High Rise Ohe Design Document 1

GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
DESIGNS HANDOUTS
FOR
OVERHEAD EQUIPMENTS
FOR RUNNING
DOUBLE STACK CONTAINER
&
THREE TIER CAR
UNDER ELECTRIFIED ROUTE
(HIGH RISE OHE)
(WITH SPEED POTENTIAL OF 140 KMPH)
(REVISED)
DESIGNS DOCUMENT NO. TI/DESIGNS/OHE/2014/00001(Rev-1)
Issued by:
TRACTION INSTALLATION DIRECTORATE,

RESEARCH DESIGNS & STANDARDS ORGANISATION,
MANAK NAGAR,
LUCKNOW - 226 011.
(For official use only)
December, 2014
[i]
CONTENTS
Chapter Description Page No.
1 INTRODUCTION 1-10
2 TERMS OF REFERENCE 11-12
OHE PARAMETERS
3 13-18
FOR HIGH RISE OHE
OVERHEAD EQUIPMENT
4 19-37
DESIGN
STRUCTRAL DESIGN OF
5 38-40
OVERHEAD EQUIPMENT MAST
EMPLOYMENT SCHEDULE &
6 41-42
FOUNDATION CHART
7 SETTING OF MAST & GUY ROD 43-48
8 CANTILEVER ARRANGEMENT 49-65
9 CLEARANCE STUDY 66-81
10 TESTTING & COMMISSIONING 82-84
ANNEXURE - A DESIGN OF OHE MAST 85-104
ANNEXURE - B EMPLOYMENT SCHEDULE 105-114
ANNEXURE - C FOUNDATION CHART 115-124
ANNEXURE - D SETTING OF MAST 125
DETERMINATION OF DIMENSION
ANNEXURE - E 126-128
OF CANTILEVER ASSEMBLY
SAFETY CALCULATIONS FOR
ANNEXURE - F 129-138
BRACKET ASSEMBLY
ANNEXURE - G EXTRA CLEARANCES ON CURVE 139
PUSH UP CALCULATION BASED
ANNEXURE - H ON EXPERIMENT CARRIED OUT IN 140
FRENCH RAILWAY
CALCULATION FOR RISE OF
ANNEXURE - I 141
CATENARY
GENERAL CLEARANCE DIAGRAM,
ANNEXURE - J 142-144
KINEMATIC GAUGE
RELEVENT REFERENCE
ANNEXURE - K 145-175
DRAWINGS
ANNEXURE - L RELEVENT LETTERS 176- 187
ANNEXURE - M REFERENCES 188
[ii]
RESEARCH DESIGNS & STANDARDS ORGANISATION
(Traction Installation Directorate)
LIST OF NOTATIONS
Notation Description Unit
A Cross Section of Mast cm2
B Distance between the axis of Support and metres
the 1st Dropper = 2.25
C Cant Deficiency mm
Cc Drag Factor for Conductor -
Cf Wind Force Coefficient with Reduction Factor -
D Degree of Curvature Degree
E Modulus Elasticity of Steel Kg/cm2
F= RT Horizontal Force due to Permanent Load Kg
G Dynamic Gauge of Broad Gauge Track mm
(1750 mm)
Gc Structural Response Factor for Conductor -
taking into account the response of movable
Conductor due to Wind
H Height of Contact Wire at Support metre
H1 Distance from top of Foundation up to metre
Horizontal Force
Hc Height of Catenary Wire from top of metre
Foundation
He Height of Contact Wire from top of metre
Foundation
I Moment of Inertia of Mast cm4
Ixx Moment of Inertia along X-X Axis cm4
Iyy Moment of Inertia along Y-Y Axis cm4
K1 Probability Factor -
K2 Terrain, Height and Structure size Factor -
K3 Topography Factor -
L Permissible Span metre
L1, L2 Span metre
L3 Span under consideration metre
Le Embedded length cm
Mb Width of Mast metre
Ml Length of Mast from top of Foundation metre
Mxx Bending Moment along the Axis Kg-m
Perpendicular to track
Myy Bending Moment along the Axis Parallel to Kg-m
track
P Vertical Load Kg
Po Weight of loaded Catenary system Kg
Pz Design Wind Pressure at height Z Kg/m2
Qwc Wind Force on Conductor Kg/m2
R Radius of Curve metre
R1 Equivalent Horizontal Load due to Vertical Kg
Load
Rpc Radial Pull of Catenary Wire Kg
[iii]
LIST OF NOTATIONS

Rpe Radial Pull of Contact Wire Kg
RT Radial Tension of Contact Wire Kg
S Stagger of Contact Wire mm
S2 Pre sag of Contact Wire at mid span, metre
corresponding to span length, due to
unsupported weight of Contact Wire
Sd Shift of Pantograph Axis due to Super mm
elevation.
SSE Super Elevation of Track (on Curve) mm
T Tension in Catenary or Contact Wire Kg
T1e, T2e Tension in Contact Wire at condition 1 & 2 Kgf
Tc Tension in Catenary Wire Kgf
Te Tension in Contact Wire Kgf
V Versine mm
Vb Basic Wind Speed m/sec
Vc Extra Vertical Clearance required on curve mm
for high rise OHE
Vs Maximum Permissible Speed Kmph
Vz Design Wind speed at height Z m/sec
W Axial Load Kg
WB Width of Overline Structure metre
(say – Foot over Bridge, Road over Bridge,
Flyover, etc.)
Wc Wind load on Catenary Wire Kg
We Wind load on Contact Wire Kg
Wm Wind load on Mast Kg
X Distance of the point under consideration metre
from Centre of Span
X1 Blow off of Contact Wire by Wind mm
X2 Stagger Effect of Contact Wire mm
X3 Displacement of Contact Wire due to mm
deflection of Mast caused by Wind
X4 Displacement of Contact Wire due to mm
Depression caused by low joints of Track
X5 Displacement of Contact Wire due to slewing mm
of Track
X6 Displacement of Contact Wire (with respect mm
to Pantograph Axis) due to oscillation of
Pantograph
X7 Displacement of Contact Wire due to lateral mm
Displacement of Pantograph (Axis)
Y Rise of Catenary Wire referred from centre metre
line of span to the point of catenary wire,
which lies vertically under the end of
overline structure
[iv]
LIST OF NOTATIONS

Zxx Sectional Modules of Mast about X-X Axis cm3
Zyy Sectional Modulus of Mast about Y-Y Axis cm3
a1, a2 Effective Cross Section of Overhead mm2
Equipment
d Diameter of Conductor metre
d1 Deflection at the top of Mast due to cm
horizontal load
d2 Deflection at the top of Mast due to vertical cm
load
d3 Deflection at the Contact Wire level due to cm
Wind Load on Catenary Wire
d4 Deflection at Contact Wire due to Wind Load cm
on Contact Wire
d5 Deflection of Contact Wire due to Wind Load cm
on Mast
dc Diameter of Catenary Wire mm
de Diameter of Contact Wire mm
di Setting Distance (Implantation) metre
dm Deflection at the top of Mast due to cm
Combined (horizontal & vertical) load
h Distance between Mast Stay Arm Fitting mm
(Top Attachment) & Mast Bracket Fitting
(Bottom Attachment)
h1 Height of Stay Arm Fitting from top of metre
Foundation
h2 Height of Bracket Fitting from top of metre
Foundation
hg Height of the Centre of Gravity of Vehicle metre
l Effective length of Mast metre
n 1, n 2 Number of Pantograph used -
p Unit weight of Catenary Wire Kg/metre
p1 Measured Push up mm
p2 Calculated Push up mm
q Unit weight of Contact Wire Kg/metre
ry Radius of Gyration cm
s Pre Sag mm
s1, s2 Speed of Locomotives Kmph
w Unsupported weight of Contact Wire Kg/metre
wc Wind load on Unit length of Catenary Wire Kg/metre
we Wind load on Unit length of Contact Wire Kg/metre
x,y,z Stagger of Contact wire mm
x Distance of any point of OHE from Support metre
[v]
LIST OF NOTATIONS

x1 Distance of any point from the Centre of metre
Bridge
Ø Bracket Tube Inclination Angle Degree
(Between Horizontal & Swivelling Clevis)
ф Angle of Incidence of the Wind direction in Degree
respect to Perpendicular to the Conductor
λ Slenderness Ratio -
бac Permissible Axial Compressive Stress Kg/cm2
бac cal Actual Axial Stress in Compression Kg/cm2
бbcx Permissible Bending Stress in Compression Kg/cm2
(Perpendicular to track)
бbcx cal Actual Bending Stress in Compression Kg/cm2
(Perpendicular to track)
бbcy Bending Stress in Compression Kg/cm2
(Parallel to track)
бbcy cal Actual Bending Stress in Compression Kg/cm2
(Parallel to track)
[vi]
LIST OF NOTATIONS
RELATED TO BRACKET ASSEMBLIES

L Suspension Distance – The Horizontal mm
distance from the extreme face of Mast Stay
Arm Fitting to the suspension point of
Catenary.
(It is different from setting distance to the
extent of stagger of Catenary Clamp and
thickness of multiple Cantilever Cross arm or
Extension Chairs, if provided).
a Distance between the Mast Stay Arm Fitting mm
and the Centre of hook of Catenary
Suspension Bracket.
b Distance between the axis of the vertical mm
swivel and the axis of the Catenary
Suspension Bracket.
c Distance from the Bottom Cap of Bracket mm
or Insulator to the Axis of the Register Arm
m Hook.
d Horizontal distance between the Centre of mm
the Register Arm Hook and the axis of
Catenary Suspension Clamp.
e Encumbrance – the distance between the mm
axis of Catenary and Contact Wire.
f Distance between Contact Plane and the mm
Mast Bracket fitting – 300 mm
r Distance between the Contact Plane and the mm
Register Arm Axis (including Raised Register
Arm) which is assumed to be horizontal.
h Distance between Mast Stay Arm Fitting & mm
Mast Bracket Fitting
D Setting Distance (Implantation) mm
[Only for the purpose of identification of
Bracket Component’s Complexity]
Ф Inclination of Bracket Tube with the Degree
horizontal (ф1 + ф2) (See Figure 8.2)
[vii]
GLOSSARY OF ABBREVIATIONS
Abbreviation Expanded Form
AC Alternating Current
ATD Auto Tensioning Devices
ACTM Alternating Current Traction Manual
DC Direct Current
DFC Dedicated Freight Corridor
DFCCIL Dedicated Freight Corridor Corporation of India
Limited
DSC Double Stack Container
FBM Foundation Bending Moment Code
ICDs Inland Container Depots
IR Indian Railways
JICA Japan International Cooperation Agency
MMD Maximum Moving Dimension
OHE Over head Equipment
RDSO Research Designs & Standards Organisation
STEP Japan’s Special Terms for Economic Partnership
TTB Two Track Cantilever Boom
TTC Two Track Cantilever
TTU Two Track Cantilever Upright
[viii]
CHAPTER - 1
INTRODUCTION
CHAPTER-I
INTRODUCTION
1.0 INTRODUCTION
1.1 Burgeoning population rise, fast development in economic

and infrastructural growth of the country has put extra thrust on
Indian Railways to carry more passengers and freight, a thrust
continuously increasing over the years. While speed of coaching
trains is a prime requirement for both Railways and Customers,
volume of freight transported is of paramount importance.
Significant speed difference between coaching trains and freight
trains leads to reduction in throughput of Railway tracks for mixed
transporation. This type of mixed traffic movement on the same
track along with operating requirements truncate the movement of
freight traffic.
The increase in transport volume of domestic freight shows
a growth rate of 15 to 18% per annum. Keeping in view the rapid
growth of freight transportation, Ministry of Railways initiated
strategies for strengthening of freight transport capacity of
Railways, considering the economic viability and environmental
sustainability.
1.2 Heavy Inter-modal Railway traffic originated in the United
States, where containers were stacked on Wagons taking
advantage of high axle load. Starting small, it generated positive
cash flow by utilising available marginal capacity. Railways have
invested in the ‘Heavy Inter-modal’ segment capturing traffic from
other modes of transport. The concept has spread to other
countries like Australia and China (on electrified track). To take
the full advantage of the heavy haul transportation system,
Chinese Railways have Electric traction.
1.3 The advent of "Double-stacked" Container transport has
changed the entire intermodal freight industry worldwide. It has
resulted in cost-effective, secure and reliable freight shipments
and provided domestic intermodal Rail capacity that could not
otherwise have been possible.
Double-stack designs and equipment were introduced in
1970s, but the Wagons were heavy and uneconomical to operate.
‘M/s Pacer International’ sponsored the development and
implementation of lightweight, fuel-efficient equipment and the
first successful operating network.
In 1984, Container trains were finally able to break cost,
capacity and service barriers by using specially engineered Rail
wagons that could carry two tiers of containers instead of one -
significantly reducing the locomotive power, track capacity and
train crews required by conventional intermodal trains to move a
comparable payload. The Double-stack Rail wagons unique design
also significantly reduced the damage in transit, and provided
greater cargo security.
[1]
1.4 The major advantages of Double Stack Container operation are :
a. Increased throughput, and
b. Reduction in unit cost.
The Double stack on the Flat wagons is the cheapest option
but technically inferior to well wagons because of safety point of
view and will require extra expenditure in additional clearances
required in fixed structures. Most of the Railways all over the
world have adopted well wagons for double stack movement.
The apprehensions about Double stack, in general and
movement under wire, in particular, is technically feasible and
economically viable.
Chinese Railways have already demonstrated its feasibility
under Electric wire. Rigid Conductors are already used at low-
vertical-clearance sites. Therefore, electrification of Double stack
routes even with the stock height of 7100 mm is not an issue.
1.5 Other Advantages of Electrification:-
 Less numbers of Locomotive per train,
 Saving in Capital cost of Locomotive,
 Less Repair & Maintenance cost,
 Reduction in Energy cost, in future,
 No dependence on import for Energy,
 Better acceleration & higher haulage speed leads increase in
line capacity,
 Railways can get carbon credit under ‘Kyoto Protocol’ for
energy regenerated.
1.6 Double Stack Trains with Electric Traction
1.6.1 Double Stack Container trains are moving by electric traction
in Chinese Railways and USA.
Table 1.6.1
Technical Parameter of Double-stack Container Wagon in China
Load capacity 78 tonne Maximum speed 120km/h
Tare weight 22 tonne Axle load 25 tonne
Chinese Railways is using Well type wagons with maximum
speed of 120 Kmph and Axle load 25 tonnes.
In USA the Maximum Moving Dimension (MMD) of Double
Stack Container is governed by AAR Plate I. The preferred
National Standards for Double Stack clearance is 23’ and
minimum 20’ 6”. This would allow for two 9’ 6” containers
stacked on top of each other.
1.6.2 When different-sized containers are double-stacked on Rail
wagon, the smaller container usually goes on the bottom-typically
just fitting the well area, while the larger (but lighter) container
on top has some overhang.
When a 40/45/48 ft container is combined with two 20 ft
containers, the 20s always go on the bottom for two reasons:
[2]
 that the smaller containers will be heavier and will provide a
lower centre of gravity, and
 that it would not be possible to secure or support the smaller
containers on top.
1.6.3 Modification to Fixed Structure
Double stack operation would essentially require new
Maximum Moving Dimension (MMD) and clearance from fixed
structure.
On Chinese Railways, the height of stock is as high as 6127
mm. This will necessarily require investments in any case,
irrespective of modes of traction and type of wagons used.
1.7 Indian Railways have moved a long way since 3rd February
1925, when first electric train was introduced on 1500 V DC. In
the field of freight operation, Indian Railways have made a leap
forward by enhancing the loading from 197 MT in the year 1981
- 82 to 1053.5 MT during the year 2013 - 14. All Trunk Routes,
including Golden Quadrilateral and its diagonals, are saturated.
Thus, there is an urgent need for strategic planning of freight
operation on Indian Railways.
Indian Railways have planned to build 10,000 km network
of dedicated heavy-haul freight lines with a 25 - Tonne Axle load
(or possibly more) operation. Also, Indian Railways are planning
to electrify the existing network to haul Double Stack Container
export to hinterland and vice versa.
Indian Railways have planned dedicated heavy haul freight
corridors along Golden quadrilateral. Initially, Mumbai -Delhi
(Dadri) and Kolkata (Dankuni) – Khurja - Ludhiana & Khurja -
Dadri routes have been taken up for dedicated movement of
freight.
The Mumbai - Delhi (Dadri) route and may be many more
routes, in future, would allow running of Double Stack Container
which would further increase the throughput of Container
Services.
1.8 Need for Dedicated Freight Corridor
1.8.1 General
The increase in transport volume of domestic freight shows
a growth rate of 15 to 18% per annum. As a part of this strategy,
Indian Railways have planned to build a 10,000 Kms. Network of
dedicated heavy - haul freight Corridor for 25 tonne axle load (or
possibly more) movement called Dedicated Freight Corridor
(DFC).
All this has led to the concept of the Dedicated Freight
Corridors along the Eastern and Western Routes. The idea is to
segregate Passenger and Freight traffic, and thereby maximising
the line capacities. The new lines would allow movement of
heavier trains as compared to present freight trains. The new
lines would run parallel to the so-called Golden Quadrilateral
linking Kolkata, Delhi, Mumbai and Chennai as well as other high-
[3]
density corridors. The first two lines will be designated as the
Eastern Corridor and Western corridor.
1.8.2 Background of the DFC Project and Need for the Trial Run
In the summit meeting held in April, 2005, it was jointly
decided by the Government of India and Government of Japan to
implement the DFC Project with inputs of Japanese technology
and expertise using Japan’s Special Terms for Economic
Partnership (STEP) scheme as precondition. In May, 2006 Japan
International Cooperation Agency (JICA) commenced the
feasibility study on the development of DFC for Sonnagar –
Ludhiana and Mumbai - Delhi(Dadri) Sections named as the
Eastern Corridor and Western Corridor respectively and concluded
in October, 2007. Based on the results of the JICA feasibility
study, construction of DFC was sanctioned in principle in
November, 2007.
Indian Railways preferred to go for flat type Wagons for
Double Stack Container (DSC) transport on electric traction on
the consideration of higher transport capacity. JICA emphasized
the necessity of carrying out a verification test to examine the
safety of Double Stack Container (DSC) transport by flat type
wagons before its commissioning.
Following the recommendation, it was decided to carry out
proof examination on technical feasibility of Flat type Wagons for
Double Stack Container (DSC) with high-rise Pantograph and
OHE.
The proof examination and trial run was divided into two
sections:-
(i) One is the trial of Double Stack Container (DSC) on Flat type
Wagons to establish stability, actual applicability and speed of
run to confirm stability of Flat type Wagon against lateral
wind force and dynamic lateral force under running conditions
and hazard analysis.
(ii) The other part is trial run of electric locomotive fitted with
specially designed high reach Pantograph under high rise
OHE to establish smooth transition while negotiating from the
existing OHE to high rise OHE for smooth and spark less
current collection, stability of high reach pantograph along
with other design parameters of high rise OHE.
1.8.3 Eastern Corridor
The Eastern Corridor encompasses a double line electrified
traction corridors from Dankuni (Kolkata) on the Eastern Railway
to Khurja on Northern Railway (1396.69 RKM/2932 TKM). There
would also be a single electrified line from Khurja to Ludhiana
(404.32 RKM/482.19 TKM) on Northern Railway. Thus the Eastern
Corridor will be of 1801.01 RKM/ 3414.19 TKM. There would be
double electrified line linking Eastern corridor & Western Corridor
of DFCCIL between Khurja and Dadri terminals comprising 46.39
RKM/ 99.58 TKM.
[4]
The traffic on the Eastern Corridor mainly comprises of coal
for the Power Plants in the Northern & Western region of India
from the Eastern coal fields. Finished Steel, Food grains, Cement,
Fertilizers, Lime Stone from Western India to Steel Plants in the
east part of India and general goods.
1.8.4 Western Corridor
Western Corridor comprising of 1499 RKM/3235 TKM of a
double line electrified track from Jawahar Lal Nehru Port Trust
(JNPT), Mumbai to Dadri (Delhi) via Vadodara – Ahmedabad –
Palanpur – Phulera - Rewari.
In addition, a single line connection of 32 kms long from
proposed Pirthala Junction Station (near Asaoti on Delhi-Mathura
line) to Tughlakabad has also been proposed.
Moreover, Western DFC is proposed to join Eastern Corridor
at Dadri.
The traffic on the Western Corridor mainly comprises of ISO
Containers from JNPT and Mumbai Port in Maharashtra and ports
of Pipavav, Mundra and Kandla in Gujarat destined for Inland
Container Depots (ICDs) located in Northern India, especially at
Tughlakabad, Dadri and Dandharikalan.
The summary of Route length & Track length of DFCCIL (as
on July, 2014) is as under:
Section Single line Double line

RKM TKM RKM TKM
Eastern Corridor
Dankuni - Sonnagar - - 540.00 1130
Sonnagar - Kurja - - 856.69 1802
Kurja – Ludhiana 404.32 482.19 - -
Kurja – Dadri - - 46.39 99.58

(Link between Eastern &
Western Corridor)
Sub Total 404.32 482.19 1443.08 3031.58
Western Corridor
JNP, Mumbai - Delhi (Dadri) - - 1499 3235
Sub Total - - 1499 3235
Total (DFCCIL) 404.32 482.19 2942.08 6266.58
The scope of works for laying of new Railway track including

electrification, by DFCCIL is 3346.40 RKM/6748.77 TKM
comprising of 404.32 RKM/482.19 TKM single line and 2942.08
RKM/6266.58 TKM double line.
1.8.5 While the Eastern Corridor will haul freight traffic in higher
axle load Wagons, the quantum of Container traffic on the
Western Corridor will be significant. With a view to meet the ever
increasing traffic requirement, movement of Double stack
containers on the electrified Western Corridor, has been planned
which is not new to the World Railways.
[5]
1.9 Use of Containers
1.9.1 Owing to its Superior/ confidence level/ user friendliness,
the Container traffic has faster growth as compared to other
commodities. The share of container traffic is expected to
progressively increase and reach a level of about 80% by
2021-22. The Rail share of Container traffic on Western Corridor
is slated to increase from 0.69 million TEUs in 2005-06 to 6.2
million TEUs in 2021-22.
1.9.2 There are five Internationally accepted common standard
lengths for the Containars, viz 20 ft (6.1 m), 40 ft (12.2 m), 45 ft
(13.7 m), 48 ft (14.6 m), and 53 ft (16.2 m). Container capacity
is measured in twenty-feet equivalent units (TEU, or sometimes
teu). A twenty-feet equivalent unit is a measure of containerized
cargo capacity equal to one standard 20 ft (length) × 8 ft (width)
× 8 ft 6 in (height) Container.
In metric units this is 6.10 m (length) × 2.44 m (width)
× 2.59 m (height), or approximately 39 m³.
1.9.3 Most Containers today are of the 40-ft (12.2 m) variety and
are known as 40 feet Containers. This is equivalent to 2 TEU. 45
foot (13.7 m) containers are also designated 2 TEU. Two TEU are
equivalent to one forty-foot equivalent unit (FEU).
High cube Containers have a height of 9 ft 6 in (2896 mm),
while half-height Containers, used for heavy loads, have a height
of 4 ft 3 in (1.3 m). When converting containers to TEUs, the
height of the Containers is typically not considered.
1.10 Vision to optimise line haulage capacity by running Double Stack
Container
1.10.1 Running of Double Stack on existing OHE
Double stack operation under existing OHE is not possible.
The normal height of OHE is 5500 mm, which will infringe with
the Double Stack Stock.
1.10.2 Proposed System on IR
Indian Railways decided to adopt Double Stack Containers

on Flat Wagons, as against ‘well wagons’ adopted by Chinese
Railways.
The maximum height of the stock worked out to 6809 mm
from Rail Level.
Electrification of route suitable for movement of Double
Stack Container had to be worked out. After lots of studies of
expected OHE design and behavior of Locomotive Pantograph,
Indian Railways decided to erect OHE, where height of Contact
wire at midspan would be 7450 mm.
1.11 Design of High Rise OHE
The design for OHE, suitable for running of 7100 mm high
consignment has been firmed up after detailed deliberations & site
visits. The design also catered for transition zone i.e between
[6]
normal OHE and high rise OHE. Transition zone OHE is essentially
required so that the Pantograph may negotiate the Feeder Routes
(with Normal OHE) to the proposed high rise OHE Route without
contact loss & ensures smooth current collection.
1.12 Challenges of the Design of High Rise OHE
Development & test trial of high rise OHE have the following
salient challenges:
(i) Design of Foundation for the high rise OHE,
(ii)Design of Portals, for the high rise OHE,
(iii)Ensuring adequate Stagger & Span for OHE,
(iv)Ensuring proper gradient of transition phase OHE, so that
Pantograph may negotiate it smoothly in both directions.
(v)Modification of NETRA Car & Tower wagon to make it suitable
for running on high rise OHE lines.
1.13 Construction & Trial of High Rise OHE
1.13.1 First part of the trial for running of Double Stack Container
(DSC) on Flat type Wagons was conducted on 10th and 11th June,
2008 between Dhasa Junction and Savarkundla of Western
Railway. During this trial, containers were loaded on Flat Wagons
in Double Stack and run at maximum speed of 110 Kmph. The
train was hauled by diesel locomotive. The trial results were
analysed and report was submitted by JICA to Railway Board.
The second part of the trial was running of trains hauled by
Electric locomotive fitted with high reach Pantographs in light and
loaded conditions under high rise OHE. This necessitated erection
of new OHE with higher Contact Wire height and design of special
Pantograph to be fitted on locomotive to be used for the trial.
Electrification of Jakhapura - Daitari Section of East Coast
Railway was sanctioned as material modification to the
Kharagpur-Bhubaneswar Electrification Project in January, 2007.
During July, 2007, Railway Board decided for electrification of
Jakhapura-Daitari section suitable for DSC movement. It was
clarified by the Railway Board that this route is not designed as
DSC route for normal traffic movement. As such, it was decided
to erect the OHE with contact wire height of 7.45 metre for
conducting the trial with high reach Pantograph and bring down
the OHE to standard Contact wire height of 5.6 metre after
successful completion of the trial run.
1.13.2 Railway Board, in their meeting held on 11.07.2007, have
decided to have trial run of Double Stack ISO high Cube
Containers on Jakhapura - Daitari Section.
Accordingly, for Double Stack Container train of height 6809
mm, having two International Container of height 2896 mm
each (9.5 feet), the height of Contact wire kept at 7.2 metres
above Rail level. The maximum tension length was 1500
metres.
It was advised by Railway Board vide letter No.
2006/RE/161/3/Vol. II dated 25.07.2007.
[7]
1.13.3 Jakhapura - Daitari Section was nominated for conducting
the trial run of OHE for Double Stack Container (DSC) on the
consideration that there was no Overline Structure like Foot
over Bridge, Road over Bridge and Flyover etc. in the Section
which could have posed obstruction for erection of OHE at 7.45
metre height.
1.13.4 Railway Board, directed CORE/Allahabad to construct high
rise OHE in Jakhapura - Daitari Section (22 kms) of Khurda
Road Division of East Coast Railway, vide letter No.
2006/RE/161/3 Vol. II dated 25.07.2007.
Railway Board, vide letter No. 2006/RE/161/3 Vol. II dated
13.12.2007, directed the Traction Installation Directorate, RDSO
to finalise the design for high rise OHE, suitable for running of
Double Stack Container.
RDSO prepared the Design and communicated to
Central Organisation Railway Electrification (CORE), Allahabad
vide letter No. TI/OHE/DSCDFC/07 dated 26.03.2008.
1.13.5 CORE/Allahabad awarded the contract for ‘ Design, Supply,
Erection, testing & Commissioning of 7.45 metres high OHE’ to
M/s Larsen & Toubro, Chennai, vide letter of Acceptance No.
ELCORE/ T/OHE/JKPR-DETR (DFC) dated 25.02.2008. Railway
Electrification Project, Bhubaneshwar executed the Project.
The foundation work started on 06.03.2008.
The OHE was energised on 25 kV AC on 05.05.2008.
1.13.6 Light Engine/Load Trial
8 times trials were conducted on Jhakhapura-Tomka Section

on Light Electric Engine as well as with trains (empty and
loaded) on 07.07.2008 and 08.07.2008.
The high reach Pantograph as well as the 7.45
metres high OHE was designed for conducting the trial at 110
kmph. However the maximum speed attained by the
locomotive/train was 70 kmph due to the speed restrictions
imposed in the Section.
The locomotive fitted with high reach Pantograph was
run from Jhakhapura Station (with existing OHE) to Tomka
Station (with 7.45 metres high OHE) Covering a distance of
21.93 kms under 7.45 metres high rise OHE and negotiating the
transition between the existing OHE and 7.45 metres high OHE
during every run.
Station Chainage(Ex Banspani)
(Kms)
Jhakhapura 179.595
Sukinda Road 171.700
Baghuapal 163.250
Tomka 155.099
Note: Jhakhapura - Tomka: Dn Direction
[8]
The Current Collection was smooth and practically without
any spark while negotiating the transition portion of the OHE as
well as during the running under the 7.45 metres high OHE.
Earlier trials were conducted with ‘high reach Pantograph’ in
the existing OHE in Chittaranjan - Asansol Section of Eastern
Railway. The current collection was satisfactory.
1.14 Ministry of Railways have identified the following 9 Feeder Routes
on Western DFC (about 1516 kms) for Upgradation to make them
technically Compatible with the DFC Standards for interoperability
of trains.
Sl. No. Feeder Routes of Western DFC Route kms
(i) Pipavav – Urendranagar – 395
Viramgam - Mehsana
(ii) Kandla Port – Gandhidham- 312
Palanpur
(iii) Mundra Port - Gandhidham 66
(iv) Viramgram - Samakhiali 182
(v) Hazira - Surat 40
(vi) Ludhiana – Hissar - Rewari 348
(vii) Mumbai Port – Wadala – Kurla 36
– Diva with connectivity with
DFC
(viii) Panvel – Pen - Roha 75
(ix) Bharuch - Dahej 62
Total Feeder Route length 1516
1.15 High Reach Pantograph

