supporting of field construction of the system
• Performance evaluation of the system

Evaluation of catenary system

The components of the 400km/h railway Detail design of S/W LOGO
for 400km/h railways
 Infrastructure System for 400km/h HSR
- Core component of New OCL

Contact wire Steady arm Dropper Clevis Tensioning Device

(CuMg) Clamp

LOGO
 Infrastructure System for 400km/h HSR
- Introduction to construction line

• Tension of contact & messenger wire : 34 kN & 23 kN

• Standard span length : 50 m & 55 m
• Pre-sag of contact wire : N/A
• Type of OCL system : Simple catenary

LOGO
 Introduction to KRRI’s technologies for OHE monitoring
- The KRRI has developed real-time measurement system for evaluation of quality of current collection
accordance with EN and for helping of maintenance activities

- The measurement of the quality of current collection accordance with EN

a. Contact force : Calibration facilities and real-time on-board equipment
b. Arcing & percentage of arcing : Calibration facilities and real-time on-board equipment
c. Displacement of OHE : Real-time track-side monitoring equipment

- Condition monitoring equipment for maintenance activities and assess performance.

a. On-board : Dynamic(static) stagger & height, wear, hard-spot, contact strip, vibration, and etc.
b. Track-side : Loos of contact, force, vibration, currents, tensioning, faults, and etc.

On-board & track side monitoring systems

Load-cell and
accelermeter

antenna

Telemetry
Battery for
System
Telemetry
System

Contact Force Arcing, stagger & height Uplift, strain, dropper Tensioning Loos of contact

Pictures of adopted measurement equipment to assess performance of 400 km/h class OHE
77
LOGO
 On-board Monitoring System
Static Height & Stagger
Using Line-type camera

Measurement of wear
Using Laser & High-speed Carmera

Dynamic stagger & Height

Image processing using Camera

Arcing Measurement
Using PMT & detection program

Contact Force
Wireless monitoring using Accelerometers
LOGO78
 Track-side Monitoring System
Uplift of contact wire
Wireless using displacement Sensor

Strain, dropper force, & etc

Wireless using stain type sensor

Condition of tensioning device

Load cell & non-contact displacement se

Contact quality
Currents of Catenary & Contact wire

Fault detections of OCL

Corona & IR camera
LOGO79
 Details
- Real-time tension monitoring system
• Wire tension, ambient temperature and X/Y movements of tensioning device
• Data remotely gathered to maintenance office at the interval of 1 min
- Potable type of UV-IR combined camera
• Able to check the integrity of electrical insulators, 20 m away from the OCL
• Detecting weak point of OCS and insulators, alarm for prediction of OCS program

Y Move

X Move

Temp.

Tension

Time(min)

Real-time tension monitoring system UV-IR combined camera

80
LOGO
 Dynamic interaction between HEMU and the new OCL

< 400km/h > < 300km/h >

81

LOGO
 Testing Results up to 300 km/h
- Testing for on-board

Effective Time for

Effective Limitation
Line Speed Time arcing NQ (%) Tension
distance (km) (IEC62486)
(sec) (sec)

Honam TEST-

BED 279.35 km/h 0.2

11.44 154.16 0.03642 0.0236 Tension
(HEMU430X)
3.4
Honam TEST-
300 km/h 9.99 120.8 0 0 0.2
BED (KTX II)

Tension
Kyoungbu line
2.0
2 300 km/h 26.07 320.64 0.20086 0.062 0.2
HEMU
(HEMU 430)
430X

LOGO
82
 Monitoring of Contact Line – 300km/h(Tunnel)

83
LOGO
84
LOGO
 Background-Reduction of tunnel cross-sectional area by R-Bar
system comparing with Catenary System

Speed-up
Cost reduction
Target for tunnel excavation
speed
250km/h
Need
Existing
system a long tunnel
120km/h

- Over 10% of cost reduction for tunnel excavation

- Cost reduction for maintenance
- Minimization of man and property damage in case of an accident
because of no tension applied
- In Austria, the R-Bar system for the max. speed of 250km/h has been developed 85
LOGO
 Introduction R-Bar System
- Configuration of R-Bar system
Transition Bar

Insulator

Bracket

Support
Clamp Section insulator

Enpansion Joint

R-BAR/
Connector

86
LOGO
 Design and manufacture
- Detain design, manufacture and type test

R-bar profile Joint of R-Bar profile Bracket and insulator Section Insulator

Transition bar Expansion Joint type test report

87
LOGO
 Evaluation of assembly quality and static characteristics of the system
- Construction of a test-bed in KRRI
• test-bed length : 200m
• Assembly characteristics
• Height of contact wire
• Stiffness
Test-bed in KRRI
• Anchoring characteristics of wires
• Transition section Transition section
R-Bar system in KRRI
• Expansion joint
• Air section
• etc.