1.15.1 Design & Development
High reach Pantograph was designed suitable for working in
existing OHE as well as on OHE suitable for Double Stack
Container operation. RDSO prepared Specification No.
RDSO/2007/EL/SPEC/0054, Rev. ‘0’ during August, 2007 for
High Reach Pantograph for AC locomotive. Two Pantographs
were procured as per this Specification, after carrying out
necessary tests including ‘Wind Tunnel’ test at Department of
Aero Space Engineering & Indian Institute of Science,
Bangalore.
1.15.2 Salient features
The Pantograph has been designed for working
satisfactorily under the existing OHE as well as high rise OHE
in line with requirements of the International Standards on
Pantograph (namely IEC:60494-1/2002).
Most important salient feature of the Pantograph is it’s air
operated mechanism. The Pantograph uses air operated
Actuators, along with Pneumatic Control Panel to raise and
lower the Pantograph as well as to ensure improved dynamic
behaviour during current collection. The structure of the
Pantograph has been so designed that stable operation of the
[9]
Pantograph is ensured at the maximum raised height also. The
air is fed to the Actuators through the Pneumatic Control Panel
for operation of the Pantograph, thus obviating the need for the
Spring of the Servo motor. The Pantograph is more reliable and
maintenance friendly owing to less number of components
compared to conventional Spring raised Pantograph.
1.15.3 Salient technical features of High Reach Pantograph are as
under:
Sl. Description Parameters of

No. Pantograph
(i) Pantograph Type Omniversal Intelli
Pantograph
(ii) Mounting 4 point
(iii) Distance between mounting 807 mm x 1160 mm
(iv) Rated current 600 Amps.
(v) Operating Voltage 25 kV AC
(vi) Static up thrust 6.5 to 8.5 kg
(vii) Weight 198 kg
(without Insulator)
(viii) Maximum Extension 7.7 m from rail level.
(ix) Working Range 100 mm to 3500mm
(x) Maximum folded height 326+ 5mm
(xi) Collector strips Metallised Carbon
(xii) Pan width 2032 + 5mm
(xiii) Pan Length 400+ 5mm
(xiv) Total length 3285 mm
(xv) Minimum pressure to raise 5.6 kg/cm2
(xvi) Minimum pressure to lower 3.6 kg/cm2
(xvii) Maximum permissible 10 kg/cm2
pressure.
(xviii) Raising time (3.5 Metres) 14 Seconds.
(xix) Lowering time (3.5 Metres) 12 Seconds.
(xx) Resistance of Pantograph 1.8 milli Ω
between carrier and power
take off.
---X---
[10]
CHAPTER -2
TERMS OF REFERENCE
CHAPTER – 2
TERM OF REFERENCES
2.0 TERM OF REFERENCES
A number of references have been received at RDSO
regarding technical Specification and Drawings related to high
rise OHE.
2.1 Railway Board, vide letter No. 2006/Infrastructure dated
30.08.2010, have decided to adopt ‘Vertical Maximum Moving
Dimension of 5.1 metres for Eastern Corridor and 7.1 metres for
Western Corridor in Dedicated Freight Corridors.
2.2 Railway Board, vide letter No. 2008/RE/161/8/Vol. II FTS- 61296

dated 11.01.2013, have directed to issue Designs & Drawings for
high rise OHE with –
(a) longer masts suitable for high rise OHE with drilling schedule
on masts suitable for normal height OHE and high rise OHE
and
(b) Suitable Foundation for these masts.
2.3 Railway Board have advised to bring the changes in OHE design,
due to change of wind zones of the country following Indian
Standard Specification IS:875 (Part–3)–1987 (Reaffirmed-1997),
vide letter No. 2013/RE/161/3(FTS-69861) dated 22.02.2013.
Railway Board have further directed to keep a margin of 5%
while deciding the new OHE Spans.
2.4 Railway Board, vide letter No. 2010/RE/161/11 dated
04.03.2013, have directed to provide high rise OHE in the following
Sections, which were sanctioned in the Railway Budget 2013-14:
(a) Rewari-Menheru-Hisar-Jakhal-Dhuri-Ludhiana Section
(345 RKM)
(b) Gurgaon-Palanpur-Mehsana-Ahmedabad Section (826 RKM)
(including Jaipur-Phulera)
Railway Board, vide letter No. 2010/RE/161/11 dated
04.03.2013, have also directed to develop suitable Design of high
rise OHE considering-
(i) Coaching operation (including Rajdhani trains) and
(ii) Freight operations
- Based on latest Wind zones of the country
[Following Indian Standard Specification IS:875 (part 3)-1987
Reaffirmed-1997]
2.5 Hence the Term of References are:
(i) Design of high rise OHE suitable for-
(a) Coaching Operation (including Rajdhani trains) and

(b) Freight Operation (for Double Stack ISO International Cube
Containers)
[11]
(ii) By adopting-
(a) Longer mast having Drilling Schedule suitable for high rise OHE
and normal height OHE,
(b) Suitable foundation for longer masts,
(c) Latest change of Wind zones of the country, following Indian
Standard Specification IS:875 (Part-3)-1987 (Reaffirmed-
1997)and
(d) Keeping a margin of 5%, while deciding the new OHE Span,
based on changed Wind zones of the country.
2.6 Railway Board, vide letter No. 2010/RE/161/13 FTS-69861

dated 05.08.2013, have advised to review the Contact wire
height of 7770 mm, as proposed in the Design Document No.
TI/Design/OHE/2013/00001. The Design Document was issued
by RDSO, vide letter No. TI/OHE/High Rise/2013 dated
26.07.2013. .
Height of Contact wire revised from 7770 mm to 7570 mm
and communicated to Railway Board, vide RDSO letter No.
TI/OHE/High Rise/2013 dated 16.01.2014.
2.7 In view of the revised Contact wire height, Design Manual

for ‘Overhead Equipment for Running Double Stack Container
Under Electrified Route’ has been revised.
Determination of dimension of Cantilever, Bracket Safety
Calculation and Employment Schedule (for revised wind zones)
have been incorporated in this Manual.
--- X---
[12]
CHAPTER -3
OHE PARAMETERS
FOR
HIGH RISE OHE

CHAPTER-3
OHE PARAMETERS FOR HIGH RISE OHE
3.1 OHE PARAMETER
Height of Double Stack : 7100 mm
Container
Height of Contact Wire at : 7570 mm
Support from Rail Level
Height of Contact Wire at : 7520 mm
mid Span from Rail Level
Height of Catenary Wire at : 8970 mm
Support from Rail level
Presag at mid span : 50 mm
Maximum Span length : To be decided as per New
wind zone as per Table
4.13(i) & 4.13(iii)
(54 metres for wind load
155 kg/Sq. m)
Maximum Stagger at : +150 mm
Tangent Track
Maximum Stagger at Curves : +250 mm
Standard Encumbrance : 1.400 metres
Dropper Schedule to be : 1.400/1.400 metres
followed Encumbrance Generally.
(Based on Site conditions
other prescribed standard
Encumbrance may be
followed)
Speed : 140 kmph
Type of Mast (Fabricated) : B-150/B –175/B-200/

B-225/B-250
Mast Length : 11.4 metres

Minimum Implantation : 2.8 metres
Tension in Catenary Wire : 1000 kgf
Tension in Contact Wire : 1000 kgf
Maximum Tension Length : 1.5 km
Catenary Wire : 65 Sq. mm
Contact Wire : 107 Sq.mm
[13]
MERGING WITH EXISTING OHE
For Mainline OHE : 5.80 metres
(Height of Contact Wire
at support)
For High Rise OHE : 7.57 metres
(Height of Contact Wire
at support)
Difference : 1.77 metres
The High Rise OHE shall be merged with Conventional OHE
with the Contact wire gradient of @ 10mm/metre
3.2 OTHER DETAILS
Type of Auto Tensioning : Three Pulley modified Groove Auto

Devices Tensioning Device as per RDSO
Specification No. TI/ SPC /OHE/ ATD
/0060 with A & C Slip No. 1 to 3 -
For total OHE Tension of 2000 kgf
Stainless Steel Wire Rope : As per RDSO Specification No.

TI/SPC/OHE/WR/1060
with A & C Slip No. 1 & 2
(Length: 10 metres)
Anchor Height : As per RDSO Drawing No. TI/DRG/
OHE/GUYHR/RDSO/ 00001/13/0
(Sheet 1 to 4)
Distance of bottom of : 2300 mm at 35o C

Counter Weight Assembly
from top of muff
X-Y Adjustment Chart : As per RDSO Drawing No. TI/DRG/
OHE/ATD/RDSO/ 00003/99/0 -
Three Pulley ATD
Guide Tube : As per RDSO Drawing No. ETI/OHE/

G/01505
[14]
3.3 DRAWINGS
The following Standard RDSO Drawings pertain to High Rise OHE.
Sl. Description Drawing No.
No.
(i) Employment Schedule for OHE Mast TI/DRG/CIV/ES/00001/13/0
(11.4 metre) Wind Pressure 178 kgf/ m2 (Sheet – 1)
for High Rise OHE.
(ii) Employment Schedule for OHE Mast TI/DRG/CIV/ES/00001/13/0
for High Rise OHE.
(iii) Employment Schedule for OHE Mast TI/DRG/CIV/ES/00001/13/0
for High Rise OHE.
(iv) Employment Schedule for OHE Mast TI/DRG/CIV/ES/00001/ 13/0
for High Rise OHE.
(v) Employment Schedule for OHE Mast TI/DRG/CIV/ES/00001/ 13/0
for High Rise OHE.
(vi) Volume Charts & Equivalent Charts of TI/DRG/CIV/FND/00001/13/0
Foundations (Sheet - 1)
(Side Bearing, Side Gravity & WBC)
for High Rise OHE
(vii) Volume Charts & Equivalent Charts of TI/DRG/CIV/FND/00001/13/0
Foundations(NG Type) for High Rise OHE (Sheet – 2)
(viii) Volume Charts & Equivalent Charts of TI/DRG/CIV/FND/00001/13/0
Foundations for Dry Black Cotton Soil (Sheet – 3)
(NBC Type, 3.0 metre Depth)for High
Rise OHE
(ix) Volume Charts & Equivalent Charts of TI/DRG/CIV/FND/00001/13/0
New Pure Gravity Foundations (Sheet – 4 )
(500 mm exposed) for High Rise OHE
(x) Volume Charts & Equivalent Charts of TI/DRG/CIV/FND/00001/13/0
Foundations for Dry Black Cotton Soil (Sheet – 5)
(NBC Type, 2.5 metre Depth)for High
Rise OHE
(xi) Schedule of Anchor Blocks for B G TI/DRG/OHE/GUYHR/
Tracks for High Rise OHE 00001/14/0
(Sheet - 1)
(xii) Schedule of Anchor Blocks for B G Track TI/DRG/OHE/GUYHR/
for Black Cotton Soil for High Rise OHE 00001/14/0
(Sheet - 2)
(xiii) Guy Rod Φ 25 mm for High Rise OHE TI/DRG/OHE/GUYHR/
00001/14/0
(Sheet - 3)
(xiv) Anchor arrangement with Dwarf Mast ETI/OHE/HR/G/01402
For Conventional & High Rise OHE
(xv) 11.4 m long Standard Traction Mast TI/DRG/CIV/B-Mast/ 00001
(Fabricated with Batten Plates “B” /13/0
Series) for High Rise OHE
(xvi) N Type Portal TI/DRG/CIV/N-PORTAL/00001
/13 /0 (Sheet 1 & 2)
[15]
Sl. Description Drawing No.
No.
(xvii) BFB Type Portal TI/DRG/CIV/BFB-PORTAL/
00001 /13/0 (Sheet 1 & 2)
(xviii) P Type Portal TI/DRG/CIV/P-PORTAL/00001
/13/0 (Sheet 1 & 2)
(xix) O Type Portal TI/DRG/CIV/O-PORTAL/00001
/13/0 (Sheet 1 & 2)
(xx) G Type Portal TI/DRG/CIV/G-PORTAL/00001
/13/0
(xxi) R Type Portal TI/DRG/CIV/R-PORTAL/00001
/13/0 (Sheet 1 & 2)
(xxii) TTC Mast TI/DRG/CIV/TTC/00001/13/0
(Sheet 1 to 2)
(xxii)) Dropper Schedule for High Rise OHE TI/DRG/OHE/DROP/00001/10/1
(Encumbrance 1400mm/1400mm)
(xiv) Dropper Schedule for High Rise OHE TI/DRG/OHE/DROP/00002/10/1
(xv) Dropper Schedule for High Rise OHE TI/DRG/OHE/DROP/00003/10/1
(xvi) Auxiliary Transformer for High Rise TI/OHE/HR/AT/G/05522
OHE (Sheet 1 to 2)
(xvii) Standard arrangement of Drop arm ETI/C/HR/0076
for supporting Cantilever on the
boom of portals and two track
cantilever for Normal as well as High
Rise OHE.
3.4 SALIENT TECHNICAL FEATURES OF HIGH REACH PANTOGRAPH

(Already used for trial)
(Specification No. RDSO/2007/EL/SPEC/0054, Rev. ‘1’ with Latest
Addendum & Corrigendum Slip for high rise Pantograph)
MAIN FEATURES
i) Operating Voltage : a) Nominal - 25 kV, 50 Hz
b) Max. (Cont.) - 27.5 kV.
c) Short time Max. - 30 kV. for 10
Seconds.
ii) Rated current : 600 Amps. (Minimum)
iii) Mounting : 4 Supports (Indian Railways existing
arrangement of four support 807 mm
along the length of loco x 1160 mm
along the width of loco, shall be
preferred.)
iv) Maximum Extension : At least 3.5 meters from the locked
down height
v) Working Range : 0.15 meters to 3.3 meters (for
satisfactory current collection)
vi) Maximum Weight : 180 kg. Approx.
(Without Insulators)
vii) Static Up-thrust : 7 ± 0.4 kgf.
[16]
viii) Maximum Speed : 140 kmph.
ix) Width of Pantograph 2032 mm + 5 mm
Pan
x) Overall length : 2000 mm.
(Including Shunt) (In folded condition)
From rear Panto mounting Foot Insulator
xi) Total forces : As low as possible
(the value to be furnished by the
Tenderer)
xii) Wearing Strip : Metallised Carbon Strips as per RDSO’s
material Specification No. RDSO/2009/ EL /SPEC
/0097 ,Rev.‘0’
xiii) Maximum Folded : 295 ± 5 mm.
height above [So as to be within existing Maximum
mounting insulator Moving Dimension (MMD) of Electric
Loco]
xiv) Compressed Air : The compressed Air supply in the loco
Supply may vary between 5.5 kg/cm2 and 11
kg/cm2 depending upon the type of
Stock, Compressor operation etc.
Pantograph shall start lowering if the Air
pressure drops below 4.5 kg/cm2.
xv) Raising time for the Pantograph to reach an extension of about
3.5 meters in 6 to 15 seconds.
xvi) Lowering time for the Pantograph to fold on its stops from 3.5
meters –
less than or equal to 15 seconds.
Break from the Contact wire should be rapid and controlled
throughout the remaining lowering operation.
Folding on to the stops should be without any jerk.
xvii) The resistance of Pantograph between carrier i.e. from Contact
Strip and Power take off point on the base frame shall not exceed
10 milli-ohms.
xviii) Adequate lowering effort and retaining force in the lowered
condition shall be ensured to lower and retain the Pantograph in
the lowered position without undue vibrations at speeds up to 140
kmph.
3.5 MINIMUM VERTICAL CLEARANCE UNDER OVER-LINE STRUCTURE
Heavy Overhead Structure such as : 8050 mm
Road Over Bridge
Light Overhead Structure such as : 8430 mm
Foot Over Bridge
Heavy Overhead Structure at Turnouts : 8430 mm
3.6 PANTOGRAPH SELECTION
Height of Pantograph in Panto : 4265 mm
lock down Condition
[17]
HEIGHT OF HIGH RISE OHE & OVERLINE STRUCTURE
(RELEVANT SALIENT INFORMATION)
Sl. Description Railway Railway Railway Railway Railway DFCC SOD DFCCIL IR/RDSO
No. Board’s letter Board’s Board’s Board’s Board’s (Page-31) SOD Design
dated letter dated letter dated letter dated letter dated (Page-57) ** (latest –
19.05.2006 * 25.07.2007 * 17.10.2007 30.08.2010 11.01.2013 July
2014)
(i) Stock Height 6809 6809 7100 7100 7100 7100 7100
(Western
Corridor,
DFC)
(ii) Height of - 7200 - 7450 7470 7470 7520
Contact wire
(at mid span)
(iii) Heavy 7760 - - - 8050 8325 8050
Overhead
Structure Such
as Road Over
Bridge, Flyover
Bridge
(iv) Light Overhead 8140 - - - 8430 8705 8430
Structure Such
as Foot Over
Bridge
(v) Fixed Structure - - 8430 - - - - 8430
Profile
Note: * 20 mm Track maintenance allowance as well as tilting of Double stack Container, on curve track, had not been
considered while deciding the height of Contact wire (7.45 metres) for High Rise Trial OHE (Jhakhapura-Tomka Section) since
the subject Section was to be electrified for trial purpose only.
** This Dimension was recommended to allow the raising of Track of DFCCIL by 275 mm in future.
[18]
CHAPTER -4
OVERHEAD EQUIPMENT DESIGN

(HIGH RISE OHE)
CHAPTER - 4
OVERHEAD EQUIPMENT DESIGN
(HIGH RISE OHE)
4.0 OVERHEAD EQUIPMENT DESIGN
4.1 WIND LOAD
Design of Overhead Equipment, in view of wind loads,
based on wind velocity.
Equations for Design Wind speed, Design Wind Pressure
and Wind forces on conductors (as per EN: 50119-2009), are
given below. Wind Pressure calculated on the basic Wind speed
[as per IS:875(Part-3)-1987, Reaffirmed-1997] for various
zones, in India, is given in Table 4.1.3.
4.1.1 Design Wind Speed (Vz)
Vz = K1 K2 K3 Vb [Refer 5.3 of IS:875 (Part-3)-1987]
Where:-
Vz = Design Wind Speed at any Height Z (metre/second)
[Clause 5.3 of IS: 875- (Part-3)-1987]
K1= Probability Factor [Table -1 of IS: 875- (Part-3)-1987]
The relevant portion of Table-1 of IS:875 – (Part -3)
– 1987 is reproduced as under:
Class of Structure K1 Factor for Basic Wind Speed
(metre/second)
33 39 44 47 50 55
Important Buildings and 1.05 1.06 1.07 1.07 1.08 1.08
Structures, such as
Hospitals, Communication
Buildings/Towers, Power
Plant Structures
Note: The Factor K1 is based on statistical concepts which take
account of the degree of reliability required and period of
time in years during which these will be exposure to
wind, i.e., life of the structure. Whatever wind speed is
adopted for design purpose, there is always a probability
(however small) that it may be exceeded in a storm of
exceptional violence; the greater the period of years over
which these will be exposure to the wind, the greater is
the probability.
K2 = Terrain, Height and Structure size factor = 1.0
[Table -2 of IS: 875- (Part-3)-1987]
K3 = Topography Factor = 1.0
[Clause 5.3.3 of IS: 875 (Part-3)-1987]
Vb = Basic Wind Speed (metre/second)
[Clause 5.2 of IS: 875 (Part-3)-1987]
[19]
4.1.2 Design Wind Pressure (Pz)
Pz=0.6 Vz2
Where:-
Pz = Design Wind Pressure (N/m2) at height Z
Vz = Design Wind Velocity (m/sec) at height Z
Note: For design purpose, Pz (Kgf/m2 ) is obtained by dividing

the above Pz by 9.81.
[
The coefficient 0.6 (in SI unit) depends on a number of

factors and mainly on the atmospheric pressure and air
temperature. The value chosen correspond to the average
appropriate Indian atmospheric condition.
4.1.3 Wind forces on Conductors
From two adjacent spans the Wind force acts on the

Support. It shall be determined as under:
Qwc = Pz X Gc X d X Cc X (L1+L2) X Cos2θ
2
Pz = Design Wind Pressure (N/m2)
Gc = Structural Response Factor for Conductors taking into
account the response of movable Conductors due to
wind load
(Gc = 0.75 as per Para 6.2.4.3 of EN:50119-2009.
Gc = 1.2 as per Para 6.3.3.2(d) of IS:875 (part 3)-
1987).
Earlier, this factor (Gc) was considered as 2/3 as
advised, at Para 3.3.3 ( Page – 11) of ‘Design Manual
for Electric Traction Volume – 3) published, by M/s
RITES.
Earlier, IS : 875 – 1964 consider this factor as 0.7
(Table III of Para 4.3.2 at Page 10)
[Indian Railways are now considering Gc = 0.75]
d = Diameter of the Conductor (metre)
Cc = Drag Factor of the Conductor
(Cc =1 as per Para 6.2.4.3 of EN : 50119 - 2009)
L1 & L2 = Lengths of two adjacent spans (metre)
θ = Angle of incidence of the wind direction in respect to
the perpendicular to the conductor.
(θ is assumed to be zero)
[20]
Table 4.1.3
Name of city Basic wind Design wind Design
speed speed Wind
Pressure
(Vb) (Vz) (Pz)
m/sec Kmph m/sec Kmph Kg/m2
Darbhanga 55 198 59.4 214 216
Bhubaneshwar, Bhuj, 50 180 54.0 194 178
Chennai, Cuttack, Guwahati,
Kolkata, Nellore,
Pondicherry, Vijaywada,
Visakhapatnam.
Agra, Ajmer, Almora, 47 169 50.29 181 155
Amritsar, Asansol, Bahraich,
Barauni, Bareilly, Bhatinda,
Bikaner, Bokaro, Chandigarh,
Darijeeling, Dehradun, Delhi,
Durgapur, Gangtok,
Gorakhpur, Imphal, Jabalpur,
Jaipur, Jamshedtpur, Jhansi,
Jodhpur, Kanpur, Lucknow,
Ludhiana, Moradabad,
Nainital, Patiala, Patna,
Tiruchchirrappalli,
Udaipur,Varanasi.
Hyderabad, Kohima, Mumbai, 44 158 47.08 170 136
Nagpur, Port Blair, Surat,
Vadodara.
Ahmedabad, Aurangabad, 39 140 41.34 149 105
Bhilai, Bhopal, Calicut,
Coimbatore, Gaya, Kurnool,
Lakshadweep, Madurai,
Mandi, Mangalore,
Nasik, Panjim, Pune, Raipur,
Rajkot, Ranchi, Roorkee,
Rourkela,
Simla, Srinagar, Trivandrum.
Bengaluru, Mysore. 33 119 34.65 125 73
4.2 WIND PRESSURE CONSIDERED IN OHE DESIGN

4.2.1 Earlier, foundation and Structure for Overhead Equipments
are designed based on ‘Code of Practice for Structural Safety of
Building – loading Standards – IS : 875 – 1964’. This specification
specified that the entire country is divided in three Wind Zones,
namely Green Zone, Yellow Zone & Red Zone of Basic wind
pressure/Design wind pressure of 100 kg/m2, 150 kg/m2 and 200
kg/m2 respectively.
4.2.2 Later on, this specification was amended during 1971
stating that Wind pressure for structures of height less than 30
metres can be reduced by 25%.
[21]
RDSO followed this Amendment and the Standard Drawings
related to ‘Employment Schedule’ as well as ‘Foundation Volume
Chart’ were revised.
RDSO followed this Amendment and the Standard Drawings
related to ‘Employment Schedule’ as well as ‘Foundation Volume
Chart’ were revised.
4.2.3 This code was further revised during 1987 and again
Reaffirmed in 1997.
Thereby, it states that based on the wind data collected
from all over the country, India has been divided in six wind zones.
The earlier stipulation of 25% reduction of wind pressure, for the
structures having height less than 30 metres, is no longer now
applicable.
Basic wind speed, Design wind speed and Design wind
pressure, as stipulated in code at different period, has been
summerised in the Table 4.2.3 for ready reference.
RDSO have followed the latest Code of Practice for Design
loads (other than Earth quake) for Building & Structures - Wind
loads. [IS:875(Part-3)-1987, Reaffirmed – 1997].
Table 4.2.3
Zone IS:875- IS:875-1971 IS:875
1964 (Amendment) (Part-3)-1987
Design Reaffirmed-1997
Wind Design Basic Design Basic
Pressure Wind Wind Speed Wind Wind Speed
Pressure Pressure
(kgf/m2) (kgf/m2) m/sec Kmph (kgf/m2) m/sec kmph
Green 100 75 35.02 126.06 - - -
(Light)
Yellow 150 112.5 42.89 154.40 - - -
(Medium)
Red 200 150 49.52 178.28 - - -
(Heavy)
Navy Blue - - - - 73 33 118.8
Yellow - - - - 105 39 140.4
Blue - - - - 136 44 158.4
Green - - - - 155 47 169.2
Red - - - - 178 50 180.0
Hatched - - - - 216 55 198.0
Red
Note: The two terms like ‘ Basic Wind Speed’ and ‘Design Wind
Speed’ were mentioned first time in IS : 875 ( Part – 3) –
1987. IS : 875 – 1964 states about the ‘Design wind
pressure’ only. The term Basic Wind Speed was not
appearing in the IS : 875 -1964.
[22]
4.3 SELECTION OF SPAN
The main consideration for selection of span is that the
Contact wire should remain within the current collecting zone of
the Pantograph.
Following Parameters are considered to calculate the
maximum displacement of Contact wire.
These include blow-off effect of Contact wire due to wind,
temperature and mast deflection causing displacement of OHE.
4.3.1 Blow off of Contact wire due to Wind and Temperature (X1)
Of all the factors which influence the Stagger of the Contact
wire, blow off effect due to wind, blowing across the track is the
most predominating specially so in the large spans.
The Blow off of the OHE depend upon :-
Blow off ᾀ Diameter of Catenary & Contact wire
ᾀ Wind velocity (Design Wind Pressure)
ᾀ Square of Span length
ᾀ 1/ Tension in the Catenary & Contact wire.
The OHE of conventional system, consist of Cadmium
Copper Catenary of 65 Sq. mm and Hard Drawn Grooved Copper
Contact Wire of 107 Sq. mm.
The Blow off of Contact wire can be determined from the
formula given below:
Blow off (X1) = 1.05 x (wc+we) x Span2 x 1000 mm
8 x (Tc+Te)
Where:-
wc = Wind load on unit length of Catenary Wire(kg/m)
= 0.75 x dc x Pz
1000
we = Wind load on unit length of Contact wire(kg/m)
= 0.75x de x Pz
1000
Pz = Design Wind pressure (kg/m2) = 155 kgf/m2
dc = Diameter of Catenary Wire (mm )=10.50 mm
de = Diameter of Contact Wire (mm) = 12.24 mm
Tc = Tension in Catenary Wire (kgf) = 1000 kgf
Te = Tension in Contact Wire (kgf) = 1000 kgf
The wind load on Droppers & Jumpers is assumed to be 5%

of the wind load on Catenary and Contact wires.
In case of Regulated Overhead Equipment, tension in OHE
remain constant. In case of unregulated OHE, tension decreases
with increase in temperature and vice versa. The Blow off effect,
therefore, increases with the increase in temperature for
unregulated OHE.
[23]
For 54 metres Span the Blow off X1 = 506 mm with the
Design wind pressure of 155 kgf/m2 i.e. wind speed of 169.2
kmph (47 metres per second)
The following Table gives an idea of the Blow off (X1) for
the maximum permissible span for the prescribed Basic wind
speed and Design wind Pressure:-
Table 4.3.1
Basic wind speed Design wind Maximum Blow off
Pressure Permissible (x1)
Span
m/sec kmph Kg/m2 metres mm
33 118.8 73 67.5 372
39 140.4 105 67.5 535
44 158.4 136 58.5 521
47 169.2 155 54 506
50 180.0 178 54 581
55 198.0 216 49.5 592
4.3.2 Stagger Effect (X2)
It is due to change of Contact wire position between
supports with respect to axis of the track.
In order to even out the wear on the Contact wire and to
avoid cutting of groove on the Pantograph, Contact wire is
staggered at the supports in a zig-zag manner on either side of
the track centre. For tangent and curved tracks, it is shown in
Figure 4.3.2 (a) and 4.3.2 (b) respectively.
Maximum Stagger of Contact wire at the support is 150 mm
on tangent track and 250 mm on curved track, even if versines
are more than 300 mm.
Blow off effect and Stagger of Contact wire may vary
between the Supports and mid Span. Maximum displacement of
Contact wire from the Pantograph axis, as a combined result of
both of these factors, occurs anywhere between support and mid
span.
For Tangent Track

Figure 4.3.2 (a)
[24]
For Curved Track
Figure 4.3.2 (b)
In the case of tangent tracks, the maximum displacement

‘y’ occurs at a distance ‘x’ from the Support given by the equation
-
y = X1 + S2
4X1
at x = L _ SL
2 4X1
Where Stagger Effect = X2 = S2
4X1
Where:-
S = Stagger (mm) – 150 mm on Tangent track & 250 mm on
Curved track.
X1= Blow off (mm)
L = Span (metres)
For Example
For 54 metres span, the maximum displacement of Contact wire,
during blow of wind ( having Design wind pressure 155 kg/ m2)
would be 518 mm at 23 metres from the support.
Table 4.3.2
STAGGER EFFECT (X2)
[25]
Table 4.3.2
STAGGER EFFECT
Basic wind Speed Design Maximum Maximum Stagger

wind Permissible Displacement Effect
Pressure Span of Contact (X2)
wire from
Support at a
distance
m/sec kmph Kgf/m2 metres metres mm
33 118.8 73 67.5 27 16
39 140.4 105 67.5 29 11
44 158.4 136 58.5 25 11
47 169.2 155 54 23 12
50 180.0 178 54 24 10
55 198.0 216 49.5 22 10
Example
For 54 metres span, with wind pressure of 155 kgf/m 2 the
Stagger effect (X2) is 12 mm for Tangent track.
4.3.3 Displacement of Contact wire due to deflection of mast caused by
Wind (X3)
As a result of permanent load of OHE, which is supported
from the Bracket Assembly, attached to the mast in 25 kV / 2 X
25 kV AC traction system, there occurs deflection in the mast
which may range maximum upto 80 mm.
In order, therefore that Contact wire should be at the
Centre of track, masts are provided with initial Reverse Deflection
of maximum 80 mm, of the mast at the Contact Wire level due to
permanent loads.
Position of Contact wire, however get shifted due to wind
pressure to the maximum of 80 mm.
Thus, X3 = 80.
Deflection of mast due to wind, calculated at maximum
Design wind pressure (216 kgf/m2) for B-225 Mast , for the
maximum permissible span at tangent track (49.5 metre) found
55 mm ; where as 80 mm reverse deflection is given to the OHE
Structure. Hence while calculating the maximum span, X3 is not
considered.
4.3.4 Displacement of Contact wire due to Depression of Track caused
by Low Joints (X4)
The effect of change in the track level is magnified at the
Contact wire – Pantograph contact level. The value of this change
is normally taken as 33 mm for 5.5 metres height of Contact
wire. For Contact wire height of 7.57 metres, in the case of high
rise OHE, it would be 33 X 7570 = 45 mm
5500
[26]
Thus, X4 = 45 mm.
Now a days either long welded rails (LWR) or continuous
welded rails (CWR) are used, hence factor X4 is not considered
while calculating the maximum span.
4.3.5 Displacement of Contact wire due to Slewing of Track (X5)
For the purpose of maintenance and for other reasons, the
tracks are sometime required to be slewed. The effect of slewing
of tracks will affect the position of contact wire from the axis of
Pantograph. The effect of track slewing to a maximum of 100 mm
on the Tangent track and 150 mm on Curved track, is taken.
So, X5 = 100 mm (for Tangent Track)
X5 = 150 mm (for Curved Track)
4.3.6 Displacement of Contact wire (with respect to Pantograph Axis)
due to oscillation of Pantograph (X6)
When a locomotive transverses a section with Speed,
lateral oscillation of Pantograph takes place, which in turn will
create a displacement of Pantograph axis with respect to Contact
wire.
Displacement of Pantograph, caused by Rolling Stock
motion, is calculated as follows:
X6 = 0.5 x ( H-hg) x sin2θ metres
Where:
H = Height of Contact Wire at the Centre of Span = 7.52 m
hg = height of the Centre of Gravity of Vehicle
(taken as 3 meters)
θ = Angle between Contact Wire & Centre line of Vehicle
= 2.55 degree for Broad Gauge.
Putting these values in the equation, we get –
X6 = 0.5 X (7.52 – 3.0) Sin (2X2.55)
X6 = 197 mm in case of high rise OHE.
4.3.7 Displacement of Contact wire due to Lateral Displacement of
Pantograph Axis (X7)
It is considered as 40 mm maximum.
Thus, X7 = 40 mm
4.4 Displacement of Contact wire from Pantograph Axis in Curve
Section
The curves are identified by the degree or radius. But both
of these are difficult to measure in field due to the very large radii
of the Railway Curves. The Versine is a very easy measurement
which can be used in the field for measurement and rectification
of track geometry and OHE parameters (on curve) as well.
[27]
Definition
Versine
The versine of a curve stands for the ordinate from the mid point
of a chord on the curve.
Figure 4.4 (a) illustrates the concept of versine in a curve.
If the Chord AB of length (known as Span), ‘L’ on a circle having
radius ‘R’ is considered, then the ordinate will be the versine, V.
The versine (V) of a Curve is described as, V= L2
8XR
Where -
L = Span length (metre)
R = Radius of Curvature (metre)
Figure 4.4 (a)

In case of Curved tracks maximum displacement takes
place at mid Span and its value is given by equation
y = X1 + S – V
Where –
V = Versine of the Curve
(Displacement of Contact wire on Curve Track)

Figure 4.4 (b)
[28]
4.5 Total Permissible displacement
(Lateral movement of Contact wire)
(a) Under Dynamic condition
Total Displacement is calculated by summation of X 1 to X7.
The maximum displacement of Contact Wire for the
maximum permissible span, for the particular wind speed, has
been calculated and shown in the following Table:-
Table 4.5 -1(a)
TOTAL DISPLACEMENT OF CONTACT WIRE ON TANGENT TRACK
UNDER DYNAMIC CONDITION
Basic Design Maximum Total Displacement of
Wind Speed Wind Pressure Permissible Contact Wire
Span X1 to X7
on Tangent Track
m/sec kmph Kgf/m2 metres mm
33 118.8 73 67.5 725
39 140.4 105 67.5 883
44 158.4 136 58.5 869
47 169.2 155 54 854
50 180.0 178 54 928
55 198.0 216 49.5 939
Maximum displacement of Contact wire, under Dynamic
condition, that includes sway of Pantograph shall not exceed 800
mm in the span to be adopted. The displacement (X1 to X7) at
Design wind Pressure of 73 kg/m2 (Basic Wind Speed:118.8
kmph, 33 metres/second) comes to 725 mm, which is within the
allowable limit of 800 mm, following M/s RITES Design Manual
for Electric Traction – Volume IV’.
The displacement (X1 to X7) at Design wind Pressure 105
2
kg/m (Basic Wind Speed: 140.4 kmph, 39 metres/seconds)
comes to 883 mm.
Table 4.5 -2 (a)
TOTAL DISPLACEMENT OF CONTACT WIRE ON CURVED TRACK
(RADIUS OF CURVATURE-200 METRE)
UNDER DYNAMIC CONDITION
Span X1 to X7
on Curved Track
33 118.8 73 22.5 617
39 140.4 105 27 800
44 158.4 136 27 831
47 169.2 155 27 846
50 180.0 178 27 865
55 198.0 216 27 906
[29]
The displacement (X1 to X7) at Design wind Pressure of 73
2
kg/m (Basic Wind Speed:118.8 kmph, 33 metres/second) comes
to 617 mm, which is within the allowable limit of 800 mm
following M/s RITES Design Manual for Electric Traction – Volume
IV.
If the Design wind Pressure of a particular Section, at any
point of time, increases more than 73 kg/m2 i.e. Basic wind speed
of more than 118.8 kmph (33 metre/second), the movement of
trains has to be regulated, to avoid the Pantoentanglement.
The displacement (X1 to X7) at Design wind Pressure of 105
kg/m2 (Basic Wind Speed:140.4 kmph, 39 metres/seconds)
comes about 800 mm at Curved track.
(b) Under Static condition
Total Displacement is calculated by summation of X1 to X5.
It is 702 mm with 49.5 metres span and Design wind
Pressure of 216 kg/m2 (Basic Wind Speed: 198 kmph, 55
metres/Second) on Tangent track.
Table 4.5-1 (b)
TOTAL DISPLACEMENT OF CONTACT WIRE UNDER STATIC CONDITION
Basic Design Maximum Total Displacement
Wind Speed Wind Permissible of Contact Wire
Pressure Span X1 to X5
on
Tangent Track
33 118.8 73 67.5 487
39 140.4 105 67.5 646
44 158.4 136 58.5 632
47 169.2 155 54 617
50 180.0 178 54 691
55 198.0 216 49.5 702
Maximum displacement of Contact wire under Static
condition, that includes sway of Pantograph, shall not exceed 800
mm, in the span to be adopted.
Thus, there would be no Panto- entanglement, due to
blowing of wind at above wind velocity if the Electric Locomotive
is Stationary.
Table 4.5 (b)
TOTAL DISPLACEMENT OF CONTACT WIRE ON CURVED TRACK
(RADIUS OF CURVATURE-200 METRE)
UNDER STATIC CONDITION
Span X1 to X5
on Curved Track
33 118.8 73 22.5 380
39 140.4 105 27 559
[30]
Span X1 to X5
on Curved Track
44 158.4 136 27 594
47 169.2 155 27 609
50 180.0 178 27 628
55 198.0 216 27 659
Maximum displacement of Contact wire under Static
condition, that includes sway of Pantograph, shall not exceed 800
mm, in the span to be adopted.
Thus, there would be no Panto- entanglement, due to
blowing of wind at above wind velocity if the Electric Locomotive
is Standing on a Curved track.
4.6 Allowance for Superelevation
The lean of OHE Structure due to superelevation, above rail
level is given by -
Sd = H X Se = 7570 x 165 = 714 mm
G 1750
Where –
Sd = Shifting of Axis of Pantograph
H = Height of Contact wire (mm) =7570 mm
G = Dynamic Gauge of Broad Gauge Track (mm) = 1750 mm
Se = Superelevation of Track (on Curve) (mm)
(maximum-165 mm)
It is 714 mm in case of high rise OHE.
4.7 For maximum span of 67.5 metres at 73 kgf/m2 Design Wind
Pressure (Basic wind speed: 118.8 kmph, 33 metres/Second), the
total displacement of Contact wire from the axis of Pantograph
under Dynamic condition is 725 mm.
4.8 The half width of High reach Pantograph going to be 1016 mm,
on Indian Railways. While determining the maximum span it is to
be ensured that displacement of Contact wire under dynamic
condition i.e. including sway of Pantograph does not exceed 800
mm from the axis of Pantograph, for Design wind pressure of 73
kgf/m2 (Basic wind speed: 118.8 kmph or 33 metre/Second) and
800 mm under Static condition for any wind pressure zone.
4.9 The Para 2.11 of General Rule and corresponding Subsidiary Rule
of all the Zonal Railway states that in case of vulnerable locations
& specially selected Bridges, the Station Master shall take the
action if the wind velocity is higher than the danger level i.e. 72
kmph (Basic wind speed: 20 metres/second, Design wind
pressure : 27 kgf/m2) on BG and 30 kmph (Basic wind speed: 8.4
metres/second, Design wind pressure : 5 kgf/m2) on MG.
[31]
4.10 Movement of trains is required to be regulated when the Design
wind pressure exceeds 73 Kgf/m2 (Basic Wind Speed: 118.8
kmph or 33 metre/Second). Above 73 kgf/ m2 wind pressure, the
total displacement of Contact wire from the axis of Pantograph
under Dynamic condition exceeds 800 mm [See Table – 4.5-1 (a)
& 4.5-2(a) at Page 28 & 29.].
The permitted Contact wire position limit = e per = 800 mm,
as per Para 6 of Chapter – 1 of RITES ‘Design Manual for Electric
Traction, Volume – IV’. Indian Railways are following eper = 800
mm in OHE design.
Whereas Para 5.2.5 of EN : 50367 - 2012 Permits the
Contact wire position limit = eper = 500 mm only, for Pantograph
type AM-12, EL-01, IR-01, PAN-01, AM-92, IR-03H & WBL-85.
4.11 Indian Railways have to take a policy decision for adopting
‘Contact wire Position limit = eper = 500 mm (instead of presently
being adopted as 800 mm) to avoid Panto-entanglement and
dislocation to traffic during wind, so that Contact wire remains
well within the current collecting zone of Pantograph.
4.12 While determining the permissible spans under various conditions,
the effect of parameters listed in above Paras must be taken into
account and seen that under worst condition the Contact wire
remains well within the current collecting zone of Pantograph.
4.13 OHE spans with respect to revised wind zones advised to Zonal
Railways in view of changes in wind zones issued by RDSO vide
this office letters No. TI/OHE/GA/2013 dated 25.04.2013, & No.
TI/OHE/GA/2013 dated 07.08.2013 are given in Table- 4.13 (i),
4.13(ii), 4.13(iii) & 4.13 (iv).
4.14 An amendment issued for OHE span for wind pressure zone of 73
kg/m2 vide this office letter No. TI/OHE/GA/2013 dated
16.05.2014 . The maximum Permissible Span for 73 kg/m 2 wind
span shall be 67.5 metre, instead of 72 metre.
4.15 Summarised position of OHE span with respect to wind pressure
is given in Table 4.15.
4.16 The Design of High Rise OHE is a ‘special & unique one’.
Foundation, Mast, Anchor & Drop Arm have been designed to suit
both for ‘High Rise OHE’ as well as ‘Conventional OHE’. It is not
required to cast the Foundation and erect Mast, Anchor & Drop
Arms; in case of the ‘Conventional OHE’ is converted to ‘High Rise
OHE’ or vice versa; if the planning at initial stage is made for
‘High rise OHE’.
[32]
Table-4.13(i)
OHE SPAN CHART
OHE: 65/107 Sq. mm, Tension: 1000/1000 kgf,
Permitted Contact Wire Position Limit: 800 mm
(Calculation based on M/s RITES Manual for
Electric Traction, Volume-IV, Chapter – 1)
Sl. No. Section Basic Design Maximum
Wind Wind permissible
Speed Pressure Span
For 65/107 OHE
(metres)
(m/Sec) (kgf/m2)
1000/1000 kgf
Tension
(a) (i) Delhi-Sarai- 47 155 54
Rohilla-
Gurgaon-
Rewari- Alwar-
Bandikul-Jaipur-
Phulera-Ajmer-
Marwar-Mount
Abu-Palanpur-
Mahesena
(ii) Rewari- 47 155 54
Manheru-Hisar-
Jakhal-Dhuri-
Ludhiana
(iii) Rajpura-Dhuri- 47 155 54
Lehra
Mohabhat
(b) Singapur Road- 44 136 58.5
Damanjodi
(c) Mehsana- 39 105 67.5
Ahmedabad
including Kalol-
Gandhinagar-
Khodiyar
Note: (i) Displacement of OHE caused by mast deflection due to wind= 0,
as the reverse deflection has already been provided, initially
during erection of mast.
(ii) Displacement of OHE caused by Depression of track due to
low joints=0.
(iii) A factor of margin of 5% has been considered for OHE span.
(iv) RDSO letter No. TI/OHE/GA/2013 dated 25.04.2013
[33]
Table-4.13(ii)
OHE SPAN CHART

Speed Pressure Span
For 65/150
OHE
(m/Sec) (kgf/m2) (metres)
1200/1200
kgf
Tension
(a) (i) Delhi-Sarai- 47 155 58.5
Rohilla-Gurgaon-
Rewari- Alwar-
Bandikul-Jaipur-
Phulera-Ajmer-
Marwar-Mount
Abu-Palanpur-
Mahesena
(ii) Rewari-Manheru- 47 155 58.5
Hisar-Jakhal-
Dhuri-Ludhiana
(iii) Rajpura-Dhuri- 47 155 58.5
Lehra Mohabhat
(b) Singapur Road- 44 136 63
Damanjodi
(c) Mehsana-Ahmedabad 39 105 67.5
including Kalol-
Gandhinagar-
Khodiyar

low joints=0.
(iii) A factor of margin of 5% has been considered for OHE spans.
(iv) RDSO letter No. TI/OHE/GA/2013 dated 25.04.2013.
---X---
[34]
Table-4.13(iii)
OHE SPAN CHART
Speed Pressure Span
For 65/107 OHE

1000/1000 kgf
Tension
1. Nallapadu-Guntakal 44 136 58.5
55 178 54
2. Wadi-Guntakal 39 105 67.5
3. Gooty-Dharmavaram 33 73 67.5
39 105 67.5
4. Guntur-Tenali 50 178 54
doubling
5. Vijaywada- 50 178 54
Machillipatnam-
Gudivada-
Bhimavaram-
Narsapur-
Nidadavolu
6. Guntakal-Bellary 33 73 67.5
39 105 67.5
7. MMTS Phase II – HYB 44 136 58.5
Suburban Section
8. Guntakal – Kalluru 39 105 67.5
(under M.M.)
9. Kazipet-Vijaywada 44 136 58.5
Patch tripling 55 178 54
10. Paddampet- 44 136 58.5
Mancherial Patch
Tripling
(Major Section:
Kazipet – Ballarshah)
low joints=0.
[35]
Table-4.13(iv)
OHE SPAN CHART
Speed Pressure Span
For 65/107 OHE

1200/1200 kgf
Tension
1. Nallapadu-Guntakal 44 136 63
55 178 54
2. Wadi-Guntakal 39 105 67.5
3. Gooty-Dharmavaram 33 73 67.5
39 105 67.5
4. Guntur-Tenali 50 178 54
doubling
5. Vijaywada- 50 178 54
Machillipatnam-
Gudivada-
Bhimavaram-
Narsapur-
Nidadavolu
6. Guntakal-Bellary 33 73 67.5
39 105 67.5
7. MMTS Phase II – HYB 44 136 63
Suburban Section
8. Guntakal – Kalluru 39 105 67.5
(under M.M.)
9. Kazipet-Vijaywada 44 136 63
Patch tripling 50 178 54
10. Paddampet- 44 136 63
Mancherial Patch
Tripling
(Major Section:
Kazipet – Ballarshah)
low joints=0.
[36]
Table-4.15

TYPE OF OHE : High Rise Overhead Equipment
Radius Permissible Spans for various wind Pressures

of Radius (High Rise OHE)
Curve
216 178 155 136 105 73
kgf/sq. m kgf/sq. m kgf/sq. m kgf/sq. m kgf/sq. m kgf/sq. m
m m m m m m m m
∞ Tangent Track 49.5 54.0 54.0 58.5 67.5 67.5
5000 ∞ >R≥5000 45.0 49.5 54.0 58.5 67.5 67.5
4000 5000>R≥4000 45.0 49.5 54.0 58.5 67.5 63.0
3000 4000>R≥3000 45.0 49.5 54.0 58.5 67.5 63.0
2500 3000>R≥2500 45.0 49.5 54.0 54.0 63.0 63.0
2200 2500>R≥2200 45.0 49.5 54.0 54.0 63.0 58.5
1900 2200>R≥1900 45.0 49.5 54.0 54.0 63.0 58.5
1600 1900>R≥1600 45.0 49.5 54.0 54.0 63.0 58.5
1400 1600>R≥1400 45.0 49.5 54.0 54.0 63.0 58.5
1150 1400>R≥1150 45.0 49.5 49.5 54.0 58.5 54.0
850 1150>R≥850 40.5 45.0 45.0 49.5 54.0 49.5
700 850>R≥700 40.5 40.5 45.0 45.0 49.5 45.0
550 700>R≥550 36.0 40.5 40.5 40.5 45.0 40.5
400 550>R≥400 31.5 36.0 36.0 36.0 40.5 36.0
300 400>R≥300 31.5 31.5 31.5 31.5 36.0 31.5
200 300>R≥200 27.0 27.0 27.0 27.0 27.0 22.5
Note: (i) Displacement of OHE caused by mast deflection due to wind= 0, as the
Reverse deflection has already been provided, initially during erection of
mast.
(ii) Displacement of OHE, caused by Depression of track due to low joints=0.
(iii) A factor of margin of 5% has been considered for OHE Span.
[37]
CHAPTER - 5
STRUCTURAL DESIGN
OF
OVERHEAD EQUIPMENT
CHAPTER - 5
STRUCTURAL DESIGN OF OVERHEAD EQUIPMENT MAST
5.0 STRUCTURAL DESIGN OF OVERHEAD EQUIPMENT MAST

5.1 Materials for Overhead Equipment Masts
Overhead Equipment masts can be of steel or prestressed
concrete. Prestressed spun concrete masts are likely to be
damaged during loading, unloading, stacking and handling. They
are also prone to more damage in case of hitting of mast or
during accident. They are irreparable even for restoration of
Electric traction during emergency/exigencies/accident. These
masts also require Special arrangements for bonding.
Steel has, therefore, been found to be the recommended
material for Overhead Equipment masts.
5.2 Layout and types of Masts