Expansion Joint Air Section

Stiffness at bracket
88
LOGO
 Construction of a test-bed in main line (1)
- Detain design and construction of a test-bed in Wonju-Kangneung
Line to evaluate its performance
- test-bed length : 1.2km in Daegwallyeong tunnel

Bracket Cross section of the tunnel

Bracket distribution 89
LOGO
 Construction of a test-bed in main line (2)
- Construction

Anchoring of contact wire

Test-bed

Expansion Joint Transition section Air section

90
LOGO
91
LOGO
 Static Measurement Facilities
- General Measurement Vehicle

ROGER-1000K
 Spec. - Length(23.8m), Height(4.3m), Weight(60ton),
 Max. speed : 160km/h (of measurement)
 Traction horsepower : 840HP
 On board signaling system : ATC/ATS
 Connectable with commercial vehicles
 Wireless communication : TRS/VHF
 Manufacturer : MERMEC(Italy)

LOGO
 Static Measurement Facilities
- Test Vehicle

OWMC - 9601
♧ Spec. : Length 19.1m, Height 4.4m, Weight 55ton,
Width 2.8m
♧ Max. Speed : 120km/h
♧ On board signaling system : ATC/ATS
♧ Non-contact catenary measurement device
♧ Connectable with commercial vehicles
♧ Wireless communication : VHF
♧ Manufacturer : PLASSER (Austria)

LOGO
 Dynamic Measurement Facilities

[운전실] [#1] [#2] [#17] [#18] [운전실]

검측실/객실 객실 객실 객실/검측실

♧ Measures stagger, height, arc, OSD(Operation current, current

collection(voltage), operation area, speed, location) during operation

LOGO
 Dynamic Measurement Facilities

[ Rooftop installation]
♧ System components
- VCU (Video Control Unit) : Camera and lights for contact wire measurement
- AMU (ARC Measurement Unit)
- PSU (Pantograph System Unit) : For catenary(pantograph) height measurement

LOGO
 High Speed Measurement System
- Modules of track inspection, catenary measurement, signal measurement, and
integrated S/W in (high) speed train

96
LOGO
Details of on-board monitoring equipment
Dynamic interaction performance
To check the performance capability of current collection system, KRRI developed measurement systems
of the dynamic interaction between pantograph and overhead contact line.
- Developed measurement equipment, testing method and calibration system
- Developed all equipment for testing the quality requirement in accordance with EN 50317, IEC62486
Lists of measurement equipment
- The contact force measurement system
- The percentage of arcing and arc measurement system
- The contact wire uplift measurement systems
- Dynamic stagger and height measurement system between pantograph and OCL
- Calibration, validation systems and simulation for equipment in the procedure of the EN 50317

Contact force and arcing Arcing & dynamic stagger

measurement system measurement system
LOGO
Details of arcing based on-line monitoring system
On-line monitoring system for detecting arcing and stagger & height
A composite monitoring system for detecting arcing in accordance with EN and dynamic stagger,
height of contact wire

- Capable of detecting both arc and measuring dynamic displacement of the OCL simultaneously
- Real-time NQ (Percentage of arcing) measurement equipment in accordance with IEC
 To prevent from reacting to the rays of the sun, permits only wavelengths 220-225nm.
- An in-direct contact wire dynamic stagger/height measurement system which was implemented by
a simple CCD camera
- Applied to evaluate performance of OCLs, prior to commercial operation of the 400 km·h−1 class
high-speed railway that was recently developed by KRRI

New Monitoring technologies for OCL at 400 km/h, 2016 | Engineering.

LOGO
 Monitoring system for maintance
- Detecting fault of tensioning

Base on LoRa, LTE-R and etc., displacement, tension and temperature data can be
99
obtained in the office and cellular phone. LOGO