The usual Overhead Equipment tension lengths, comprising
Contact wire, Catenary wire and Dropper, is about 1500 metres.
The Overhead Equipment for 25 kV AC is very light. For efficient
current collection at unrestricted speeds, the Contact wire has to
be maintained at a constant level at all temperatures. To achieve
this, the Overhead Equipment is regulated i.e. constant tension is
maintained at all temperatures in both Contact and Catenary
wires by the provision of suitable Counter weights at the ends of
the tension length. To permit movement of Overhead Equipment,
due to change in temperature, it is supported from swiveling
Brackets connected to the mast. There are six types of overhead
equipment masts. These are:
5.2.1 Normal Masts
These have a single swiveling Bracket and support one
Overhead Equipment.
5.2.2 Overlap Anchor Masts
These masts are at the end of the tension length. One of the
Overhead Equipments is anchored on the mast and the Overhead
Equipment of the other tension length is supported from the
swiveling Bracket as in the case of normal mast.
5.2.3 Overlap Intermediate Mast
These have two swiveling Brackets and support two Overhead
Equipments in the overlap portion.
5.2.4 Overlap Central Mast
This mast has two swiveling Brackets and support two
Overhead Equipments in the overlap central portion.
[38]
5.2.5 Anticreep Central Mast
These are located approximately in the centre of the
tension length. This is just like any other normal mast except
that the movement of the Bracket is prevented by providing
two Anticreep wires, which are anchored on the adjoining
mast. The idea of providing Anticreep central mast is to
maintain the Overhead Equipment in stable equilibrium
between the two balancing weights of the tensioning
equipment at the ends of tension length.
5.2.6 Anti-creep Anchor Mast
These masts are adjoining to Anticreep central mast. These
are just like normal masts with the addition of Anticreep wires
anchored on to them.
All Anchor masts are provided with guys parallel to the
track to counteract the forces due to anchorage of the wires.
In addition to the six types of Overhead Equipment masts
enumerated above, there are special locations in Yards, at
Turnouts, Crossovers, Diamonds etc. with multiple Overhead
Equipments, with or without Anchor and/or Feeders which
have to be tackled separately.
5.3 Loading of Masts
All masts are required to support Overhead Equipment
consisting of Catenary wire, Contact wire and Droppers. In
addition, masts may also be required to carry 25 kV Feeder
wire. The first step in the selection of a suitable section for
Overhead Equipment mast consists in evaluating loads and
moments on the mast. The loads acting on the mast are as
under.
a) Permanent Loads : Vertical
(i) Dead load of Overhead Equipment, consisting of
Catenary wire, Contact wire, and Droppers, which is
generally 1.6 kg/m length of Overhead Equipment
constituting of 65 Sq. mm Copper Catenary wire and 107
Sq. mm HDGC Contact wire,
(ii)Dead load of swiveling Bracket (assumed to be 60 kg),
(iii)Dead load of Earth wire (if any),
(v)Dead load of Return Conductor and Insulator for Return
conductor (if any),
(vi)Dead weight of any 25 kV Feeder and Insulator for the
Feeder (if any),
(vii)Dead weight of any Small Part Steel works and
(viii)Self weight of mast.
[39]
b) Permanent Loads : Horizontal
1. Radial pull of Catenary and Contact wires caused by
curvature of the track and/or stagger of wires.
2. Radial pull of Earth wire, Return conductor (if any) and/or
25 kV Feeder (if any), caused by the curvature of track.
All the above permanent loads act perpendicular to the track.
The only horizontal permanent force acting parallel to track is the
component of radial pull due to swing of bracket.
It may be noted that the swiveling Bracket remains in the
normal position only at the mean temperature, if the Overhead
Equipment is regulated.
In case of unregulated Overhead Equipment, the swing of the
Cantilever need not be considered.
c) Occasional Load : Vertical

The only occasional load acting vertically is the weight of a
workman assumed as 60 kg acting at the end of the Bracket.
d) Occasional Loads : Horizontal

The only occasional horizontal loads are due to wind blowing
perpendicular or parallel to the track on the structure, Small Parts
steel works and wires.
The two conditions are to be considered separately. The
assumed direction of the wind determines whether the loads will
be acting perpendicular or parallel to the track.
The moments at the top of foundation under different
conditions, i.e. with and without occasional loads, with wind
blowing perpendicular or parallel to the track are calculated by
multiplying the above loads with the appropriate lever arm.
To estimate the loads, it is necessary to know the extreme
range of temperature and the wind pressure for which the
overhead equipment may be designed. IS: 875 (Part – 3) - 1987
[Reaffirmed – 1997](Code of Practice for Structural Safety of
Buildings: Loading Standards) is helpful in determining the wind
pressure and correlating wind velocity with wind pressure.
5.4 A sample calculation related to design of Mast (for high rise
OHE) on tangent & Curved track is enclosed hereby as Annexure-
A for reference.
---X---
[40]
CHAPTER -6
EMPLOYMENT SCHEDULE
&
FOUNDATION CHART
CHAPTER-6
EMPLOMENT SCHEDULE & FOUNDATION CHART
6.1 EMPLOYMENT SCHEDULE
6.1.1 There are several types of Mast/Portal with different
loading, used in different wind pressure zones, with different
spans, located inside or outside the Curve with the degree of the
curve varying from location to location.
The Structure, to be used for the loading at a particular
location, has to be decided first before deciding the foundation
which also has many varieties like Side Bearing, Side Gravity,
New Pure gravity, Black Cotton Soil foundation etc. The size,
depending upon the safe bearing pressure, to be adopted on the
site conditions.
For each of these types, if the calculation is to be done
again and again, by each Project, then it would consume
tremendous amount of technical man hours.
6.1.2 Ultimately, the calculation themselves are the result of
many assumption like the safe bearing pressure the soil can
withstand, the type of soil around in different depth, maximum
wind pressure to be adopted etc. Lot of time and energy could be
saved if ‘Employment Schedule’ can be prepared.
The masts are either rolled to standard sizes or fabricated
from standard sections. Hence, we can have the Structures
having Bending moment, each a little more stronger than the last
one so that the one that fits best economically, can be adopted.
6.1.3 With this in view, ‘Employment Schedule’ for Overhead
Equipment masts are prepared for standard Conditions for
particular wind zones, for single cantilever overhead Equipment,
Overlap Central Mast, Overlap Mast or Anticreep Anchor Mast etc.
with standard implantations.
6.1.4 The Employment Schedule normally contains columns for
type of mast with location, maximum span in which it can be
used, radius of curveture, maximum versine with reverse
deflection and the ‘Foundation Bending Moment (FBM) Code’. If
the location, under consideration fits in, with the standard
parameters indicated the FBM, can be straight away selected
without going through all the detailed calculation. The only
caution to be exercised being that most economical mast is
selected. If the implantation is different or the supermast is larger
or it carries an Isolator and such other special factors the Bending
Moment calculations have to be done. However, since most of the
cases falls under the standard use of the mast, the ‘Employment
Schedule’ is very useful.
[41]
6.1.5 Refer to Standard RDSO Drawing No. TI/DRG/CIV/ES/
00001/13/0 (Sheet 1 to 5) for a typical Employment Schedule of
Overhead Equipment Mast (11.4 metres) with wind pressure of
178 kgf/m2, 155 kgf/m2, 136 kgf/m2, 105 kgf/m2 & 73 kgf/m2 for
standard Copper Overhead Equipment for high rise OHE.
6.2 FOUNDATION CHART
6.2.1 For Foundations, ‘Foundation Chart’ has been prepared and
enclosed hereby as Annexure-C (in six sheets) showing
equivalent sizes of foundations for OHE structure to suit various
common loadings for different soil and site conditions. The Chart
gives the Foundation Bending Moment Code, direct load, bending
moment, safe soil bearing pressure assumed and the codes for
different foundation like side bearing, side gravity etc. The
dimensions of the foundations are also given against each code
number for easy setting out at site.
6.2.2 For Volume Chart and Equivalent Chart of Foundation refer
to RDSO Drawing No. TI/DRG/CIV/FDN/00001/13/0 (Sheet 1 to
5), for high rise OHE.
---X---
[42]
CHAPTER -7
SETTING OF MAST
&
GUY ROD
CHAPTER - 7
SETTING OF MAST
7.0 SETTING OF MASTS
7.1 Tangent Track
The standard setting i.e. the normal distance from face of the
traction mast/ structure to the centre line of tangent track shall be
2.80 m.
Setting distance at Bridges etc. shall be fixed with the approval
of the Chief Electrical Engineer of the Railway concerned. In case of
Portal uprights, Legs carrying more than one Overhead Equipment
etc., the setting distance is normally not less than 3.00 m.
7.2 Curved Track
The minimum setting distance of structures including Portals
etc. on curves is obtained by adding the curve allowance and 150
mm slewing allowance for curve.
For Routes and main lines, where the speed is taken 140
kmph, curve allowance shall be taken as per Annexure-G.
Normally, the Standard Setting distance, on Broad Gauge
main lines and on curves, shall not be less than the values given
below:
7.2.1 STANDARD SETTING DISTANCE ON OUTSIDE CURVES
(i) Radius of Curvature greater : 2.80 metres
than or equal to 875 m.
(ii) Radius of Curvature : 2.95 metres
less than 875 m.
7.2.2 STANDARD SETTING DISTANCE ON INSIDE CURVES
(i) Radius of Curvature greater : 3.20 metres
(ii) Radius of Curvature greater : 3.35 metres
but less than 3500 m.
(iii) Radius of Curvature greater : 3.55 metres
than or equal to 1150 m
(iv) Radius of Curvature greater : 3.60 metres
than equal to 300 m.
The Bracket assembly can be designed upto setting distance of

3.5 m only. If the setting distance is more than 3.5 m, Adaptor shall
be used, as per Revised RDSO Drawing No. ETI/OHE/P/3131,
Revision ‘A’ or latest.
[43]
Refer Annexure- E for extra allowance on curves following
Appendix of IRSOD – 2004, Page 33 to 35.
In yards, where there is no super-elevation of track on curves,
speeds are low, extra clearance (curve allowance as well as slewing
allowance for curves) can be reduced suitably in locating structure
between tracks.
7.3 MASTS WITH COUNTERWEIGHTS
In the case of structures with counterweights the term “setting”
refers to the minimum distance of the counterweight from the track
centre in the worst condition. For this purpose, the displacement of
the counter weight due to wind transverse to the track is assumed
as  50 mm.
7.4 MAST ON PLATFORM
The setting distance of structures on Platforms shall not be less
than 4.75 m. As far as possible, the structures are to be located in
line with other structures already existing on the Platform and shall
be of minimum possible dimension and fit in with the architectural
pattern prevailing in the vicinity. Location of structures opposite to
public entrances, exits, staircases, gangways etc. shall be avoided.
No live conductor shall run over the Platform.
7.5 MASTS NEAR SIGNALS
The visibility of Signals shall be taken into consideration while
deciding the setting of the structure in the vicinity of Signals. The
following principles are to be observed:
7.5.1 COLOUR LIGHT SIGNALS LOCATED OUTSIDE ALL TRACKS
(a) COLOUR LIGHT SIGNALS WITHOUT ROUTE INDICATORS
(i) Where no approach Signal is provided
The minimum setting distance of structure before the signal
shall be 3.55, 3.40, 3.35, 3.20 & 3.05 m for distance upto 80 m,
beyond & upto 110 m, beyond & upto 190 m, beyond & upto 270
m and beyond & up to 400 m respectively.
(ii) Where approach Signal is provided and for Signals other than
Distant Signals
The minimum setting distance of structures before the Signal
should be 3.55, 3.40, 3.25, 3.10, and 3.05 m for distance upto 50
m, beyond & upto 70 m, beyond & upto 115 m, beyond & upto 160
m and beyond & upto 240 m respectively.
(b) COLOUR LIGHT SIGNALS WITH ROUTE INDICATORS
(i) With Horizontal Route Indicator
The minimum setting distance of structure before the Signal
shall be 4.02, 3.80, 3.55, 3.35, 3.20 and 3.05 m for distance upto
[44]
60 m, beyond & upto 125 m, beyond & upto 170 m, beyond & upto
215 m, beyond & upto 250 m and beyond & upto 310 m
respectively.
(ii) With other than Horizontal Route Indicator
The minimum setting distance of structures before the Signals
shall 3.80, 3.55, 3.35, 3.20 and 3.05 m for distances upto 70 m,
beyond & upto 130 m, beyond & upto 170 m, beyond & upto 215
m and beyond & upto 280 m respectively.
Setting distance may be reduced for Starter Signals of loop
lines and yard lines. The setting distance can be reduced in special
cases, conforming to Figures 6 to 9 of Revised RDSO Drawing No.
ETI/OHE/G/00112, Revision ‘D’ or latest.
7.5.2 COLOUR LIGHT SIGNALS LOCATED BETWEEN TRACKS
(a) SIGNALS WITHOUT ROUTE INDICATORS
No overhead equipment structure shall, as far as possible, be
located in the same lane as Signals for a distance of at least 600
m before a Signal.
Drop Arms of Portals shall also not normally be located in the
lane where Signals are located at least for a distance of 600 m
before the Signal. Where this is not possible for any reason, the
Signal shall be mounted on an Offset Bracket.
In addition, a special study shall be made in each such case,
in respect of these Drop Arms before the Signal, to see whether
the Drop Arms can be offset from the centre line of the lane in a
direction opposite to the Arms. Reduction in the Signal height
must also be examined.
(b) SIGNALS WITH ROUTE INDICATORS
The principles mentioned in the preceding Paras shall be
observed in this case also.
No part of a colour light Signal without a Route Indicator,
shall, as far as possible, be higher than 5.2 m above rail level.
Great care must be exercised in deciding the location of the colour
light Signals with Route Indicators so that the necessary minimum
clearances are available between the Signals and live out of run
wires, or Pantograph sway zone.
7.6 MASTS ON BRIDGE PIERS

The setting distance of masts on piers of Bridges shall be as
large as possible as indicated by the Railway.
[45]
7.7 TURN-OUT AND DIAMOND CROSSINGS
The setting of masts located near theoretical centres of Turn-
outs and Diamond Crossings shall be 3.0 m form the nearest
track.
7.8 PORTALS
Wherever Portals are proposed to be used, they shall be
selected with standard clear spans (distance between face of the
uprights).
For this purpose, the clear span for any location obtained, by
adding the proposed setting of the two columns to the centre-to-
centre distances of the tracks, spanned by the portal shall be
rounded off to the next higher standard span indicated in the
Tables. The setting of the uprights of the Portal shall then be
adjusted to suit the standard span selected with a minimum
setting distance as specified in Para 7.1 & 7.2 above.
7.9 MINIMUM IMPLANTATION AT PLATFORMS : 4.75 metres
7.10 SUSPENSION DISTANCE
The suspension distance of Catenary wire is calculated using
above parameters and is placed at Annexure – D.
7.11 MAST DRILLING SCHEDULE
Drilling Schedule of Mast used for High Rise OHE has the hole
suitable for high rise OHE as well as normal OHE. It has been
shown in RDSO Drawing No. TI/DRG/B-Mast/00001/13/0.
7.12 PORTALS/TWO TRACK CANTILEVER (TTC)
Sl. Type of Usage Standard Remarks
No. Structure (To Carry--) Clear RDSO Drawing No.
Span TI/DRG/CIV
(metres)
N-PORTAL/00001/13/0
(i) N-TYPE 6 OHEs 20.4
(Sheet 1 & 2)
BFB-PORTAL/00001/13/0
(ii) BFB -TYPE 4 OHEs 24.6
(Sheet 1 & 2)
P-PORTAL/00001/13/0
(iii) P-TYPE 6 OHEs 20.4
(Sheet 1 & 2)
O-PORTAL/00001/13/0
(iv)O- O-TYPE 10 OHEs 30.5
(Sheet 1 & 2)
(v) G-TYPE 10 OHEs 30.5 G-PORTAL/00001/13/0
R-PORTAL/00001 /13/0
(vi) R-TYPE 14 OHEs 36.0
(Sheet 1 & 2)
4 OHEs 5.5 & 8.0 TTC/00001/13/0
(vii) TTC (2 on TTU & (Boom (Sheet 1 to 2)
2 on TTB) length)
Note: For Details of Portal and TTC Foundation refer RDSO Drawing
No. ETI /C/ 0005/68 and ETI/C/0063.
[46]
7.13 DESIGN OF GUY RODS
7.13.1 Guy on a Deadend Pole
Fig. 7.13.1 illustrates two cases in which guys are
o
used. Ino
the case of a simple deadend at the end of a line (a), the
tension in each of the conductors exerts an unbalanced force
on the pole. H represents the sum of the horizontal forces on
the pole due to the tensions in the two or more conductors. In
most cases, this is approximately the same as the sum of the
tensions in the conductor. A guy is required to counterbalance
this force. However, because the guy is anchored in the ground
and makes an angle q to the horizontal, the tension in the guy
is greater than H. It is also increased by a factor SF, a safety
factor of perhaps 2. With a total force of Himposed by all the
conductors, the guy must be able to resist the force Tg of the
following value:
Tg = H. SF
Cos
Figure 7.13.1
The tension in each conductor can be obtained once the sag and
weight of that conductor has been established.
7.13.2 Guy at a deviation
If there is a deviation in the line equal to an angle of α, the

conductors exert an unbalanced force in the direction that bisects the
angles between the two conductors of a value shown in Fig. 1 . Here,
H is the sum of the horizontal forces of all the conductors in any one
direction and is again approximately equal to the sum of the tensions
in the conductors in that direction. All the forces originatinating all
with the conductors must again be resisted by the guy, resulting in a
tension in the guy of the following value.
[47]
Tg = 2 H SF sin(α/2)

 Cos θ

7.13.3 Sizing an Anchor

Without extensive and costly soil tests, it is difficult to
precisely determine the required size and depth of an anchor. It is
more economical to oversize these To size an anchor, it can be
conservatively assumed that the anchor is held in the ground solely by
the weight W of the soil directly above it. For an anchor to function
properly, this weight must be at least equal to the component of the
force in the guy wire pulling vertically.
Tg. Sin θ = W = w . A. D
Where A = Area of the anchor (m 2)
An average value for the unit weight of soil (w) is 1760 kg/m3 or 17.6
kN/m3.This is a value for undisturbed soil, which should be the case if
the anchor has been properly installed (as described earlier). To
calculate the minimum Depth at which the anchor must be buried, the
above equation is solved for D:
D = Tg . Sin θ
W.A
From an earlier equation, it can be seen that the value of Tg , already

includes a safety factor SF. The value of D can be altered somewhat if
it is felt that a modification of the safety factor is required.
W = unit weight Soil (Average Value : 1760 kg/m3 or 17.6 kN/m3)
7.13.4 The various type of Guy Rods, applicable in field, have been
mentioned in the RDSO Drawing No. TI/DRG/OHE/GUYHR/00001
/13/0 (Sheet 1 - 3)
[48]
CHAPTER -8
CANTILEVER
ARRANGEMENT
&
DROPPER SCEDULE
CHAPTER – 8
CANTILEVER ARRANGEMENT & DROPPER SCEDULE
8.0 DETERMINATION OF DIMENSIONS OF CANTILEVER ASSEMBLIES

8.1 BACKGROUND
8.1.1 The OHE used for AC traction is generally flexible and is
regulated to keep the tension in conductors constant at different
temperatures. The Bracket Assemblies are more or less pivoted to
the structure, capable of swiveling along the track as well as
adjustable transverse thereto. Since large number of components,
which are either hooked or pivoted at points, are involved, it
becomes all the more important to pre-determine the position of
each and every clamp so that the adjustment required for the final
positioning of OHE is reduced to the minimum. Any adjustment after
it is strung becomes difficult. If the locations of clamps and lengths
of tubes etc. are pre-determined correctly, the components of the
cantilever assembly are easily assembled to a much greater accuracy
in the Depot of works. As a result, the adjustment required after
stringing of the wires can practically be eliminated except perhaps
the adjustment of contact wire stagger by a few centimeter which
can be done easily. Of course, the site data collected should be
accurate.
8.1.2 It will be ideal if the masts can be located with a constant

setting distance from the track so that the same component items of
Bracket, Stay Arms, Register Arms etc., can be used to cover most
of the locations. On practical considerations, it is necessary to adopt
different setting distances. Even the adoption of a constant setting
distance, will not completely eliminate different types of cantilever
assemblies, as those adopted for Turnouts, Diamond Crossing,
Overlap Spans etc., will have to be of different types. To keep a
minimum of 2 metres clearance between the Overhead Equipment of
adjacent tracks, to facilitate maintenance, while one of the track is
kept alive, the length of Bracket Tube and Register Arm should be as
small as possible, otherwise large track centres will be required. The
extra allowance in length of Bracket Assembly provided should cover
the adjustment required while the tracks are slewed.
8.1.3 Taking into account the above conditions, it will be ideal if the
various components are pre-determined satisfying the bare minimum
requirements. Naturally this will result in a large number of sizes to
cover all setting distances under various conditions. Therefore, it
becomes necessary to standardize the Setting Distances and to
standardize the lengths of various components such as Stay Arm,
Bracket Tube, Register Arm etc.
[49]
The standard lengths of tubes should be so chosen that the
possibility for the adjustment due to the track slewing is available
even with the maximum setting distance. The lengths may be longer
than required for lesser setting distances, but as standard setting
distances occur more frequently, the tubes of extra lengths will not
be much. While deciding the standard lengths, the length of tubes
available from the manufacturers shall also be considered so that the
wastage due to cutting them into smaller lengths is reduced.
8.2 DETERMINATION OF POSITION OF CLAMPS
An analytical method to fix the position of clamps required for
the Cantilever Assembly is given below:-
Before determining the values of various parameters of
Cantilever Assembly, a few particulars of standard cases are
indicated below:
(i) The Mast Bracket Fitting (Bottom Attachment) (RI:3070) is
normally kept 300 mm below Contact Plane.
(ii) The Encumbrance (e) is the distance between the Axes of
Catenary and Contact Wire at support.
(iii) The distance between normal Register Arm axis and Contact wire
is 300 mm.
(iv) The Mast Bracket Fitting (RI : 3070) has an inclination of 38 to
the horizontal and the swiveling clevis is 200 mm from the edge
of the Fitting and 156 mm above its axis.
(v) At the Central Mast of a Turnout, with ‘knuckle’ type of
equipment, the Contact wire of the Turnout is kept 50 mm above
Contact plane of the main line.
(vi) At Intermediate structures of Overlaps, the Out-of-run OHE has
an encumbrance of 900 mm/ ‘r’ mm were 'r' is the height of
Contact wire above the Contact plane of running OHE. 'r' having
values 400 mm or 500 mm normally as the case may be.
(vii) Similarly, the Encumbrance of one or more of the OHE is
reduced in the case of a Mast with more than one Bracket
Assembly on the same side.
(viii)The Mast Stay Fitting (Top Attachment) (RI: 3021-1) is normally
kept 1850 mm above from centre line of Mast Bracket Fitting
(Bottom Attachment) (RI : 3070)
A standard Cantilever arrangement is shown in Fig. 8.2.
The standard name of the various symbols used are also
indicated against each.
[50]
Note: In General θ = 38o
Figure 8.2
In Figure 8.2
a Distance between the Mast Stay Arm Fitting (Top Attachment)
and the centre of Hook of Catenary Suspension Bracket.
b Distance between the Vertical Axis of the Mast Bracket Swivel
and the axis of the Catenary Suspension Bracket.
c Distance from the bottom Cap of Bracket Insulator to the axis
of the Register Arm Hook.
d Horizontal distance between the centre of the Register Arm
Hook and the vertical axis of Catenary Suspension.
e Encumbrance
Distance between the axis of Catenary and Contact wires. It is
normally kept 1400 mm.
f Distance between Contact Plane and Mast Bracket Fitting. It is
normally 300 mm.
L Suspension Distance
Horizontal distance from the extreme face of Mast Stay-Arm
Fitting to the Suspension point of Catenary wire. This is
different from Setting Distance to the extent of stagger of
[51]
Catenary Clamp and thickness of Multiple Cantilever Cross Arm
or Extension Chairs, if provided.
r Distance between the Contact Plane and the Register Arm axis
(including Raised Register Arm) - which is assumed to be
horizontal. It is normally 300 mm for the running Contact
Plane.
 Inclination of Bracket tube to the horizontal
(as indicated)  = 1 + 2 . It is generally 38o. Thus the Mast
Bracket Fitting axis has an inclination of 38o to horizontal.
8.3 Major Part of Cantilever Assembly
The major parts of the single Cantilever Assembly is as under:
(i) Mast Fitting for Hook Insulator (RI: 3021-1)
(ii) Stay Arm Insulator (RI: 6012-1, 6012-C, 6012-C 1)
(iii) Stay Tube ( Ø : 33.7/28.4 mm) (RI: 2401)
(iv) Tubular Stay Sleeve (RI: 2403-2)
(v) Tubular Stay Adjuster (12 hole) (RI: 2402)
Tubular Stay Adjuster (Large) (16 hole) (RI: 2402 - 1)
(vi) Catenary Suspension Bracket (Standard/Large)
(RI: 2110 & 2130)
(vii) Suspension Clamp (Single/Double)
(RI: 1160 & 1170)
(viii) Mast Bracket Fitting (RI: 3070)
(ix) Bracket Insulator (RI: 6033-1, 6033-C, 6033-C 1)
(x) Bracket Tube (Ø : 38/29.9 or 49/40.9 mm)
(RI: 2041/2081)
(xi) Bracket Tube Cap ( Size: 30 mm & 40 mm)
(xii) (RI: 2064-1/2104-1)
(xiii) Register Arm Hook (Standard/Large) (RI:2150-2/2160-2)
(xiv) Register Arm Eye Piece (RI: 2422-2)
(xv) Register Arm Tube (Ø: 33.7/28.4 mm) (RI: 2421)
(xvi) Register Arm Tube Cap (Size: 25 mm) (RI: 2423 – 1)
(xvii) Register Arm Dropper Assembly (RI: 2270-4, 2270-5)
(xviii) 25 mm Drop Bracket Assembly (RI: 2361–1)
25 mm Steady Arm Clamp (RI: 2590)
(xix) Steady Arm Hook (BFB) (RI: 2391-1)
(xx) BFB Steady Arm (RI: 2390)
(xxi) Anti Wind Clamp (RI: 2550-1/2)
(xxii) Contact wire Swivel Clip (RI:1220)
For details of components/fittings, of a Single Bracket
Assembly on Structure and Drop Arm, refer RDSO Drawing No.
RE/33/G/02107 (Mod – D) or latest.
[52]
8.4 Each major part (of the Cantilever Assembly) is again a
combination of various sub – assemblies like-
(i) Mast Fitting for Hook Insulator (Forged) (RI: 3021-1)
(Drawing No. TI/DRG/OHE/FTGFE/RDSO/00005/04/0)
It is made of Forged Steel galvanised. It shall conform to
RDSO Specification No. ETI/OHE/49(9/95). It is used as a
Interface between mast and Stay Insulator for proper
fastening.
It has following sub –components:
(a) Mast fitting for Hook Insulator RI: 3021-1 1 No.
(Forged Fitting for Hook
Insulator)
(b) Galvanised Steel Bolt with Nut & RI: 213, 218, 2 Sets
Lock Nut (Ø 16 mm x 60/38) 219
(ii) Stay Arm Insulator
The type wise & Creepage Distance wise of various types
of Stay Arm Insulators, in use, are as under:-
Type Creepage Distance (mm) RI No.
Porcelain 1050 6012 – 1
Composite 1050 6012 – C
1600 6012 – C 1
(iii) Stay Tube (Ø: 33.7/28.4 mm) (RI: 2401)
(RDSO Drawing No.RE/33/P/2401)
It is also known as ‘Stay Tube (25 mm)’. It is electric
resistance welded (ERW) galvanised Steel Tube of size Ø 33.7 X
28.4 mm. Tube shall be as per RDSO Specification No.
ETI/OHE/11(5/89). It is used as Tubular Stay Arm of Bracket
Assembly.
Various lengths of Stay Tube used in the field, based on
Setting Distance of Mast, are 0.60, 0.80, 1.00, 1.20, 1.35, 1.55,
1.70, 1.90, 2.10, 2.30, 2.60, 2.80 & 4.10 metres. They are
known by Part No. 2401/01 to 2401/13 respectively. They are
also known as ‘Styles’. For details, refer to RDSO Drawing No.
RE/33/P/2400.
(iv) Tubular Stay Sleeve (Forged) (RI: 2403-2)
(Drawing No. TI/DRG/FTGFE/RDSO/00004/03/0)
RDSO Specification No. ETI/OHE/49 (9/95). It is used with Stay
Tube (Ø: 33.7/28.4 mm).
[53]
(v) Tubular Stay Adjuster (12 hole) (Forged) (RI: 2402)
(RDSO Drawing No. ETI/OHE/P/2402)
RDSO Specification No. ETI/OHE/49. It is used to adjust the
length of Stay Arm of the Bracket Assembly.
(a) Tubular Stay Adjuster (RI: 2402) – 1 No.
(b) Stainless Steel Screw with Lock Nut – 2 Nos.
(Ø 10 x 30/30 mm) (RI: 2404)
Tubular Stay Adjuster (16 hole) (Forged) (RI: 2402 - 1)
RDSO Specification No. ETI/OHE/49. It is used to adjust the
length of Stay Arm of the Bracket Assembly.
(a) Tubular Stay Adjuster (Large) – 1 No.
(RI: 2402 – 1)
(b) Stainless Steel Screw with Lock Nut – 2 Nos.
(Ø 10 x 30/30 mm) (RI: 2404)
Note: For combined Item Nos. (iii), (iv) & (v) refer RDSO
Drawing No. RE/33/ P/ 2400.
(vi) Standard Catenary Suspension Bracket (RI: 2110)
(RDSO Drawing No. ETI/OHE/P/2110-1)
It is used with ‘Standard Bracket Tube’ (Ø: 38/29.9 mm).
It has following sub – components:
(a) Standard Catenary Suspension Bracket Top - 1 No.
(Aluminium Bronze) (RI:2112 - 1)
(b) Standard Catenary Suspension Bracket - 1 No.
Bottom
(Aluminium Bronze) (RI:2111 - 1)
(c) Galvanised Steel ‘U’ Bolt Ø 14 (RI: 2133) - 2 Nos.
(d) Galvanised Steel Nut Ø 14 (RI: 14 N) – 4 Nos.

(e) Galvanised Steel Spring Washer (B – 14) - 4 Nos.
Large Catenary Suspension Bracket (RI: 2130 - 1)
(RDSO Drawing No. ETI/OHE/P/2130-1)
It is used with ‘Large Bracket Tube’ (Ø: 49/40.9 mm).
It has following sub – assemblies:
[54]
(a) Large Catenary Suspension Bracket Top - 1 No.
((Malleable Cast Iron galvanised) (RI: 2131-1)
(b) Large Catenary Suspension Bracket Bottom - 1 No.
(Aluminium Bronze) (RI:2132-1)
(c) Galvanised Steel ‘U’ Bolt Ø 14 (RI: 252) - 2 Nos.
(d) Galvanised Steel Nut Ø 14 (RI: 14 N) – 4 Nos.
(e) Galvanised Steel Spring Washer (B – 14) - 4 Nos.
(vii) Suspension Clamp (RI:1160)
(RDSO Drawing No. RE/33/P/1160)
It is used for suspension of 65 sq. mm (19/2.10 mm, Ø 10.5
mm) Catenary wire with Bracket Assembly.
It has following sub – assemblies:-
(a) Suspension Clamp Body (RI: 1161) - 1 No.
(Aluminium Bronze)
(b) Stainless Steel ‘U’ Bolt (RI: 1162 - S) - 2 Nos.
(Ø 10 mm)
(c) Stainless Steel Pin (161- S) - 1 No.
(Ø 10 mm X 35 mm)
(d) Suspension Clamp Lock Plate (RI : 1163) – 2 Nos.
(Annealed Copper)
(e) Stainless Steel Nut (Ø 10 mm) (RI : 10N) - 4 Nos.
(f) Annealed Copper Split Pin - 1 No.
(Ø 2.5 X 20 mm)
(g) Punched Washer (A - 12) - 1 No.
(Phosphor Bronze)
Double Suspension Clamp (RI: 1170)
It is used for Suspension of 65 sq. mm Catenary wire
and Galvanised Steel (19/2.50 mm) Anticreep wire with Bracket
Assembly.
(a) Double Suspension Clamp Body (RI: 1171) - 1 No.
(Aluminium Bronze)
(b) Stainless Steel ‘U’ Bolt (RI: 1162 - S) - 2 Nos.
(Ø 10 mm)
(c) Stainless Steel Pin (161- S) - 1 No.
(Ø 10 mm X 35 mm)
(d) Double Suspension Lock Plate (RI : 1172) – 1 No.
(Aluminium Bronze)
[55]
(e) Suspension Clamp Lock Plate (RI : 1163 - 2) - 2 Nos.
(Annealed Copper)
(f) Stainless Steel Nut (Ø 10 mm) (RI : 10N) - 4 Nos.
(g) Annealed Copper Split Pin - 1 No.
(Ø 2.5 X 20 mm)
(h) Punched Washer (A - 12) - 1 No.
(Phosphor Bronze)
(i) Packing Sadle (RI 1174) - 1 No.
(viii) Mast Bracket Fitting Assembly
(RI: 3070, RI: 3070-1/3070-2)
(RDSO Drawing No.RE/33/P/3070, RE/33/P/3070-1 & RE/33/P/ 3070-2)
It is used for direct mounting the Bracket Assembly on Drop
Arm on Mast.
Mast Bracket Fitting Assembly (150) (RI:3070-1) is used on
masts of width not exceeding 160 mm (BFB 6” x 6” , BFB Drop Arms).
Mast Bracket Fitting Assembly (200) (RI: 3070-2) is used on Masts of
width more than 150 mm (BFB 200 X 200, RSJ, B-175, B-200, B-225,
B-250) & on Drop Arms.
It has the following Sub-Components:
(a) Mast Bracket Swivel (150) (RI:3073) - 1 No.
(Malleable Cast Iron – RI:3073)
‘OR’
Mast Bracket Swivel (200) (RI:3074)
(Malleable Cast Iron – RI:3074)
(b) Mast Bracket Clevis 1 No.
Forged Steel galvanised - RI : 3071-1)
(c) Mast Bracket Clevis Pin (RI: 3072) - 1 No.
(Forged Steel Galvanised)
(Ø 14 x 115 mm minimum)
(d) Split Pin (Ø 3.2 X 25) - 1 No.
(e) Galvanised Steel Snap Head Pin - 1 No.

Ø 20 X 55 (RI: 261)
(f) Split Pin (Ø 4 X 40) - 1 No.
(g) Galvanised Steel Punched Washer(A-22) - 1 No.
(h) Backing Angle (150) - 1 No.
(Rolled Steel galvanised) (RI: 3076-1)
‘OR’
Backing Angle (200)
(Rolled Steel galvanised) (RI: 3076-2)
(i) Bolt Ø 16 x 210/57 with Nut & Lock Nut - 2 Nos.
(Steel galvanised) (RI: 16/12 NL)
‘OR’
Bolt Ø 16 x 260/57 with Nut & Lock Nut
[56]
‘OR’
Bolt Ø 16 x 360/57 with Nut & Lock Nut
(j) Punched Washers (A 18) – 4 Nos.
For fixing of ‘Mast Fitting for Hook Insulator’ (Top Attachment)
& ‘ Mast Bracket Fitting’ (Bottom Attachment) refer to RDSO Drawing
No. RE/33/G/02107 (Revision – D) or latest and No. ETI/C/P/8030.
(ix) Bracket Insulator
The type wise, Creepage Distance wise, of various types of Bracket
Insulators, in use, are as under:-
Type Creepage Distance (mm) RI No.
Porcelain 1050 6033 - 1
Composite 1050 6033 - C
1600 6033 – C 1
(x) Standard Bracket Tube (Ø 38 X 29.9 mm) (RI : 2041)
It is electric resistance welded (ERW) galvanised Steel Tube of
size Ø 38 X 29.9 mm. Tube shall be as per RDSO Specification No.
ETI/OHE/11 (5/89). Various length of Standard Bracket Tube used in
the field, based on Setting Distance of Mast & encumbrance, are 1.55,
1.75, 2.00, 2.25, 2.50, 2.60, 2.85, 3.10, 3.35, 3.50 & 3.75 metres.
They are known by Part No. 2041/01 to 2041/11 respectively.
Large Bracket Tube (Ø 49 X 40 mm) (RI : 2081)
It is electric resistance welded (ERW) galvanised Steel Tube of
size Ø 49 X 40 mm. Tube shall be as per RDSO Specification No.
ETI/OHE/11(5/89). Various length of Standard Bracket Tube used in the
field, based on Setting Distance of Mast & encumbrance, are 1.55, 1.70,
1.95, 2.20, 2.45, 2.55, 2.80, 3.05, 3.30, 3.50 & 4.60 metres. They are
known by Part No. 2081/01 to 2081/11 respectively.
(xi) Tube Caps (Ø 30 mm, 40 mm) ( RI: 2064-1/2104-1)

(RDSO Drawing No. ETI/OHE/P/2064-1, ETI/OHE/P/2104-1)
Tube Caps are to be used to seal the free ends of the Tube
(Standard Bracket Tube & large Bracket Tube).
The various sizes & Identification numbers are as under:
(a) Tube Cap (Ø 30 mm) (RI:2064-1) – 1 No.
(b) Tube Cap (Ø 40 mm) (RI:2104-1) – 1 No.
Tube Caps are made of Aluminium Alloy conforming to
IS:617 -1994 (Aluminum Grade: 4600 M). All these are
manufactured following RDSO Specification No. ETI/OHE/
11(5/89).
[57]
For more details refer to RDSO Drawing No. ETI/OHE/P/
2060.
(xii) Standard Register Arm Hook (Forged)
RDSO Specification No. ETI/OHE/49 (9/95). The Register Arm is
connected to the Standard Bracket Tube through this fitting.
It has following sub-components:-
(a) Register Arm Hook Top – 1 No.
(RI:2151-2/2161-2) (Forged Steel)
(b) Register Arm Hook Bottom – 1 No.
(RI: 2152-2/2162-2) (Forged Steel)
(c) Galvanised Steel Bolt Ø16 x 50/38 – 2 Nos.
With Nut & Lock Nut (RI:16/3NL)
(xiii) Register Arm Eye Piece (25 mm) (Forged) (RI: 2422-2)
(Drawing No. TI/DRG/OHE/RDSO/FTGFE/00002/00/0)
RDSO Specification No. ETI/OHE/49 (9/95). It is fitted with
Register Arm Tube (Ø: 33.7/28.4 mm) through 2 Nos. Stainless
Steel Stud (Ø6 x 38 mm) . It is tested for tensile load applied at
Eye. The fitting shall not fail below 4500 kgf.
(xiv) Register Arm Tube (Ø: 33.7/28.4 mm) (RI: 2421)
It is also known as ‘ Register Arm Tube (25 mm)’. It is
electric resistance welded (ERW) galvanized Steel Tube of size
Ø: 33.7 X 28.4 mm. Tube shall be as per RDSO Specification
No. ETI/OHE/11(5/89). It provides intermediate support
between Bracket Tube (Standard/large) and BFB Steady Arm.
Various lengths of Register Arm Tube used in the field,
based on Setting Distance of Mast, are 0.85, 1.10, 1.25, 1.50,
1.75, 2.00, 2.30, 2.60, 2.90, 3.05, 3.30, 3.60, 3.80 & 4.10
metres. They are known by Part No. 2421/01 to 2421/14
respectively.
(xv) Tube Cap (Ø 25 mm)
Tube Cap is used to seal the free ends of Register Arm
Tube.
The size & Identification number is as under:
(a) Tube Cap (Ø 25 mm) (RI:2423-1) – 1 No.
[58]
It is made of Aluminium Alloy conforming to IS:617 -
1994 (Aluminum Grade: 4600 M) and is manufactured
following RDSO Specification No. ETI/OHE/ 11(5/89).
For more details refer to RDSO Drawing No.
ETI/OHE/P/2060.
(xvi) 38 mm Register Arm Dropper Assembly
[Drawing No. ETI/OHE/P/2270-4, (Revision-E)]
It is used for supporting Register Arm (25 mm) from
Standard Bracket Tube (Ø 38/ 29.9 mm).
It has following components:
(a) Dropper Clip (38 mm) (RI: 2274-1) 1 No.
(Galvanised Steel Flat)
(b) Dropper Clip (34 mm) (RI: 2461-1) 1 No.
(c) Register Arm Dropper loop (RI: 2465) 1 No.
(Solid Hard Drawn Copper Ø 7 mm)
(d) Register Arm Dropper (RI: 2462-1) 1 No.
(e) Bolt (Ø 16 x 40/32 mm) (RI: 16/2) 2 Nos.
(f) Galvanised Steel Lock Nut (RI: 16 LN) 2 Nos.
(g) Spring Washer (RI: B-16) 2 Nos.
(Galvanised Steel)
(h) Annealed Copper Split Pin - 2 Nos.
(Ø 4 x 32 mm)
49 mm Register Arm Dropper Assembly

(Drawing No. ETI/OHE/P/2270-5)
It is used for supporting Register Arm (25 mm) from
Large Bracket Tube (Ø 49/40.9 mm).
(a) Dropper Clip (49 mm) (RI: 2277) 1 No.
(b) Dropper Clip (34 mm) (RI: 2461-1) 1 No.
(c) Register Arm Dropper loop (RI: 2465) 1 No.
(d) Register Arm Dropper (RI: 2462-1) 1 No.
(e) Bolt (Ø 16 x 40/32 mm) (RI: 16/2) 2 Nos.
(f) Galvanised Steel Lock Nut (RI: 16 LN) 2 Nos.
[59]
(g) Spring Washer (B-16) 2 Nos.
(Galvanised Steel)
(h) Annealed Copper Split Pin - 2 Nos.
(Ø 4 x 32 mm)
(xvii) 25 mm Drop Bracket Assembly (Forged)
RDSO Specification No. ETI/OHE/49. It is used for attaching the
BFB Steady Arm (RI: 2390) with Register Arm Tube, for higher
steady clearance.
It has following sub- components:
(a) 25 mm Drop Bracket Part (RI : 2361-1) – 1 No.
(Forged Steel galvanised)
(b) Bolt M – 10X25/20 with Lock Nut – 1 No.
(RI:10/14 NL) (Galvanised Steel)
25 mm Steady Arm Clamp (Forged)
It is made of Forged Steel galvanised. It shall conform to RDSO
Specification No. ETI/OHE/49. It is used for attaching the BFB
Steady Arm (RI: 2390) with Register Arm Tube.
(a) 25 mm Steady Arm Clamp Part (Forged) – 1 No.
(RI: 2491 – 2)
(b) 25 mm Tube Clamp Jaw (Forged) – 2 Nos.
(RI : 2492 - 2)
(c) Steel Galvanised Bolt Ø 14 X 75/34 - 1 No.
With Nut & lock Nut (14 NL)
(xviii) Steady Arm Hook (BFB) (Forged) (RI: 2391-1)
RDSO Specification No. ETI/OHE/49. It is used with BFB
Steady Arm (RI:2390).
(xix) BFB Steady Arm
It is used to hold the Contact wire to its position with full
flexibility to uplift and oscillation in vertical direction as well as
allow free lateral movement due to thermal changes.
[60]
(a) BFB Steady Arm (RI: 2390/01 to 04) – 1 No.
(Aluminium Alloy)
(b) Steady Arm Hook (BFB)(RI: 2391-1) – 1 No.
(c) BFB Steady Arm Swivel (RI: 2392) – 1 No.
(d) Rivet (Ø 6 x 35 mm) – 4 Nos
(Aluminium Alloy)
Various lengths of BFB Steady Arm Assembly is used in
the field, based on the stagger to be given to the Contact
wire, are 0.75, 0.95, 1.15 & 1.35 metres. They are known as
Assembly RI No. 2390/01, 2390/02, 2390/03 & 2390/04
respectively.
(xx) Anti wind clamp (RI: 2550-1, 2550-2)
(Drawing No. ETI/OHE/P/2550-1/2)
It is used with BFB Steady Arm to avoid the sway of BFB
Steady Arm due to wind.
(a) Standard Antiwind Clamp Part – 2 Nos.
(Aluminium Alloy) (RI: 2551-1)
(b) Antiwind Strap (RI: 2502) – 1 No.
(Galvanised Steel)
OR
Antiwind Strap (RI: 2503)
(Galvanised Steel)
(c) Stainless Steel Bolt with Nut – 1 No.
(Ø10 x 70/26 mm) (RI: 10/20N)
(d) Spring Washer (B-10) – 1 Nos
Phosphor Bronze
(e) Snap Head Rivet (Ø 4 x 35 mm) – 1 No.
(Aluminium Alloy)
Style 2550-1 shall be used with the BFB Steady Arm
having Identification No. 2540/01, 2540/02, 2540/03 &
2540/4.
Thus, Style 2550-1 shall be used with 25 mm Steady
Arm Clamp (RI: 2540) for low Sectional Speed.
Style 2550-2 shall be used with the BFB Steady Arm
having Identification No. 2390/01, 2390/02, 2390/03 &
2390/04.
Thus, Style 2550-2 shall be used with 25 mm Drop
Bracket Assembly (RI: 2361-1) for high speed.
[61]
(xxi) Contact wire Swivel Clip (RI: 1220)
It is used to hold the 107/150 Sq. mm Hard Drawn
Grooved Contact wire with BFB Steady Arm (RI : 2390). It
has following Sub-Components
(a) Contact wire Swivel Clip Part (RI: 1221) - 2 Nos.
(Aluminium Bronze)
(b) Contcat wire Swivel Clip Pin ( RI: 1222) - 1 No.
(Copper)
8.5 CANTILEVER ARRANGEMENT
8.5.1 SIZE OF THE TUBES
The overhead equipment is supported from the structures
by swiveling type Bracket Assemblies, comprising of Stay
Tube, Bracket Tube, Register Arm Tube, Steady Arm and other
associated ffittings. The sizes of the Tubes are as under:
Type Outer diameter Inner diameter
Standard Standard
(mm) (mm)
Bracket Tube
- Standard 38.0 29.9
- Large 49.0 40.9
Stay Tube 33.7 28.4
Register Arm Tube 33.7 28.4
Depending upon the suspension distance, the size of Bracket
Tube i.e. Standard or Large, to be used, is selected from relevant
Employment Schedule. Size of Stay Arm Tube and Register Arm
Tube, which are designated as small tubes, is same for all
locations.
8.5.2 CANTILEVER ARRANGEMENT
The arrangement of Cantilever depends upon the height of
Contact wire, Encumbrance, Suspension Distance, Stagger and
Super-Elevation. Standard Cantilever arrangements are shown in
RDSO’s Drawing No. ETI/OHE/G /02106 (Sheet – 1), Drawing No.
ETI/OHE/P/3050 (Revision ‘B’) and Drawing No. RE/33/P/3100
(Revision ‘G’). There is no change in the composition of Bracket
Assemblies, Tube sizes or Tube length, irrespective of the fact
that whether a particular Bracket Assembly is used for normal
OHE or high rise OHE.
[62]
8.5.3 DESIGN OF CANTILEVERS
Design Sheets are enclosed hereby for Standard Setting
Distance of 2800 mm to 3600 mm (Annexure - F). It is illustrative
not exhaustive.
It is observed that
a. Only large Bracket Tube Ø 49/40.9 mm shall be used for high rise
OHE.
b. The Cantilever is safe up to 3.6 metres implantation for 27 metres
span length. Above 3.5 metres implantation, suitable Bracket
Chair/Adopter shall have to be used for higher implantation. For
details refer to Table at Annexure - D.
8.5.4 Bracket Chair
Bracket Assemblies are designed up to Suspension Distance of
3.5 metres only. If the Suspension Distance is more, Bracket Chair
conforming to RDSO’s Drawing No. ETI/OHE/P/3050 ( Revision ‘B’)
and No. RE/33/P/3100 (Revision ‘G’) shall be used.
The Chairs become necessary because of the large implantation
prescribed for masts particularly for the visibility of Signal and on
Platforms.
8.5.5 Platform Locations
The arrangement of the Cantilever Assembly on Platform shall
be as per RDSO’s Drawing No.ETI/OHE/G/02104 (Sheet-1).
8.5.6 Allowance for adjustment
Lengths of Tubes shall be such, so as to permit adjustment of
the whole equipment, after selection, to cater for displacement of
track to the extent of 100 mm on either side of the track centre,
during maintenance.
Free length available on the Bracket Tube beyond the Catenary
Suspension Bracket shall be at least 150 mm to facilitate
adjustment.
Length of Stay Tube shall be such that at any location its Stay
Tube Adjuster is free for adjustments for a minimum of 90 mm on
either side.
In case of curved track, where the Rail level is raised or the
super-elevation is changed due to strengthening of the track
structure, the Pantograph axis also get shifted. If this shift is not
within the adjustment limit already available on the Bracket
Assembly, new Cantilever shall have to be provided ensuring that
the Contact wire stagger is within prescribed limits at all points.
[63]
The following limits/tolerances in Structure Erection Drawing
(SED) and Tower Wagon checking shall be followed in Railway
Electrification Project/Traction Distribution System at field level:-
Sl. Item Limits/Tolerances
No.
(i) Register Arm Tube 150-200 mm in case of Push
Projection off locations.
For Pull off locations, it shall
project over Contact Wire
Plane.
(ii) Bracket Tube Projection 150-200 mm
(iii) Dip between Register Arm 200-250 mm on Tangent
Tube & Steady Arm Track.
(BFB Steady Arm).
250 - 320 mm on Curves.
(BFB Steady Arm &
Bend Tubular Steady Arm)
(iv) Encumbrance ± 50 mm
(v) Length of ‘A’ Dropper ±5 mm
st
(1 Dropper from Support)
(vi) Spacing of ‘A’ Dropper ±30 mm
(1st Dropper from Support)
(vii) Length of Other Droppers ±5 mm
(viii) Spacing of Other Droppers ±50 mm
(ix) Stagger of Catenary Wire ±30 mm
(x) Height of Catenary Wire ±50 mm
(xi) Stagger of Contact Wire ±10 mm
(xii) Position of Compensation It shall be in vertical plane.
Plate
(xiii) Difference between 50 mm (minimum)
mainline Contact wire and
the Crossover Contact Wire
at Support.
8.5.7 Multiple Cantilever on same Structure
For Overlaps, Turnouts, Cross Overs, Diamond Crossings more
than one Cantilever are required to be provided on the same side
of Structure. The Cantilever may be symmetrical on either side
(0.50 metres on either side) or asymmetrical (0.65 metres on one
side and 0.35 metres on the other side).
Adoption of more than three Bracket Assemblies is not possible
on a single Cross Arm.
[64]
8.5.8 Back to Back Arrangement
Cantilever Assemblies can be provided back to back on both
sides of the structure if the Overhead Equipment of the two tracks
are of the same Elementary Section. This arrangement is called
“umbrella” construction.
8.5.9 Bracket Assembly on Drop Arm
On Portals, Bracket Assembly for the intermediate tracks is
erected on Drop Arms. Wherever the track centre is inadequate (i.e.
the Suspension Distance is less than 1.6m) the Equipment has to be
supported on Drop Arm of reduced length so that the Bracket
Assembly does not infringe with the sweep zone of Pantographs.
The arrangement is as shown in RDSO Drawing No.
ETI/OHE/G/02108 (Mod-A).
8.5.10 Bridges and Tunnels
Depending on the Bridge or Tunnel, the Bracket Assembly of
special design may have to be provided to suit the location, after
clearance studies.
In case adequate head-room is not available, reduced
encumbrance may have to be adopted. For provision of Bracket
Assembly inside a Tunnel, typical arrangements are shown in RDSO
Drawing No. ETI/OHE/SK/473 (Sheet No. 1, 2 and 3).
8.6 Insulators for Polluted Areas
In polluted areas e.g. tunnels, areas near sea coast,
neighborhood of Chemical/Fertilizer/Cement Plants, Silicon
Composite Insulators with creepage distance of 1600 mm can be
used at such locations.
8.7 Raised Register Arm Clamps and Parallel Grooved Clamps
RDSO have already revised Drawings of various ‘PG Clamps’
and ‘Raised Register Arm (RRA) Clamp’. These OHE Fittings shall be
used conforming to the latest RDSO Drawings.
Details of the latest RDSO Drawings are as under:
(i) Parallel Clamp (90/50) - Drawing No. ETI/OHE/P/1040- 3
(Revision ‘B’).
(ii) Contact Wire Parallel - Drawing No. ETI/OHE/P/1041-2
Clamp (Part small) (Revision ‘C’).
(iii) Parallel Clamp (150/160) - Drawing No. ETI/OHE/P/1050-3
(Revision ‘A’).
(iv) Parallel Clamp part - Drawing No. ETI/OHE/P/1051-2
(150/105-150) (Revision ‘C’).
(v) Parallel Clamp (105/240) - Drawing No. ETI/OHE/P/1530-1
(Revision ‘C’).
(vi) Raised Register Arm - Drawing No. No.ETI/OHE/P/
Clamp 1370-1 (Revision-‘F’)
[65]
CHAPTER -9
CLEARANCE
STUDY
CHAPTER – 9
CLEARANCE STUDY
9.1 INTRODUCTORY
The clearance problem can be studied in two aspects:

i) For a given height of the Contact wire the minimum
headroom of the Overline Structure required can be
worked out. This is normally applicable for a new section,
being taken up for electrification when the idea is to find
out whether the existing headrooms under various over-
line structures are adequate.
ii) The other aspect of the problem is to fix up the best
height of the Contact wire with existing headroom. This
aspect is more important because requisite clearances are
to be obtained between the overline structure and the
Catenary wire on one side and between the Contact wire
and the moving stock/loads (including Over Dimensional
Consignment), on the other.
9.2 PARAMETERS TO BE CONSIDERED
9.2.1 ELECTRICAL CLEARANCES
The electrical clearances to be adopted for 25 kV AC
overhead equipment are given in Schedule I of Schedule of
Dimensions – 2004 (1676 mm Gauge). These are covered in
Chapters I to IV, prescribing minimum height, width, distance
etc. of Structures and Rolling stock. Chapters V and V A of
Schedule I deal with the prescribed Electrical Clearances for
Direct Current and 25 kV AC traction respectively. In addition
Schedule II cover the existing infringements in relation to
Structures and Rolling Stock.
Appendix 'A' to Chapter V A prescribes the dimensions
and clearances required for 25 kV AC traction and also the basis
by which the clearances and heights of structures should be
determined.
9.2.2 KINEMATIC LOAD GAUGE
It is the static load gauge enlarged, to allow for the
maximum possible displacement of the vehicles, when at rest or
in motion, with respect to the Rails; taking account of the
vehicle suspension characteristics including arrangements for
body tilting, if provided and making allowance for maximum
permitted tolerances in the manufacture and maintenance of
the vehicles including wear.
For high rise OHE, an extra Vertical clearance of 13 mm
(at the stagger point of Contact wire) is required for Kinetic
[66]
Gauge to accommodate the differences of Cross level of track,
difference of Suspension Spring on one side and lateral shifting
of wagon body.
A Kinetic Profile (extreme corner position) of Double Stack
Container (DSC) wagon (using DFC profile 7100 mm height X
2600 mm wide) (Sketch No. STUDY – DFC – BLC – KP/2) has
been prepared and enclosed herewith in the annexure for
reference.
9.2.3 Push up (Up lift)
This is defined as the vertical displacement of Contact
wire or the conductors of the Overhead Equipment, due to
pressure exerted by the Pantograph either in Static or in
Dynamic conditions. As the upward pressure of the Pantograph
lift the Contact wire, the Catenary wire is relieved of a portion
of the Contact wire weight in the span and the sag of Catenary
is reduced temporarily. The extent to which the vertical
displacement of Contact wire takes place is called the Push up.
The figures for push up are given in the Table 9.2.3
These are based on experiments, in France, with three
Pantographs raised simultaneously with an approximate
separation of 15.2 m and at a speed of about 100 km/h. The
figures are applicable to simple polygonal OHE comprising of 65
mm2 Cadmium Copper Catenary and 107 mm2 Hard Drawn
Grooved Copper Contact wire with 1000 kgf tension in each
conductor.
Table 9.2.3
Span Push up (Uplift) Push up(Uplift)
(With Three Pantograph (With single Pantograph
raised Condition at raised condition at
100 kmph) 140 kmph)
(metres) (mm) (mm)
72 260 121.3
67.5 235 109.7
63 210 98.0
58.5 190 88.7
54 170 79.3
49.5 150 70.0
45 130 60.7
40.5 115 53.7
36 100 46.7
31.5 87 40.6
27 76 35.5
Note: Formula used for calculation of Push up has been given at
Annexure-G.
[67]
9.2.4 OSCILLATION
It is defined as the maximum vertical displacement of the
Contact wire or the conductors of Overhead Equipment, due to
dynamic action of Pantograph. The amount of oscillation
depends on the span and has to be determined for the particular
system of overhead equipment and mechanical pressure of the
Pantograph. The maximum oscillation of Contact wire of the
simple regulated OHE under conditions similar to Para 9.2.3
above is as below:
Table 9.2.4
Span Oscillation
(With three Pantograph in
raised condition at 100 kmph)
(metres) ( mm)
72 120
67.5 108
63 98
58.5 88
54 80
49.5 74
45 67
40.5 60
36 56
31.5 52
27 50
9.2.5 CONSTRUCTION CLEARANCES
The clearances to a structure must include provision for the
following:
a) The Electrical clearances between the earthed portion of the
structure & overhead equipment and between the live parts
of the equipment & Pantograph.
b) The Electrical clearance between the live parts of the
overhead equipment and the kinematic load gauge.
c) The up lift of the live overhead equipment and Pantograph
when the two area in contact, taking into account the
design of the equipment and the speed of traffic.
d) Lateral movement (sway) of the Pantograph.
e) The construction depth of the live parts of the Overhead
Equipment.
( i.e. the axial distance between the axis of Catenary wire
and Contact wire of overhead equipment)
[68]
f) The tolerances in installation and maintenance of Overhead
Equipment.
g) Tolerances in installation and maintenance of the track
alignment, height and cross level.
h) The effects of horizontal and vertical curvature, including super
elevation.
i) The kinematic load gauge for the line concerned.
9.3 The basic electrical clearances (vertical or lateral) required
are classified into two categories:-
9.3.1 NORMAL CLEARANCE
a) Long term clearance
Long term clearance is defined as the minimum distance
required between the live parts of the Overhead Equipment
(under any permissible conditions of maintenance and when not
subject to uplift from a Pantograph) and a structure or the
earthed parts of the overhead equipment. This clearance is
essentially a long time one.
b) Short time clearance
Short time clearance is defined as the minimum distance
required between live parts of the Overhead Equipment and any
earthed material or Rail vehicle etc. or between the Pantograph
and any earthed material under any permissible conditions of
operation and maintenance of vehicles, track and overhead
equipment. This clearance is essentially a short time or transient
clearance.
9.3.2 The minimum electrical clearances, prescribed in Chapter –
V A of the Schedule of Dimensions – 2004 (1676 mm Gauge),
are as under:
Minimum vertical distance between any live bare conductor
(Overhead Equipment or Pantograph) and any earthed structure
or other bodies (Rolling stock, Over Bridges, Signal Gantries
etc.)
i) when the conductor is at rest 250 mm
(long time clearance)
ii) when the conductor is not at rest 200 mm
(short time clearance)
Minimum lateral distance between any live bare conductor
(Overhead Equipment or Pantograph) and any earthed structure
or other bodies (Rolling stock, Over Bridges, Signal Gantries
etc.)
[69]
i) when the conductor is at rest 250 mm
(long time clearance)
ii) when the conductor is not at rest 200 mm
(short time clearance)
9.3.3 When it is necessary to provide above mentioned minimum
clearances, axial distance between Catenary and Contact wire
may be reduced to a minimum of 150 mm, including allowance
for sag in the Contact wire between supports, if any. Any
additional clearance available under the overline structure
above the minimum value required, should be used to increase
the reduced electrical clearance nearer to the normal value, in
preference to making any change in the configuration of
overhead equipment, uplift or tolerances.
The minimum clearance for Return conductor to any part
which is earthed or likely to be earthed is 150 mm under static
condition and 80 mm under dynamic condition.
Minimum clearance between Return conductor and live part
of overhead equipment is 400 mm under the worst conditions.
In a 2 X 25 kV AC System, there is a 180 degree phase
difference between parts common to the energised Negative
Feeder and parts common to the energised Overhead
Equipment System. The minimum clearance between these
elements shall be as stipulated in Table 3 of EN-50119:2009,
which is 540 mm, under static condition or 300 mm, in worst
case under dynamic conditions.
The minimum working clearance between the earthed part
of the installation where men may work and nearest live part
of any conductor (Overhead Equipment, Return Conductor,
Anti-creep, Feeder etc.) is 2000 mm.
Where the minimum working clearances are not available,
an earthed protective screen shall be provided to avoid danger
to personnel.
9.4 HEAD ROOM
Head room is defined as the clear vertical distance between
the top of the Rail level and the bottom most point of any over
line structure/tunnel over the track structure.
9.5 OHE PROFILE UNDER OVER LINE STRUCTURES - DESIGN
CONSIDERATIONS
9.5.1 REGULATED OHE
The following basic details must be finalised before
the clearance studies are undertaken:
i) Maximum height of Over-Dimensional Consignment
(ODC)which would move on the section.
ii) Maximum permissible speed.
[70]
iii) Type of OHE to be provided - whether regulated or un-
regulated.
9.5.2 Over-Dimensional consignment (ODC)
Over-dimensional Consignments are classified in three
classes.
A Class - Loads having a gross clearance of 230 mm (9")
and above from the fixed structures all-round
but infringe the standard moving dimension.
B Class - Load having a gross clearance of 150 mm (6")
and above but less than 230 mm (9") from fixed
structures.
C Class - Loads having gross clearance of less than 150
mm (6") but more than 80mm (3") from fixed
structures.
The class of over-dimensional consignment to be
moved in the section is finalised in consultation with the
operating department of the Railway. With the data
available, the minimum height of the Contact wire is
determined on the basis of minimum electrical clearance
required between the contact wire and the ODC.
If the maximum height of ODC is X metre then the
minimum height of Contact wire required is equal to X +
Vertical oscillation of Contact wire + track maintenance
allowance + short time clearance for movement of Rolling
Stock at unrestricted speed. In this case the sum of the last
two terms should be equal to or more than the long time
clearance. If the sum is less than long time clearance then
only long time clearance in place of last two terms shall be
considered.
It may be pointed out here that the above height is
the minimum height of Contact wire at mid-span. To arrive
at the height of Contact wire at the supports, sag of the
Contact wire at mid-span shall be added to the above
height.
The sag of Contact wire would depend upon the span
in case of regulated OHE. In the case of un-regulated
Overhead Equipment, it would also depend on the equivalent
span, temperature and span under the over-line structure.
9.5.3 After deciding :
(a) the height of the contact wire and
(b) the type of arrangements to be employed for a particular
over-line structure, a check is to be made regarding the
following:
i) Any level crossing within 500 m from the overline structure
on either side.
[71]
ii) Any turnout or crossover in the immediate vicinity of the
Overline Structure.
The toe of the turnout/crossover shall be at least 50 m
away from the face of overline structure.
9.6 Salient Points of Field Checking
9.6.1 If there is any level crossing in the vicinity, a check is
to be made to ensure that after grading of the Contact wire,
the minimum height of the Contact wire of 7.520 m above
Rail level is available at the level crossing. If the level
crossing is very close to the overline structure, the Contact
wire height may have to be maintained higher at the Bridge
i.e. more than the minimum obtained based on the size of
the over-dimensional consignment, in order to get the
required height of contact wire at the level crossing.
9.6.2 In case there is a Turnout or Crossover existing in the
vicinity of overline structure, a check has to be made with
the Sectioning Diagram to see whether turnout/crossover is
to be equipped with a Section Insulator or not. If a Section
Insulator is a must at the particular location as per
Sectioning Diagram, then, necessary allowance for
accommodating the Section Insulator, by way of required
minimum axial distance between the catenary and contact
wire at the Section Insulator location i.e. 450 mm becomes
necessary.
In the case of Turnouts/Crossovers, the Section
Insulator shall remain outside the swept zone of the
Pantograph on adjacent tracks, also.
9.6.3 In spans, equipped with Section Insulator, the rise of
Catenary is steeper than in normal span. The rise of
catenary shall be correctly calculated and the clearance
available to the overline structure specifically verified.
Normally, the Section Insulator shall not be located under an
over-line structure.
9.6.4 In case where the clearances are limited, possibility of
shifting the Section Insulator to adjacent spans can also be
examined. In doing so, care shall be exercised to see that
the Section Insulator is located within the fouling mark so
that effective lengths of the loop under power block is not
reduced.
9.6.5 Structures carrying two Cantilever Assemblies (one for
Cross over and the other for the main line) the
encumbrances for the two overhead equipments shall be so
selected that adequate physical clearance for easy erection
of the overhead equipment as well as their subsequent
movement under temperature variation is also available.
[72]
9.6.6 Having determined the Contact wire height after
taking into consideration the various aspects mentioned
above, the following technical aspects are to be taken into
consideration in determining the minimum head room of the
overline structure that will satisfy all the requirements:
i) Shortest permissible Dropper.
ii) Push up and oscillation of the overhead equipment
incidental to the passage of Pantographs.
iii) Rise in Catenary wire due to non-centrality of the span
under the overline structure.
9.7 Design Considerations
9.7.1 To have a good flexible overhead equipment, it is
necessary that the Dropper is of sufficient length to permit free
movement of the conductors due to oscillations created by
passage of Pantograph. As far as possible normal length of
droppers shall be used. The special arrangement of Dropper as
shown in RDSO's Drawing No. ETI/OHE/P/1400 (Revision – C) &
ETI/OHE/P/1410 may be followed in exceptional cases, when it
is unavoidable.
9.7.2 Pantographs travelling at speeds Push up the contact wire.
Figures for the Push up of the overhead equipment for various
spans have been given in Table 9.2.3.
9.7.3 It is also necessary to take into account an additional factor
termed as "oscillation". This is the maximum downward
movement of the contact wire under the oscillations set up by
the Pantograph passage.
9.7.4 While finalising the Layout Plans, efforts shall be made to
have an overhead equipment span centrally located with
respect to the overline structure so that the lowest point of the
catenary coincides with the center line of the overline structure.
In practice, it may not be possible to achieve this always in
which case the spans shall be suitably located under the
overline structures. In each case, allowance shall be made for
the rise of Catenary during the clearance study.
As per Para 9 of ACTM Volume II Part II, preferred values
of reduced encumbrance for erection of Overhead Equipment
under Overline Structure are geven in the following Table:
[73]
Table 9.7.4
Span under Recommended Largest
Overline encumbrance for Permissible
Structure Span under Adjacent span
Overline
Structure
metre metre metre

63.0 0.9 67.5
58.5 0.9 67.5
54.0 0.75 67.5#
49.5 0.6 63.0
45.0 0.6 63.0
40.5 0.5 58.5
36.0 0.4 54.0*
31.5 0.4 49.5
27.0 0.3 45.0
Note
(i) # Applicable where the encumbrance can not be increased to
1.40 metre in a single span from the value given in coloumn
(2). The normal Encumbrance of 1.40 metre should be
provided in subsequent spans. In such cases the encumbrance
may be adjusted in such a way that the lowest portion of the
Catenary does not fall between first dropper and support.
(ii) * On main track, the lenghth of two consecutive spans shall
not normally differ by more than 18 metre.
(iii) The above values are applicable only to regulated OHE with 10
cm normal presage of Contac wire.
(iv)Special droppers may be required in spans under and adjacent
to over-line structures.
9.7.5 The following aspects may be considered while preparing the

clearance study:
(i) The maximum height of Electrical locomotive (with
Pantograph locked down condition), Diesel locomotive,
Electric Multiple Unit (EMU) (under Pantograph locked down
condition), Electric Main Line Multiple Unit (MEMU) (under
Pantograph locked down condition) as well as Diesel Multiple
Unit (DMU) required to run in the Section.
(ii) The maximum height of Carriage/Wagon required to run in the
Section.
9.7.6 The height of Rolling Stock under consideration for
running of Double Stack Container & Three Tier Auto Car is
7100 mm. It is also the height prescribed in the Schedule of
Dimensions of DFCCIL as well as for DFC Feeder routes.
[74]
9.8 Derivation of height of Contact wire for High rise OHE
The Schedule of Dimensions for the Western Corridor
of Dedicated Freight Corridor has been approved by the
Railway Board vide letter No. 2011/CEDO/SD/17 /0 dated
21.01.2013.
Para 14.1.2 of the (SOD of DFCC) at Page 51 states
that the minimum height of Contact wire from Rail level to
the Underside of live Conductor Under Bridge, in tunnels, in
the open, at level Crossing and in Running Sheds is 7470
mm.
Considering the extra vertical clearance of 13 mm
required for Kinetic Gauge; to accommodate the differences
of Cross level of track, difference of Suspension Spring on
one side and lateral shifting of Spring of wagon body as well
as extra vertical clearance required on curve(112 mm); the
height of the Contact wire, for high rise OHE (Refer to
APPENDIX-II of SSOD of DFC (at Page 53), comes to 7.57 at
support and 7.52 at mid Span with 50 mm presage of OHE
(for 54 metres Span).
The working sheet for derivation of height of Contact
wire is as under:-
Sl. Height
No. Description from
Rail
level
(mm)
(i) Vertical Height of Permitted Maximum Moving 7100
Dimension(MMD)
(ii) Extra Clearance Required for Kinetic Gauge due 13
to difference of Cross level of track, difference of
Suspension spring on one side and lateral
shifting of Wagan body.
(iii) Extra Clearance Required at Curve (Following 112
IRSOD-2004 )
(iv) Kinetic load Guage [(i)+(ii)+(iii)] 7225
(v) Vertical Oscillation of Contact Wire (Span:54 57
metres)
(vi) Short time vertical clearance between Kinetic 200
Load Guage and Contact wire.
(vii) Track Maintenance Allowance 20
(viii) Minimum Height of Contact wire at mid span 7502
[(iv)+(v)+(vi)+(vii)]
Round of to 7510
(ix) Erection tolerance 10
(x) Sub Total [(viii)+(ix)] 7520
Sl. Height
[75]
No. Description from
Rail
level
(mm)
(xi) Pre sag of Contact wire at mid span 50
(50 mm for 54 metres Span)
(xii) Heihgt of Contact wire at support [(viii)+(ix)] 7570
9.9 In Principle Clearance study with Single Pantograph under
restricted condition or restricted clearance under overline
structure for guidance
[Assume: Span: 54 metres, Encumbrance: (Figures
0.9 metres & Bridge Width: 30metres] in mm)
Height of Rolling Stock 7100.00
Short time clearance (Dynamic clearance) 0200.00
(When the Conductor is not at rest)
Oscillation 0080.00
(For Span 54 metres)
Track maintenance 0020.00
Height of the bottom of Contact Wire at 7400.00
mid span (From Rail level)
Half the Diameter of Contact Wire 0006.12
(107 mm2)
Distance between Catenary & Contact wire 0196.50
(With minimum Dropper of length 150 mm)
Half the Diameter of Catenary wire 0005.25
Rise of Catenary Wire at the edge of Bridge 0162.00
(for Span 54 metres, Bridge width 30 metres
and Encumbrance 0.9 metres) (Annexure – H)
Height of top portion of Catenary Wire 7769.87
(from Rail level)
Rounded off to 7770
Push up of OHE at 140 kmph 80
(For span 54 meters)
Short time clearance (Dynamic clearance) 200
Required Height of the heavy Over Line 8050
Structure
[76]
9.10 (a) The sample clearance study has been prepared
assuming the height of Rolling stock as 7100 mm.
(b) By suitably choosing the speed potential, at which the
train has to pass under the Overline Structure, “Push up/
Oscillation‟ of Overhead Equipment shall be suitably
selected thereby further arri vi n g at the height of Contact
Wire as well as head room.
Annexure - H shows the illustrative formula for
calculating the Push up with various combination of number
of Pantograph used in a train, tension in Contact wire, speed
of locomotive (or EMU/MEMU) and span.
No definite formula could be traced out for
calculation of “Oscillation of Contact wire‟. Table from
‘Design Manual for Electric Traction’ (Volume -4) (Page 45),
issued by M/s RITES, is an illustration of “Oscillation of
Contact Wire‟ of different Span. It is with three Pantographs
in raised condition.
(c) Item (4) (a) of Appendix A to Chapter V-A of
Schedule of Dimensions - 2004 (Page 38) gives an
illustration to calculate the minimum height of Contact Wire
for running a Rollong Stock of particular height.
If the Sum of “Vertical oscillations‟ of the
Contact Wire and Dynamic clearance between Rolling
Stock & Contact Wire is less than Static Clearance (250
mm), then Static Clearance shall be considered.
If the sum of “Allowance for Push up‟ and
Dynamic clearance between Catenary & Over line Structure
is less than Static clearance, then Static clearance (250 mm)
shall be considered.
Allowance for track maintenance may be reduced
to zero (as against 20 mm) by providing “Permanent
Bench Mark” to indicate the level of the track to be
maintained. [Refer Note (ii) of item (1) of chapter V-A of
Schedule of Dimensions - 2004 (Page 27)]
Thus, the minimum height of the Contact Wire
further reduces to 7.38 metre from Rail level under an
Overline Structure, where alteration to the Overline
Structure involves abnormally high cost.
(d) In special case “Short Dropper” Confirming to
RDSO Drawing No. ETI/OHE/P/1400 (Revision - C) and
ETI/OHE/P/1410 or the latest drawing may be adopted.
Thus, the height of Droppers, under Overline Structure
shall reduce.
(e) In case of unregulated OHE „Sag of Contact wire at highest
temperature‟ may also be considered to derive the
[77]
height of Contact wire under Overline Structure.
9.11 In case of 25 kV AC Traction, following guidelines shall be
followed:
(a) If Static clearance of 320 mm between Overhead
Traction Equipment (OHE or Contact wire as the case may
be) and Over line Structure is available, no speed
restriction is required.
(b) If Static clearance of 270 mm (200 mm Dynamic
Clearance + 50 mm Push up +20 mm allowance for track
maintenance) is available, then Push up shall be restricted
to 50 mm by either imposing suitable speed restriction or
providing shorter Span length.
(c) If Static clearance of 250 mm (200 mm Dynamic Clearance
+ 50 mm Push up) is available, then Push up shall be
restricted to 50 mm by either imposing suitable speed
restriction or providing shorter span length.
Also a permanent Bench mark shall be provided to
indicate the level of track to be maintained.
(d) If Static clearance is less than 250 mm, it is suggested to
lower the track, to get the clearance of 250 mm.
9.12 (a) The extra vertical clearance in case of curves shall be worked
out as under (Reference: Appendix – II of SSOD of DFC at
Page 53):
Extra Vertical = Width (mm) as per MMD X Super elevation
Clearance (mm) Dynamic Gauge(mm) (mm)
Where:-
Width of Maximum Moving Dimension = 1188 mm
upto Contact wire
Dynamic Gauge of Broad Gauge = 1750 mm
Super Elevation (expressed in mm)
Required Extra Vertical Clearances = 1188 X Superelevation
1750
= 0.68 X Superelevation
of Curve
The maximum permissible superelevation of Indian Railways
track (as per Schedule of Dimensions – 2004) is 165 mm.
Thus maximum required extra vertical clearances = 0.68 X
165 mm
= 112 mm
This extra vertical clearance would be with respect to inner
Rail of the curve.
[78]
EXTRA VERTICAL CLEARENCES ON CURVES FOR HIGH RISE OHE
Degree of Radius Maximum Cant Super Extra

Curvature of Permissible Difficiency Elevation Vertical
Curve Speed Clearances
Upto
Contact
wire
D R VS C SSE VC
1 1750 140 100 54 64
1.5 1167 140 100 130 96
2 875 130 100 164 111
3 583 106 100 165 112
4 438 92 100 165 112
5 350 83 100 165 112
6 292 75 100 165 112
7 250 70 100 165 112
8 219 65 100 165 112
9 194 62 100 165 112
10 175 58 100 165 112
b) Wherever there is a Structure between tracks, the extra

clearance to be provided must be according to columns 6 to
11 of Annexure-G.
c) In the Table of Annexure-G, the maximum permissible speed
and corresponding super-elevation are indicated and the
required lateral clearances based on these super-elevations
have been given.
9.13 Notes for Extra Clearance on Curves
Extra clearances on Platforms may be derived from Chapter
II (Station Yards) of IRSOD - 2004 (Page No. 11-12).
9.14 Allowance to be made for Curve
9.14.1 The additional clearance to be given on the inside of a curve
must include the effect of curvature, the lean due to super
elevation and an allowance for any additional sway of the
Vehicle over that already provided for in the clearance on
straight track.
9.14.2 The additional clearance to be given on the outside of a
curve must allow for the effect of curvature.
9.14.3 Additional sway or lurch due to curve can be considered as
fully counteracted by the inward lean of the vehicle due to
super elevation.
[79]
9.15 Allowance for Curvature
(Refer: Appendix of IRSOD - 2004, Page 33 to 35)
The allowance for Curvature for a vehicle 24000 mm
long (clearance of 17000 mm between Bogie centres) shall
be calculated as under:
At the centre of Vehicle:
V = 17.00X17.00X1000 = 36125 mm
8R R
At the end of Vehicle:
Vo =
24.00 x 24.00 x 1000 - 36125 = 35875
8R R R
Where, R = Radius of the Curve (in metres).
9.16 Allowance for Super-elevation
The lean due to super elevation at any point at height ‘h' above
Rail level is given by :
L= h x S Where, S = Super elevation and
g g = Gauge of the Track.
9.17 Allowance for additional Sway on Curves
The provision for additional Lurch and Sway on inside of a
curve, has been adopted, namely one-fourth of the lean due to
super-elevation.
9.18 The total additional clearance to be provided is :
(i) On Inside of a Curve -
V + 5 L Where, L = lean (in millimeters)
4
(ii) On the Outside of a Curve - Vo
9.19 Platforms
For Platforms, the total additional clearance to be provided is:
(i) On inside of a curve -
V + 5L - 51 mm Where, L = lean (in millimeters)
4
(ii) On the outside of a curve –
Vo - 25 mm
9.20 Clearance from adjacent Structure (Inside of a curve)
For obtaining the figures, given in Columns 6 to 9 (in
Annexure- E), at page 113, formula (i) of Para 9.19 above has
been used.
[80]
9.21 Clearance from adjacent Structures (Outside of a curve)
For Column 10 of Annexure – G at page 134, Formula (ii) of
Para 9.19 above has been used.
9.22 Extra clearance between Adjacent Tracks
The worst case will be when the end of a Bogie carriage on the
inner track is opposite the centre of a similar carriage on the
outer track. Nothing is allowed for super-elevation, it being
assumed that both tracks will be inclined by the same amount.
Though there are cases where a different super-elevation is
provided on each track, the distance allowed between centres
of tracks gives a sufficient margin of safety to permit for this
being omitted from consideration.
The formula used for Column 11 is :
V + Vo + 2L
4
And, as the height adopted for the value of ‘h’ in
calculating ‘L’ is 5500 mm, the above, therefore, reduces to (V
+ Vo+ S).
9.23 Extra clearances for the speeds specified above are shown in
the Annexure-G.
[81]
CHAPTER -10
TESTING
&
COMMISSIONING
CHAPTER – 10
TESTING & COMMISSIONING

10.0 TEST PLAN
To validate the OHE, it is proposed to carryout measurement and
testing as under:
10.1 DIMENSIONAL CHECKING
SED(Structure Erection Drawing) checking of Overhead
Equipment is done in static condition, to verify various OHE
parameters viz Implantation, Dimensions of Cantilever, Contact Wire
height at Support & at mid span, Stagger at Support & at mid Span
etc. The measurement is done using either Tower Wagon or Special
Gauge, placed on Rail level.
At Crossover and Turnouts the height and stagger of Main line
OHE as well as of Crossover/turnout OHE, track separation and
various other related parameters shall have to be recorded.
Location of Short Neutral Section & Section Insulator Assembly
shall require Special monitoring.
One of the 8 Wheeler Tower Car shall be fitted with high rise
Pantograph and this 8 Wheeler Tower Car ( fitted with high rise
Pantograph) shall be used for Tower Wagon Checking purpose in
high rise OHE Section.
A high rise Pantograph shall have to be fitted in the NETRA
Car. It shall be commissioned with the system to measure/record the
various parameters of high rise Overhead Equipment.
10.2 STATUTORY REQUIREMENTS FOR ENERGISATION OF OHE
These include various Notifications, Certificates and Clearances
from concerned Departments and Insulation Resistance of OHE and
other Equipments as mentioned in ACTM for Standard Overhead
Equipment.
10.2 The following limits/tolerances in Structure Erection Drawing (SED)
and Tower wagon checking shall be followed in Railway Electrification
Project/Traction Distribution System at field level:-
Sl.No. Item Limits/Tolerances
(i) Register Arm Tube 150-200 mm at Push off
Projection locations.
For Pull off locations, it shall
project over Contact Wire
Plane.
(ii) Bracket Tube 150-200 mm
Projection
(iii) Dip between Register 200-250 mm on Tangent
Arm Tube & Steady Track.
Arm (BFB Steady Arm).
250 - 320 mm on Curves.
[82]
(BFB Steady Arm &
Bend Tubular Steady Arm)
Sl.No. Item Limits/Tolerances
(iv) Encumbrance ± 50 mm
(v) Length of ‘A’ Dropper ±5 mm
(1st Dropper from
Support)
(vi) Spacing of ‘A’ ±30 mm
Dropper
(1st Dropper from
Support)
(vii) Length of Other ±5 mm
Droppers
(viii) Spacing of Other ±50 mm
Droppers
(ix) Stagger of Catenary ±30 mm
Wire
(x) Height of Catenary ±50 mm
Wire
(xi) Stagger of Contact ±10 mm
Wire
(xii) Position of It shall be in vertical plane.
Compensation Plate
(xiii) Difference between 50 mm (minimum)
mainline Contact wire
and the Crossover
Contact Wire at
Support.
10.3 CURRENT COLLECTION USING OLIVIR G PLUS EQUIPMENT

Current collection test is the test to assess the quality of
current collection and the locations of heavy sparks between the
Traction Overhead Equipment (Contact wire) and the Pantograph of
the Electric locomotive. It is being done by using ‘OLIVIR G PLUS’
system, incorporating the latest technological advancement in Digital
Video processing and amalgated with Global Positioning System for
automatic identification of sparks and their locations.
This Equipment shall be used to record and assess the visual
current collection performance of OHE on actual trial run of a
locomotive. The results are recorded in a continuous video recording
and hot spots determined, based on the intensity of the sparks.
10.4 ON LINE PARAMETER MEASUREMENT USING NETRA RECORDING
CAR
For condition monitoring of OHE under live line and to facilitate
directed maintenance of electrification, a ‘Network of Testing and
Recording Apparatus ( NETRA) Car’, developed by RDSO, is actively
[83]
in service for scanning OHE in Railway. Following parameters are
being recorded by the NETRA Car:
(i) Height of Contact wire
(ii) Stagger of Contact wire
(iii) Contact Wire Gradient (Manually calculated)
(iv) Speed
(v) Structure Identification
(vi) Presence of Turnouts.
The result shall be in the form of exceedance reports of all the
above parameters.
It also calculates percentage contact loss parameters, as
desired, to assess the current collection performance.
---X---
[84]
[85]
ANNEXURE-A
DESIGN OF OHE MAST

DESIGN OF MAST FOR HIGH RISE OHE ON TANGENT TRACK
A.1 BASIC DATA
Location : Normal Location without
Return Conductor and
Earth Wire
Weight of OHE : 1.6 kg/m
Weight of Bracket Assembly : 60 kg
Weight of man : 60 kg
Tension in each Conductor : 1000 kgf
Diameter of Catenary Wire : 10.50 mm
Diameter of Contact Wire : 12.24 mm
Span : 54 metres
Basic wind Speed : 47 metre/second
Wind pressure : 155 kgf/m2
Unit Weight of B-200 Mast : 48.904 kg/m
Length of Mast : 11.40 metres
A.2 ASSUMPTION
For Example the Basic wind Speed has been taken as 47
metre / second following IS: 875 (Part 3) - 1987 (Reaffirmed 1997),
for showing sample Calculation.
Basic Wind speed (Vb)= 47 m/sec
Design Wind Speed (Vz)= k1*k2*k3*Vb
[Refer 5.3 of IS: 875 (Part 3)-1987]
Where-
Vz=Design wind speed at Height Z (metre/second)
K1=Probability Factor = 1.07
[Table-1 of IS 875: (Part 3)-1987]
K2 =Terrain,Height and Structure Size Factor = 1.0
[Table-1 of IS 875 (Part 3)-1987]
K3 =Topography Factor = 1.0
[Clause 5.3.3 of IS: 875 (Part 3)-1987]
Putting these values we get,
Vz = K1* K2* K3* Vb = 1.07*1*1*47
= 50.29 m/sec = 181 kmph
Pz = Design Wind Pressure (N/m2) at height Z
Pz = 0.6Vz2 = 0.6(50.29)2 N/m2=1517.4 kg/m2= 154.68=155 Kg/m2
9.81
[86]
dc = Diametre of Catenary Wire (Metre)
= 10.50 mm = 0.0105 m
de = Diametre of Contact Wire (Metre)
= 12.24 mm = 0.01224 m
l = Length of Mast above Foundation (mm)
= 11400 -1350 = 10050 mm
Mb = Width of Mast facing the track (metre)
= 200 mm = 0.200 m (For B-200 Mast or ISMC – 200 Channel)
Therefore,
l = 10050 = 50.25
Mb 200
Cf = Force Coefficient with Reduction Factor corresponding to
l = 50.25 x 2 = 100.50 [The value of l is double as per sub clause (i)
Mb Mb
of (a) ofCclause 6. 3.3.2 of IS:875 (Part 3)-
1987) (Reaffirmed 1997)]
Cf = Force Coefficient with Reduction Factor
= 1.9 x 1.0 = 1.90 [Taking force coefficient as per Clause 6.3.3.2
(b) and Table – 26]
Ml = Length of Mast above top of Foundation

= 11.4-1.35= 10.05 m
Wm =Wind Load on Mast
X-X Axis = Parallel to Track
Y-Y Axis = Perpendicular to Track
A.3 CALCULATION
A.3.1 Wind Load on Catenary Wire
wc =Wind load on unit length of Catenary Wire (kg)
=0.75 x1 x dc x Pz
Wc = Total Wind load on Catenary Wire (Kg) = 1.05*wc*Span
(Including 5% Wind load on Dropper)
Wc = Wind Load on Catenary Wire=1.05 x0.75x 1x0.0105 x155x54
= 70 kg
A 3.2 Wind Load on Contact Wire
we = Wind load on unit length of Contact Wire (kg)
= 0.75 x1 x de x Pz
We = Total wind load on Contact Wire (Kg) = 1.05*we*Span
(including 5% Wind load on Dropper)
We =Wind Load on Contact wire =1.05 x0.75x1x0.01224x155 x54
= 81 kg.
[87]
A.3.3 Wind Load on Mast
Wm = Wind load on Mast (kg)(Wm) = Cf * Mb *Pz* Ml
(Wind blowing perpendicular)
=1.90 x 0.200 x155 x 10.05 = 593 kg
Vertical load (P)
P =Weight of OHE+½ Weight of Bracket Assembly+Weight of man
Where:-
Unit weight of OHE = 1.6 Kg/metre
Weight of OHE = 1.6 x 54 = 87 kg
Weight of Bracket Assembly = 60 kg
Weight of man = 60 kg
P= 87 + 60 + 60 = 177 kg.
2
A.3.4 Lever Arm length for = Half width of Mast perpendicular
Vertical Load P to Track +Implantation+ Track
Slewing
= 0.15+2.8+0.1=3.05 m
A.3.5 Axial load on Mast (W)
W = Length of Mast * Unit weight of Mast + ½ Weight of Bracket
+ Vertical Load
Where:-
Length of Mast = 11.40 m
Unit weight of Mast = 48.904 kg/m [For B-200 Mast ]
Weight of Bracket = 60 kg
Vertical Load = 177 kg
Axial Load = 11.40*48.904 + 60 + 177 = 765 kg
2
A.4 RADIAL TENSION
Radial Tension in Catenary Wire on Tangent Track = 0
Radial Tension in Contact Wire on Tangent Track (RT)
RT = [ (x-y) + (z-y)] * T
L L
Where:
RT= Radial Tension in Contact Wire on Tangent Track (Kg)
x=y=z= Stagger of Contact Wire at three consecutive location
= 0.15 m [+ ve Stagger (150 mm) in Push off position and
-ve Stagger (150 mm) in Pull off position of Contact
wire]
L= Span (metre) = 54 metres
T= Tension in Contact Wire = 1000 kg
[88]
Putting these values in the Formula, we get
RT = [{(0.15)-(-0.15)} + {(0.15) - (-0.15)}]*1000
54 54
= 12 kg
A.5 CALCULATION OF BENDING MOMENT
Wind Blowing Perpendicular to Track
Sl. Bending Load Lever Bending Remarks

No. Moment Arm moment
due to (kg) (m) (kg xm)
(i) Wind Load on 70 9.47 663 Bending
Catenary Wire moment Parallel
(ii). Wind Load on 81 8.07 654 to track (Myy)
Contact Wire i.e approx. 5%
(iii) Radial Pull in 12 8.07 97 Mxx = 247 Kg-
Contact Wire metre
(iv) Vertical load 177 3.05 540
(v) Wind Load on 593 10.05 2980
mast 2
Total Bending Moment (Mxx) 4934
(M xx is taken as parallel to Track)
(All moments are clockwise)
A-6 FOR CHECKING THE SAFETY OF FABRICATED MAST

We take the Moment of Inertia of the Structure along the
X-X Axis (Parallel to the Track) and Y-Y Axis (Perpendicular to the
Track).
Here,
Ixx = 9568.00 cm4
Iyy = 3638.00 cm4
[Refer : Page 44 of M/s RITES Design Manual for Electric
Traction ,Volume III]
The least of the two are considered for further calculation of
Slenderness Ratio of Mast
A = Sectional Area of B-200 Mast (cm2)
= 2x Cross Sectional Area of Single Channel
= 2 x 28.21 = 56.42 cm2
[ Refer: Table II of SP : 6 (1) -1964, Published by
Indian Standard Institution (Page 6)]
Formula,
ry=  Iyy
A
ry = Least Radius of Gyration (cm)
Putting the value, we get
[89]
ry=  3638.00 = 8.03 cm = 0.0803 m
56.42
A.7 EFFECTIVE LENGTH OF COMPRESSION MEMBERS
(Clause 5.2 of IS:800-1984)
A 7.1 General
The Slenderness Ratio of a Strut shall be calculated as the Ratio
of the Effective length (l), to the appropriate Radius of Gyration
(ryy).
The effective length (l) shall be derived from the actual length.
The actual length of the Strut shall be taken as the length
from the centre to centre of inter-sections with supporting
members, or cantilevered length in the case of free- standing
Struts.
A 7.2 Effective Length
Where accurate frame analysis is not done, the effective length
of Compression Members in a given plane may be determined by
the procedure given in Appendix-C of IS: 800-1984.
However, in most cases the effective length, in the given
plane, assessed on the basis of Table 5.2 of IS: 800-1984.
Effective length as given in Table 5.2 of IS: 800- 1984 may also
be adopted where columns directly form part of structure.
Hence, Moment of Inertia of combined Section about Y-Y
Axis = Iyy = 3638.00 cm4 would be adequate.
[Least of Ixx & Iyy is 2446.60cm4.]
We know that,
λ = l/ry
λ = Slenderness Ratio
(Clause 3.7.1 of IS: 800-1984)
l = Effective length=11.40-1.35=10.05 metres
(As per Table 5.2 of IS: 800– 1984)
ry = Least Radius of Gyration= 0.0803 m
Putting these values, We get
λ= 10.05 = 125.16 = Slenderness Ratio
0.0803
A .8 PERMISSIBLE AXIAL COMPRESSIVE STRESS (σac)
The Slenderness Ratio (λ) is 125.16 in our case.
We get the Permissible Stress of Steel through Table 5.1 of
IS : 800-1984.
This comes to 60.39 MPa which is equivalent to 616 Kg/cm 2. It
has been obtained through Interpolation Method.
[90]
The working sheet as under:
Permissible Stress for λ1 =120 is 64 MPa
Permissible Stress for λ 2=130 is 57 MPa
Difference in value of λ- λ1= (125.16 -120) = 5.16
Difference in value of λ2- λ1= (130-120) = 10
σac = 64- (64-57)x 5.16
10
= 60.39 MPa
= 616 kg/cm2 [1MPa= 10.2 Kg/cm2]
A .9 PERMISSIBLE BENDING STRESS IN COMPRESSION (σbcx)
For Bending Stress calculations (in Compression ) , we get
Effective Length as 0.85 times the Projecting length, following
guidelines at Page 77 of IS : 800- 1984.
Formula,
λ =l
ry
λ = Slenderness ratio
(Clause 3.7.1 of IS: 800-1984)
l = Effective length = 0.85x 10.05 = 8.54 m
[As per 6.6.3 (a) of IS: 800– 1984]
Putting these values, we get
λ = 0.85x 10.05 [From Para A.6 ry= 0.0803 metre]
0.0803
= 106.38
The Slenderness Ratio (λ) is 106.38 in our case.
We get the Permissible Stress of Steel through Table 5.1 of
IS : 800-1984.
This comes to 74.90 MPa which is equivalent to 764 Kg/cm 2.
It has been obtained through Interpolation Method.
The working sheet is as under
Permissible Stress for (λ3 ) =100 is 80 MPa
Permissible Stress for (λ 4 ) =110 is 72 MPa
Difference in value of (λ4- λ3)= (106.38 -100) = 6.38
Difference in value of (λ5 – λ4)= (110-100) = 10
σbcx = 80 – ( 80-72) x 6.38 = 74.90 MPa = 764 kg/cm2
10 [1MPa= 10.2 Kg/cm 2 ]
A.10 ACTUAL AXIAL STRESS (σaccal)

Axial Stress in Compression, (σac) = Σ V/A
Where :
σac cal = Actual Stress
[91]
Σ V = Axial Load on Mast = 765 Kg [From Para A.3.4]
A = Area of Cross Section of Mast
= 56.42 cm2
[Refer: Table II of SP : 6 (1) -1964, Published by Indian
Standard Institution (Page 6)]
σaccal = 765 = 13.56 kg/cm2

56.42
A.11 ACTUAL BENDING STRESS IN COMPRESSION (σbcxcal)
σbcxcal = Mxx
Zxx
[Clause No. 3.5.4.2 Page -43 of M/s RITES Design
Manual for Electric Traction, Volume-III. For σbcxcal
and Zxx]
Where:
σbcxcal = Actual Bending Stress in Compression about X-X
Axis
Mxx = Bending Moment Perpendicular to track
= 4934 kg-m = 4934 x100 Kg-cm [ From Para A.5]
Zxx = Sectional Modulus of Mast about X-X axis = 637.90 cm3
σbcxcal= 4934 x 100 = 774 kg/cm2
637.90
σbcycal = Myy
Zyy
[Clause No. 3.5.4.2 (Page – 43) M/s RITES Design
Manual for Electric Traction Volume-III. For σbcycal and Zyy]
Where:
σbcycal = Actual Bending Stress in Compression about Y-Y Axis
Myy = Bending Moment Parallel to track =247 Kg-m
[From Para A.5]
= 247x100 kg-cm
Zyy = Sectional Modulus of Mast about Y-Y axis
= 364 cm3
σbcycal = 247 x 100 = 68.00 kg/cm2
364
A.12 Ratio of Actual Axial Compressive Stress to Permissible
Axial Compressive Stress
Ratio = σaccal
σac
σaccal = Actual Stress = 13.56 Kg/ cm2
σac = Permissible Stress = 616 Kg/cm2
Ratio = 13.56 = 0.022
616
[92]
A.13 SAFETY CHECK
Having determined the safe and actual permissible Axial
Stress in compression as well as Bending Stress in compression the
safety of the structure is checked in accordance to Clause 7.1.1(a)
of IS : 800 – 1984.
The Ratio σaccal./ σac is less than 0.15.
Thus the following expression is used

(σaccal )+ (σbcxcal)+ (σbcycal ) ≤ 1
σac σbcx σbcy
Putting the Values in above expression
(13.56) + (774.00 ) + (68.00)
616 764 x 1.333 1682 x 1.333 [Clause 3.9.2.1 of
IS: 800 – 1984 directs
to increase the
‘Permissible Stress’ by
33.33% to take care of
stress due to wind]
= 0.022 + 0.760 + 0.030

= 0.812 ≤ 1 [ Clause 7.11 of IS 800-1984]
It is less than 1
Hence, the subject Mast (B-200) is safe, against the Axial load
(Axial stress in compression) as well as Bending moment
(Bending stress in compression), on tangent track.
[93]
ANNEXURE -A
DESIGN OF OHE MAST FOR HIGH RISE OHE ON CURVE TRACK
B.1 BASIC DATA
It is same as shown in Para A.1
B.2 ASSUMPTION It is same as mentioned in Para A.2
B.3 CALCULATIONS
Wind Load on Catenary Wire
Wc = Wind Load on Catenary Wire = 70 kg [From Para A.3.1]
Wind Load on Contact Wire
We =Wind Load on Contact wire = 81 kg. [From Para A.3.2]
Wind Load on Mast
Wm = Wind load on Mast = 593 Kg. [From Para A.3.3]
Vertical load (P)
P =Weight of OHE+½ Weight of Bracket Assembly+Weight of man
= 177 Kg. [From Para A.3.3]
Lever Arm length for Vertical load P = 3.05 m [From Para A.3.4]
Axial Compressive load (W)
W = 765 kg [ From Para A.3.5]
B.4 RADIAL PULL

Formula,
Rp= LT/R
Where :-
L = Span (metre) = 54 metres
T= Tension (Kg) = Tension in Catenary & Contract Wires
= 1000 Kg
R= Radius of Curve (metre) = 1400 metres
Putting these values in the Formula, we get
(i) Radial Pull on Catenary Wire (Rpc) = 54x1000 = 39.00 Kg
1400
(ii) Radial Pull On Contact Wire (Rpe) = 54x1000 = 39.00 Kg
1400
[94]
B.5 CALCULATION OF BENDING MOMENT
Wind blowing Perpendicular to Track
Sl. Description Load Lever Bending Remarks
No. Arm moment
(kg) (m) (kg xm)

(i) Wind Load on 70.00 9.47 663
Catenary Wire
(ii) Radial Pull on 39.00 9.47 370 Bending
Catenary Wire Moment
(iii) Wind Load on 81.00 8.07 654 Parallel to
Contact Wire track i.e
(iv) Radial Pull on 39.00 8.07 315 approx.5%
Contact Wire of Mxx
(v) Vertical load 177.00 3.05 540 = 277 kg-m
(vi) Wind Load on 593.00 10.05 2980
Mast 2
Total Bending Moment (Mxx) 5522
(MXX is taken as Parallel to Track)
B.6 FOR CHECKING THE SAFETY OF FABRICATED MAST ON

CURVE
We take the Moment of Inertia of the Structure along the with
X-X Axis (Parallel to the track) and Y-Y Axis (Perpendicular to the
track).
Here,
Ixx = 9568.00 cm4
Iyy = 3638.60 cm4
[Refer : Page 44 of M/s RITES Design Manual for Electric
The least of the two are considered for further calculation of
Slenderness Ratio of Mast
A = Sectional Area (cm2)
= 2x Cross Sectional; Area of Single Channel
= 2 x 28.21 = 56.42 cm2
Formula,
ry=  Iyy
A
ry = Least Radius of gyration (cm)
Putting the value, we get
ry=  3638 = 8.03 cm = 0.0803 m
56.42
[95]
B.7 PERMISSIBLE AXIAL COMPRESSIVE STRESS [From Para A.8 ]
Effective Length of Compression Member in Axial
(As per Table 5.2 of IS : 800 – 1984)
l= Effective length in axial
= 10.05 metres
Slenderness Ratio for Compression in axial
λ = 10.05 =125.16
0.0803
σac =60.39 MPa = 616 Kg/cm2 [1MPa = 10.2 Kg/cm2]
B.8 PERMISSIBLE BENDING STRESS In COMPRESSION

[Along X-X Axis]
[From Para A.9]
Effective Length of Compression Member in Bending
[ Clause 6.6.3 (a) of IS: 800- 1984]
l = Effective length in Bending [Clause 6.6.3 (a) of IS: 800-
1984]
= 0.85 x 10.05 metres
Slenderness Ratio for Compression is obtained as follows:
λ = l = 0.85 x 10.05 [ From Para A.6 ry =0.0708]
ry 0.0803
= 106.38
σbcx =74.90 MPa = 764 Kg/cm2 [1MPa = 10.2 Kg/cm2]
B.9 PERMISSIBLE BENDING STRESS IN COMPRESSION

[Along Y-Y Axis]
[From Para A.9]
σbcy = 165 MPa = 1682 Kg/cm2 [1MPa = 10.2 Kg/cm2]
[Refer :Page 44 of M/s RITES
Design Manual for Electric
B.10 ACTUAL AXIAL COMPRESSIVE STRESS (σac cal)
Axial Stress in Compression, (σac cal) = Σ V / A
Where :
σac cal = Actual Stress
Σ V = Axial Load on Mast = 765 Kg [ From Para A.3]
A = Area of Cross Section of Mast
= 56.42 cm2
σac cal =765 = 13.56 kg/cm2
56.42
[96]
B.11 ACTUAL BENDING STRESS IN COMPRESSION ( σbcx cal )
(Along X-X Axis)
σbcx cal = Mxx
Zxx
[Clause No. 3.5.4.2 at Page - 43 of M/s RITES Design Manual
for Electric Traction, Volume-III - For σbcxcal and Zxx]
Where:
σbcx cal = Actual Bending Stress in Compression about X-X
Axis
Mxx = Bending Moment Perpendicular to track
= 5522 kg-m = 5522 x100 Kg-cm [ From Para B.2]
Zxx = Sectional Modulus of Mast about X-X axis = 548.70 cm3
σbcxcal= 5522 x 100 = 866 kg/cm2

637.90
B.12 ACTUAL BENDING STRESS IN COMPRESSION ( σbcycal )
(Along Y-Y Axis)
σbcy cal = Myy
Zyy
[Clause No. 3.5.4.2 (Page – 43) M/s RITES Design
Manual for Electric Traction Volume-III - For σbcy cal and
Zyy]
Where:
σbcy cal = Actual Bending Stress in Compression about Y-Y Axis
Myy = Bending Moment Parallel to track = 270 Kg-m
[From Para B.2]
= 277x100 kg-cm
Zyy = Sectional Modulus of Mast about Y-Y axis
= 364 cm3
σbcy cal = 277 x 100 = 76.00 kg/cm2
364
B.13 RATIO OF ACTUAL AXIAL COMPRESSIVE STRESS TO PERMISSIBLE
AXIAL COMPRESSIVE STRESS
Ratio = σacCal
σac
σaccal = Actual Stress = 13.56 Kg/ cm2 [From Para B.10]
σac = Permissible Stress = 616 Kg/cm2

Ratio = 13.56 = 0.022
616
[97]
B.14 SAFETY CHECK
The Ratio σaccal. is less than 0.15.
Hence, as per Clause 7.1.1(a) of IS : 800 – 1984 members
subjected to Axial Compression and Bending shall have to satisfy
the following expression:
(σaccal )+ (σbcx cal )+ (σbcy cal ) < 1
σac σbcx σbcy
Putting the Values in above expression

(13.56) + (866.00 ) + (76.00)
616 764x1.333 1682 x 1.333 [Clause 3.9.2.1 of
IS: 800 – 1984 directs
to increase the
‘Permissible Stress’ by
33.33% to take care of
stress due to wind]
= 0.022 + 0.850+ 0.033

= 0.905 < 1 [Clause 7.11 of IS 800-1984]
It is less than 1
Hence, the subject Mast (B-200) is safe, against the Axial load
(Axial load in compression) as well as Bending moment (Bending
stress in compression) on Curved track.
[98]
[99]
C.0 Calculation of Deflection of Mast of High Rise OHE
C.1 Deflection of the Top of Mast Due to Horizontal Load RT (d1)

d1= RT H13 x( 3Ml – 1)
6 EI H1
Where-
d1= Deflection of Top of Mast due to Horizontal Load (cm)
RT = Horizontal force due to Permanent load i.e. Radial
tension on Contact Wire (kg).
H1 = Distance from top of Foundation upto Horizontal Force
= 8.07 metres = 807 cms.
E = Modulus of Elasticity of Steel = 2.1X 106 kg/cm2
Ixx = Moment of Inertia of B-200 Mast along X-X Axis (i.e. Parallel to
the track)
= 9568.00 cm4
Ml = Length of Mast from the top of Foundation
= 10.05 metres = 1005 cms
Putting the values in the above Formulas, we get

d1= 12 x 8073 x (3 x1005 – 1)
6
6 x2.1x 10 x 9568.0 807
= 0.144 cm
Deflection at the Top of the Mast due to Vertical Load ‘ R1’ (d2)
d2 = R1 x [ {h13 (3 x Ml) – 1} - h23 {((3 x Ml) – 1}]
6xEI h1 h2
R = P x di
D
Where-
d2=Deflection at the Top of the Mast due to vertical Load (cm)
R1 = Horizontal Load (Kg)
E =Modulus of Elasticity =2.1x106 kg/cm2
I= Moment of Inertia of B-200 Mast (cm4) = 9568.0 cm4
[100]
h1= Height of Stay Arm Fitting From Top of Foundation =9.77 m
Ml = Length of Mast (metre) = 10.05 m
h2=Height of Bracket Fitting from Top of Foundation = 7.77 m.
P = Vertical Load
di = Implantation
D = Distance between Stay Arm Fitting & Bracket Fitting
R1 = 177 x 3.05
1.9
= 285 kg
d2= 285 x [(977)3 {(3 x 1005 )-1}] -
6x 2.1 x 106 x 9568.0 977
[(7773 {(3x 1005) – 1}]
777
= 1.367 cm
dm = d1 + d2 = 0.144 + 1.367
= 1.511 cm < 8.0 cm.
Hence, the Mast is safe to the deflection caused by horizontal &
vertical Load.
C.2 DEFLECTION AT CONTACT WIRE LEVEL
(Permissible deflection is 8 cm)
C.2.1 Deflection of the Contact wire level due to Wind load on Catenary
Wire
d3 = [ WcHe3 (3Hc – 1)
6EI He
Where-
d3 = Deflection at the Contact Wire level due to Wind Load on
Catenary Wire
Wc = Wind Load on Catenary Wire
He = Height of Contact Wire from the Top of Foundation
E = Modulus of Elasticity =2.1x106 kg/cm2
I = Moment of Inertia (cm4)
Hc = Height of Catenary Wire from the Top of Foundation
d3 = 70 x 8073 x (3 x 947 - 1)
6
6 x 2.1 x 10 x 9568.0 807
= 0.769 cm
C.2.1 Deflection at the Contact Wire level due to Wind Load on
Contact Wire
d4= WeHe3
3EI
Where-
d4 =Deflection at the Contact Wire level due to Wind Load on
Contact Wire
[101]
We =Wind Force on Contact Wire
He = Height of Contact Wire from the Top of Foundation
I = Moment of Inertia (cm4)
d4 = 81 x 8073
3 x 2.1 x 106 x 9568.0
= 0.706 cm
C.2.3 Deflection at Contact Wire level due to wind load on Mast
d5 = WmHe2 (6Ml2 – 4MlHe + He2)

24EI
Where-
d5 = Deflection at Contact Wire level due to Wind Load on Mast (cm)
Wm = Wind Load on Mast = 561 (Kg)
Ml = Height of Mast from the Top of Foundation (metre) = 10.05 m
I = Moment of Inertia of B-200 Mast = 9568.00 cm4
He = Height of Contact Wire from the Top of Foundation = 8.07 m
d5 = 59 x 8072 (6 x 10052– 4 x 1005 x 807 +8072)

24 x 2.1 x 106 x 9568.0
= 2.76
de = d3 + d4 + d5
= 0.769+0.706+2.76
= 4.235 < 8 cm
Hence, B-200 Mast is safe against the deflection at Contact Wire
level, due to Wind load on Catenary wire and Contact wire as well
as Wind load on Mast.
[102]
EMBEDDED LENGTH CALCULATION
D.1 For B -150/ K -150 Mast

(For lowest Size of OHE, Mast, in consideration)
By Bond Stress Method
The minimum length of Mast to be grouted is arrived
(Clause B 2.3 and Table 21 of IS 456-2000)
For grouting we take M-20 grade concrete with
(1:1.5:3 composition)
Average Bond Stress for M 20 Concrete = 8.0 kg/ cm 2
Add 33% for Wind for Pressure =2.67 kg/ cm2
Total Bond Pressure =10.67 kg/ cm2
Bending Moment at top of foundation (M) = 3000 kg-m
=3000 x 100 Kg-cm
Depth of Channel of B-150 Mast =15.0 cm
Flange Width of Channel of B-150 Mast = 7.5 cm

Thickness of Channel of B-150 Mast = 0.90 cm
Resisting Force due to Bond Stress

= Maximum Bending Moment at the top of Foundation
Depth of Channel-Flange Thickness
= 3000x 100 = 21277 kg
(15.0-0.90)
Resisting Force due to Bond

= 4 (Flange Width + Flange Thickness) x Average Bond Stress
= 4 x (7.5+0.90) x 10.673 x Le
= 361.54 Le
Therefore Embedded Length :
Le = 21277 = 59 cm
361.54
Hence, the minimum Embedded length 1.35 metre of B-150
Mast is safe.
[103]
EMBEDDED LENGTH CALCULATION
D.2 For B -250/K -250 Mast

(For highest Size of OHE Mast in consideration)
By Bond Stress Method
The minimum length of Mast to be grouted is arrived
(Clause B 2.3 and Table 21 of IS 456-2000)
For grouting we take M-20 grade concrete with
(1:1.5:3 composition)
Average Bond Stress for M 20 Concrete = 8.0 kg/ cm 2
Add 33% for Wind for Pressure =2.67 kg/ cm2
Total Bond Pressure =10.67 kg/ cm2
Bending Moment at top of foundation (M)= 10500 kg-m
(OHE Foundation designed for
highest Bending Moment )
=10500x 100 Kg-cm
Depth of Channel of B-250 Mast = 25.00 cm

Flange Width of Channel of B-250 Mast = 8.0 cm
Thickness of channel of B-250 Mast = 1.41 cm
Resisting Force at the face of Flange due to Bending Moment

= Maximum Bending Moment at the top of Foundation
Depth of Channel-Flange Thickness
= 10500 x 100 = 44510 kg
(25.0-1.41)
Resisting Force due to Bond Stress:
= 4 (Flange Width + Flange Thickness) x Average Bond Stress
= 4 x (8.0+1.41) x 10.76 x Le
= 405.00 Le
Therefore, Embedded Length
Le = 44510 = 110 cm
405.00
Hence, the minimum Embedded length 1.35 metre of B-250
Mast is safe.
Conclusion
Minimum Embedded Length of 1.35 metres for all Masts viz
B-150, B-175, B-200, B-225 & B-250 is sufficient and safe.
[104]
RESEARCH DESIGNS AND STANDARDS ORGANISATION
(TRACTION INSTALLATION DIRECTORATE)
ANNEXURE-B
EMPLOYMENT SCHEDULE FOR OUTSIDE CURVE (FOR MAST 11.4 m, WIND PRESSURE 178 kgf/sq.m) FOR HIGH RISE OHE ONLY
B-200 B-225 B-250

Type of Mast K-200 K-225 K-250
Versin
Max.
Radius e
span Normal ACC ACA OLC OLA OLI Normal ACC ACA OLC OLA OLI Normal ACC ACA OLC OLA OLI
(m) (Max.)
(m)
(mm)
REV.DEF(mm) 30 - - - - - - 30 30 - - - - - - 30 30 30
54 ∞ 0
FBM. CODE 161 - - - - - - 168 270 - - - - - - 185 495 185
REV.DEF(mm) 30 - - - - - - 30 30 - - - - - - 30 30 30
49.5 ∞/2500 125
FBM. CODE 161 - - - - - - 168 270 - - - - - - 185 495 185
REV.DEF(mm) 30 - - - - - - 30 30 - - - - - 30 30 30
49.5 2500/1600 195
FBM. CODE 161 - - - - - - 173 270 - - - - - - 185 495 185
REV.DEF(mm) 30 - - - - - - 30 30 - - - - - - 30 30 30
49.5 1600/1150 265
FBM. CODE 161 - - - - - - 173 275 - - - - - - 185 495 185
REV.DEF(mm) 30 - - - - - - 30 30 - - - - - - 30 30 30
45 1150/850 300
FBM. CODE 161 - - - - - - 173 275 - - - - - - 185 495 185
REV.DEF(mm) 30 - - - - - - 30 30 - - - - - - 30 30 30
40.5 850/700 295
FBM. CODE 161 - - - - - - 173 275 - - - - - - 185 495 185
REV.DEF(mm) 30 - - - - - - 30 30 - - - - - - 30 30 30
40.5 700/550 375
FBM. CODE 161 - - - - - - 173 275 - - - - - - 185 495 185
REV.DEF(mm) - - - - - - 30 30 30 - - - - - - 30 30 30
36 550/400 405
FBM. CODE - - - - - - 168 173 275 - - - - - - 193 499 193
REV.DEF(mm) - - - - - - 30 30 30 - - - - - - 30 30 30
31.5 400/300 415
FBM. CODE - - - - - - 173 173 275 - - - - - - 193 499 193
REV.DEF(mm) - - - - - - 30 30 30 - - - - - - 30 30 30
27 300/200 455
FBM. CODE - - - - - - 173 178 275 - - - - - - 199 499 193
Reference: RDSO Drawing No. TI/DRG/CIV/ES/00001/13/0 (SHEET-1)
Note: (i) Reverse deflection is positive when away from track and negative when towards it.
(ii) This Employment Schedule is suitable for implantation up to 4.85 metre from the centre line of nearest track.
[105]
ANNEXURE-B
EMPLOYMENT SCHEDULE FOR INSIDE CURVE (FOR MAST 11.4 m, WIND PRESSURE 178 kgf/sq.m) FOR HIGH RISE OHE ONLY
B-200 B-225 B-250

Max. Radius Versine
span (m) (Max.) Normal ACC ACA OLC OLA OLI Normal ACC ACA OLC OLA OLI Normal ACC ACA OLC OLA OLI
(m) (mm)
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - - - - - - 0 -30

49.5 ∞/2500 125
FBM. CODE 154 - 265 - - - - 178 - 173 - - - - - - 495 185
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - - - - - - 0 -30
49.5 2500/1600 195
FBM. CODE 154 - 265 - - - - 178 - 173 - - - - - - 495 185
REV.DEF(mm) 0 - -30 - - - - -30 - -30 - - - - - - 0 -30
49.5 1600/1150 265
FBM. CODE 154 - 265 - - - - 178 - 178 - - - - - - 495 185
REV.DEF(mm) 0 - -30 - - - - -30 - -30 - - - - - - 0 -30
45 1150/850 300
FBM. CODE 154 - 265 - - - - 178 - 178 - - - - - - 495 193
REV.DEF(mm) 0 - -30 - - - - -30 - - - - - - - -30 0 -30
40.5 850/700 295
FBM. CODE 154 - 265 - - - - 178 - - - - - - - 185 495 193
REV.DEF(mm) 0 - -30 - - - - -30 - - - - - - - -30 0 -30
40.5 700/550 375
FBM. CODE 154 - 265 - - - - 178 - - - - - - - 185 495 193
REV.DEF(mm) 0 - -30 - - - - -30 - - - - - - - -30 0 -30
36 550/400 405
FBM. CODE 147 - 265 - - - - 178 - - - - - - - 185 495 193
REV.DEF(mm) 0 - -30 - - - - -30 - - - - - - - -30 0 -30
31.5 400/300 415
FBM. CODE 147 - 265 - - - - 178 - - - - - - - 185 495 193
REV.DEF(mm) 0 - -30 - - - - -30 - - - - - - - -30 0 -30
27 300/200 455
FBM. CODE 147 - 265 - - - - 178 - - - - - - - 193 495 193
[106]
ANNEXURE-B
EMPLOYMENT SCHEDULE FOR INSIDE CURVE (FOR MAST 11.4 m, WIND PRESSURE 155 kgf/sq.m) FOR HIGH RISE OHE ONLY.
B-200 B-225 B-250

Max. Versine
Radius
span (Max.) Normal ACC ACA OLC OLA OLI Normal ACC ACA OLC OLA OLI Normal ACC ACA OLC OLA OLI
(m)
(m) (mm)
REV.DEF(mm) 0 - 0 - - - - 0 - 0 - 0 - - - - 0 -
54 ∞/2500 145
FBM. CODE 154 - 260 - - - - 173 - 173 - 173 - - - - 489 -
REV.DEF(mm) 0 - 0 - - - - 0 - 0 - -30 - - - - 0 -
54 2500/1400 260
FBM. CODE 154 - 260 - - - - 173 - 173 - 178 - - - - 489 -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - -30 - - - - 0 -
49.5 1400/1150 265
FBM. CODE 154 - 260 - - - - 173 - 173 - 178 - - - - 489 -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - -30 - - - - 0 -
45 1150/850 300
FBM. CODE 147 - 260 - - - - 173 - 173 - 178 - - - - 489 -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - -30 - - - - 0 -
45 850/700 360
FBM. CODE 147 - 260 - - - - 173 - 173 - 178 - - - - 489 -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - -30 - - - - 0 -
40.5 700/550 375
FBM. CODE 147 - 260 - - - - 173 - 178 - 178 - - - - 489 -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - - - - - - 0 -30
36 550/400 405
FBM. CODE 147 - 260 - - - - 173 - 178 - - - - - - 489 185
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - - - - - - 0 -30
31.5 400/300 415
FBM. CODE 147 - 260 - - - - 173 - 178 - - - - - - 489 185
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - - - - - - 0 -30
27 300/200 455
FBM. CODE 147 - 260 - - - - 173 - 178 - - - - - - 489 185
[107]
ANNEXURE-B
EMPLOYMENT SCHEDULE FOR OUTSIDE CURVE (FOR MAST 11.4 m, WIND PRESSURE 155 kgf/sq.m) FOR HIGH RISE OHE ONLY.
B-200 B-225 B-250

Max. Versine
Radius
(m)
(m) mm
REV.DEF(mm) 30 30 30 - - - - - - 30 - 30 - - - - 30 -
54 ∞ 0
FBM. CODE 154 154 260 - - - - - - 178 - 173 - - - - 489 -
REV.DEF(mm) 30 30 30 - - - - - - 30 - 30 - - - - 30 -
54 ∞/2500 145
FBM. CODE 154 154 260 - - - - - - 178 - 178 - - - - 489 -
REV.DEF(mm) 30 30 30 - - - - - - 30 - 30 - - - - 30 -
54 2500/1400 260
FBM. CODE 154 161 260 - - - - - - 178 - 178 - - - - 489 -
REV.DEF(mm) 30 30 - - - - - - 30 30 - 30 - - - - 30 -
49.5 1400/1150 265
FBM. CODE 154 161 - - - - - - 265 178 - 178 - - - - 489 -
REV.DEF(mm) 30 30 - - - - - - 30 30 - 30 - - - - 30 -
45 1150/850 300
FBM. CODE 161 161 - - - - - - 265 178 - 178 - - - - 489 -
REV.DEF(mm) 30 30 - - - - - - 30 30 - 30 - - - - 30 -
45 850/700 360
FBM. CODE 161 161 - - - - - - 270 178 - 178 - - - - 489 -
REV.DEF(mm) 30 30 - - - - - - 30 - - - - - - 30 30 30
40.5 700/550 375
FBM. CODE 161 161 - - - - - - 270 - - - - - - 185 489 185
REV.DEF(mm) 30 - - - - - - 30 30 - - - - - - 30 30 30
36 550/400 405
FBM. CODE 161 - - - - - - 168 275 - - - - - - 185 489 185
REV.DEF(mm) 30 - - - - - - 30 30 - - - - - - 30 30 30
31.5 400/300 415
FBM. CODE 161 - - - - - - 168 275 - - - - - - 185 495 185
REV.DEF(mm) - - - - - - 30 30 30 - - - - - - 30 30 30
27 300/200 455
FBM. CODE - - - - - - 168 168 275 - - - - - - 185 499 185
[108]
ANNEXURE-B
B-200 B-225 B-250

Max. Versine
Radius
(m)
(m) (mm)
REV.DEF(mm) 30 30 30 - - - - - - 30 30 30 - - - - - -
58.5 ∞ 0
FBM. CODE 147 154 260 - - - - - - 173 474 173 - - - - - -
REV.DEF(mm) 30 30 30 - - - - - - 30 30 30 - - - - - -
54 ∞/2500 145
FBM. CODE 147 154 260 - - - - - - 173 474 173 - - - - - -
REV.DEF(mm) 30 30 - - - - - - 30 30 30 30 - - - - - -
54 2500/1600 230
FBM. CODE 154 154 - - - - - - 265 173 474 173 - - - - - -
REV.DEF(mm) 30 30 - - - - - - 30 30 30 30 - - - - - -
54 1600/1150 320
FBM. CODE 154 154 - - - - - - 265 173 474 173 - - - - - -
REV.DEF(mm) 30 30 - - - - - - 30 30 30 30 - - - - - -
49.5 1150/850 360
FBM. CODE 154 154 - - - - - - 265 173 474 173 - - - - - -
REV.DEF(mm) 30 30 - - - - - - 30 30 30 30 - - - - - -
45 850/700 360
FBM. CODE 154 154 - - - - - - 270 173 474 173 - - - - - -
REV.DEF(mm) 30 30 - - - - - - 30 30 30 30 - - - - - -
40.5 700/550 375
FBM. CODE 154 154 - - - - - - 270 173 474 173 - - - - - -
REV.DEF(mm) 30 30 - - - - - - 30 30 - 30 - - - - 30 -
36 550/400 405
FBM. CODE 154 161 - - - - - - 275 178 - 173 - - - - 489 -
REV.DEF(mm) 30 30 - - - - - - 30 30 - 30 - - - - 30 -
31.5 400/300 415
FBM. CODE 154 161 - - - - - - 275 178 - 173 - - - - 489 -
REV.DEF(mm) 30 30 - - - - - - 30 - - 30 - - - 30 30 -
27 300/200 455
FBM. CODE 161 161 - - - - - - 275 - - 178 - - - 185 489 -
[109]
ANNEXURE-B
B-200 B-225 B-250

Type of Mast
K-200 K-225 K-250
Max. Versine
Radius
(m)
(m) (mm)
REV.DEF(mm) 0 - 0 - - - - -30 - 0 0 -30 - - - - - -
54 ∞/2500 145
FBM. CODE 147 - 254 - - - - 168 - 168 474 173 - - - - - -
REV.DEF(mm) 0 - 0 - - - - -30 - 0 0 -30 - - - - - -
54 2500/1600 230
FBM. CODE 147 - 254 - - - - 168 - 168 474 173 - - - - - -
REV.DEF(mm) 0 - 0 - - - - -30 - 0 0 -30 - - - - - -
54 1600/1150 320
FBM. CODE 147 - 254 - - - - 168 - 168 474 173 - - - - - -
REV.DEF(mm) 0 - 0 - - - - -30 - 0 0 -30 - - - - - -
49.5 1150/850 360
FBM. CODE 147 - 254 - - - - 168 - 168 474 173 - - - - - -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 0 -30 - - - - - -
45 850/700 360
FBM. CODE 147 - 254 - - - - 168 - 168 474 173 - - - - - -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 0 -30 - - - - - -
40.5 700/550 375
FBM. CODE 147 - 260 - - - - 168 - 173 474 173 - - - - - -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - -30 - - - - 0 -
36 550/400 405
FBM. CODE 147 - 260 - - - - 173 - 173 - 173 - - - - 489 -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - -30 - - - - 0 -
31.5 400/300 415
FBM. CODE 147 - 260 - - - - 173 - 173 - 173 - - - - 489 -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - -30 - - - - 0 -
27 300/200 455
FBM. CODE 147 - 260 - - - - 173 - 178 - 173 - - - - 489 -
[110]
ANNEXURE-B
B-175 B-200 B-225

Type of Mast
K-175 K-200 K-225
Max. Versine
Radius
(m)
(m) (mm)
REV.DEF(mm) 30 - - - - - - 30 30 30 - 30 - 0 - - 30 -
67.5 ∞ 0
FBM. CODE 135 - - - - - - 147 245 161 - 161 - 168 - - 463 -
REV.DEF(mm) 30 - - - - - - 30 30 30 - 30 - 0 - - 30 -
63 ∞/2500 200
FBM. CODE 135 - - - - - - 147 250 161 - 161 - 168 - - 463 -
REV.DEF(mm) 30 - - - - - - 30 30 30 - 30 - 0 - - 30 -
63 2500/1400 355
FBM. CODE 140 - - - - - - 154 254 161 - 161 - 168 - - 463 -
REV.DEF(mm) 30 - - - - - - 30 30 30 - 30 - 0 - - 30 -
58.5 1400/1150 375
FBM. CODE 140 - - - - - - 154 254 161 - 161 - 168 - - 463 -
REV.DEF(mm) - - - - - - 30 30 30 30 - 30 - -30 - - 30 -
54 1150/850 430
FBM. CODE - - - - - - 147 154 254 161 - 161 - 168 - - 463 -
REV.DEF(mm) - - - - - - 30 30 30 30 - 30 - -30 - - 30 -
49.5 850/700 440
FBM. CODE - - - - - - 147 154 254 161 - 161 - 168 - - 463 -
REV.DEF(mm) - - - - - - 30 30 30 30 - 30 - -30 - - 30 -
45 700/550 460
FBM. CODE - - - - - - 147 154 254 161 - 161 - 173 - - 463 -
REV.DEF(mm) - - - - - - 30 30 30 - - - - -30 - 30 30 30
40.5 550/400 515
FBM. CODE - - - - - - 154 154 254 - - - - 173 - 168 474 168
REV.DEF(mm) - - - - - - 30 30 - - - - - -30 30 30 30 30
36 400/300 540
FBM. CODE - - - - - - 154 154 - - - - - 173 265 168 474 168
REV.DEF(mm) - - - - - - 30 30 - - - - - - 30 30 30 30
27 300/200 455
FBM. CODE - - - - - - 154 154 - - - - - - 265 168 474 168
note: (i) Reverse deflection is positive when away from track and negative when towards it.
[111]
ANNEXURE-B
B-175 B-200 B-225
Max. Versine
Radius
(m)
(m) (mm)
REV.DEF(mm) 0 - 0 - - - - -30 - 0 - 0 - - - - 0 -
63 ∞/2500 200
FBM. CODE 135 - 240 - - - - 154 - 161 - 161 - - - - 463 -
REV.DEF(mm) 0 - 0 - - - - -30 - 0 - 0 - - - - 0 -
63 2500/1400 355
FBM. CODE 135 - 240 - - - - 154 - 161 - 161 - - - - 463 -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - -30 - - - - 0 -
58.5 1400/1150 375
FBM. CODE 135 - 240 - - - - 154 - 161 - 161 - - - - 463 -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - -30 - - - - 0 -
54 1150/850 430
FBM. CODE 135 - 240 - - - - 154 - 161 - 161 - - - - 463 -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - -30 - - - - 0 -
49.5 850/700 440
FBM. CODE 135 - 240 - - - - 154 - 161 - 161 - - - - 463 -
REV.DEF(mm) 0 - 0 - - - - -30 - -30 - -30 - - - - 0 -
45 700/550 460
FBM. CODE 135 - 240 - - - - 154 - 161 - 161 - - - - 463 -
REV.DEF(mm) 0 - 0 - - - - -30 - - - - - - - -30 0 -30
40.5 550/400 515
FBM. CODE 135 - 240 - - - - 154 - - - - - - - 168 474 168
REV.DEF(mm) 0 - 0 - - - - -30 - - - - - - - -30 0 -30
36 400/300 540
FBM. CODE 135 - 240 - - - - 154 - - - - - - - 168 474 168
REV.DEF(mm) 0 - 0 - - - - -30 - - - - - - - -30 0 -30
27 300/200 455
FBM. CODE 135 - 240 - - - - 154 - - - - - - - 168 474 168
[112]
ANNEXURE-B
B-150 B-175 B-200

Max. Versine
Radius
(m)
(m) (mm)
REV.DEF(mm) 0 - - - - - - -30 0 - - - - - - -30 0 -30
63 ∞/2500 200
FBM. CODE 125 - - - - - - 140 234 - - - - - - 147 447 147
REV.DEF(mm) 0 - - - - - - -30 0 - - - - - - -30 0 -30
58.5 2500/1400 305
FBM. CODE 125 - - - - - - 140 234 - - - - - - 147 447 147
REV.DEF(mm) 0 - - - - - - -30 0 - - - - - - -30 0 -30
54 1400/1150 320
FBM. CODE 125 - - - - - - 140 234 - - - - - - 147 455 154
REV.DEF(mm) 0 - - - - - - -30 0 - - - - - - -30 0 -30
49.5 1150/850 360
FBM. CODE 125 - - - - - - 140 234 - - - - - - 147 455 154
REV.DEF(mm) 0 - - - - - - -30 0 - - - - - - -30 0 -30
45 850/700 360
FBM. CODE 125 - - - - - - 140 234 - - - - - - 147 455 154
REV.DEF(mm) 0 - - - - - - -30 0 - - - - - - -30 0 -30
40.5 700/550 375
FBM. CODE 125 - - - - - - 140 234 - - - - - - 147 455 154
REV.DEF(mm) 0 - - - - - - -30 0 - - - - - - -30 0 -30
36 5550/400 405
FBM. CODE 125 - - - - - - 140 234 - - - - - - 147 455 154
REV.DEF(mm) 0 - - - - - - -30 0 - - - - - - -30 0 -30
31.5 400/300 415
FBM. CODE 125 - - - - - - 140 234 - - - - - - 147 455 154
REV.DEF(mm) 0 - - - - - - - 0 - - - - - -30 -30 0 -30
22.5 300/200 320
FBM. CODE 125 - - - - - - - 234 - - - - - 147 147 455 154
[113]
ANNEXURE-B
B-150 B-175 B-200 B-225
Type of Mast
K-150 K-175 K-200 K-225
Max. Versine
Radius
span (Max.) Normal ACC OLI Normal ACC ACA OLC OLA OLI Normal ACC ACA OLC OLA OLI Normal OLA OLI
(m)
(m) (mm)
REV.DEF(mm) 30 - - - 30 30 - - - - - - 30 30 30 - - -
67.5 ∞ 0
FBM. CODE 130 - - - 135 234 - - - - - - 147 455 147 - - -
REV.DEF(mm) 30 - - - 30 30 - - - - - - 30 30 30 - - -
63 ∞/2500 200
FBM. CODE 130 - - - 135 240 - - - - - - 147 455 147 - - -
REV.DEF(mm) 30 - - - 30 30 - - - - - - 30 30 30 - - -
58.5 2500/1400 305
FBM. CODE 130 - - - 135 240 - - - - - - 147 455 147 - - -
REV.DEF(mm) 30 - - - 30 30 - - - - - - 30 30 30 - - -
54 1400/1150 320
FBM. CODE 130 - - - 140 240 - - - - - - 154 455 147 - - -
REV.DEF(mm) - - - 30 30 30 - - - - - - 30 30 30 - - -
49.5 1150/850 360
FBM. CODE - - - 135 140 240 - - - - - - 154 455 147 - - -
REV.DEF(mm) - - - 30 30 - - - - - - 30 30 30 30 - - -
45 850/700 360
FBM. CODE - - - 135 140 - - - - - - 245 154 455 147 - - -
REV.DEF(mm) - - - 30 30 - - - - - - 30 30 30 30 - - -
40.5 700/550 375
FBM. CODE - - - 135 140 - - - - - - 245 154 455 147 - - -
REV.DEF(mm) - - - 30 30 - - - - - - 30 30 - 30 - 30 -
36 550/400 405
FBM. CODE - - - 140 140 - - - - - - 250 154 - 154 - 463 -
REV.DEF(mm) - - - 30 30 - - - - - - 30 30 - 30 - 30 -
31.5 400/300 415
FBM. CODE - - - 140 140 - - - - - - 250 154 - 154 - 463 -
REV.DEF(mm) - - - - - - - - - 30 30 30 30 - 30 - 30 -
22.5 300/200 320
FBM. CODE - - - - - - - - 147 147 250 161 - 154 - 463 -
5)
Note:(i) Reverse deflection is positive when away from track and negative when towards it.
[114]
ANNEXURE-C

CHART SHOWING EQUIVALENT SIZE OF FOUNDATION FOR OHE

STRUCTURE TO SUIT DIFFERENT SOIL AND SITE CONDITIONS
TYPE OF FOUNDATIONS
SIDE BEARING SIDE GRAVITY FOUNDATION
DIRECT LOAD
FOUNDATION
FOUNDATION FOUNDATION ON WBC SOIL

BENDING
MOMENT
(KG-M)
CODE
SOIL BEARING PRESSURE (KG / SQ. M)

(KG)
11000 21500 8000 11000 8000
115 1000 1500 B-01 HB-1 BG-0 BG-01 WBC-20

120 1000 2000 B-0 HB-1 BG-1 BG-0 WBC-21
125 1000 2500 B-1 HB-1 BG-2 BG-1 WBC-22
130 1000 3000 B-2 HB-1 BG-3 BG-2 WBC-24
135 1000 3500 B-4 HB-2 BG-5 BG-3 WBC-25
140 1000 4000 B-4 HB-3 BG-6 BG-4 WBC-25
147 1000 4700 B-5 HB-4 BG-7 BG-6 WBC-27
154 1000 5400 B-6 HB-5 BG-9 BG-6 WBC-28
161 1000 6100 B-7 HB-6 BG-9 BG-7 WBC-29
168 1000 6800 B-8 HB-6 BG-10 BG-9 WBC-29
173 1000 7300 B-9 HB-7 BG-11 BG-9 WBC-30
178 1000 7800 B-10 HB-7 BG-12 BG-10 WBC-31
185 1000 8500 B-10 HB-7 BG-13 BG-11 WBC-32
193 1000 9300 B-11 HB-8 BG-14 BG-12 WBC-33
199 1000 10100 B-11 HB-9 SPL BG-13 WBC-33
220 2000 2000 B-2 HB-1 BG-1 BG-0 WBC-21
225 2000 2500 B-3 HB-2 BG-3 BG-1 WBC-22
234 2000 3400 B-4 HB-3 BG-6 BG-3 WBC-25
240 2000 4000 B-5 HB-4 BG-7 BG-4 WBC-26
245 2000 4500 B-6 HB-5 BG-8 BG-5 WBC-27
250 2000 5000 B-7 HB-6 BG-9 BG-6 WBC-28
254 2000 5400 B-7 HB-6 BG-9 BG-6 WBC-28
260 2000 6000 B-8 HB-6 BG-10 BG-7 WBC-29
265 2000 6500 B-9 HB-6 BG-11 BG-9 WBC-29
270 2000 7000 B-10 HB-9 BG-11 BG-9 WBC-30
275 2000 7500 B-10 HB-9 BG-12 BG-10 WBC-31
425 4000 2500 B-6 HB-4 BG-8 BG-3 WBC-24
430 4000 3000 B-7 HB-5 BG-9 BG-5 WBC-25
440 4000 4000 B-9 HB-7 BG-10 BG-6 WBC-27
447 4000 4700 B-10 HB-7 BG-11 BG-7 WBC-28
455 4000 5500 B-11 HB-8 BG-12 BG-9 WBC-29
463 4000 6300 B-12 HB-9 BG-13 BG-10 WBC-30
474 4000 7400 B-13 HB-11 SPL BG-11 WBC-32
489 4000 8900 SPL SPL SPL BG-13 WBC-33
495 4000 9500 SPL SPL SPL BG-13 WBC-33
499 4000 10500 SPL SPL SPL BG-14 SPL
Reference: RDSO Drawing No. TI/DRG/CIV/FDN/00001/13/0 (Sheet – 1)
[115]
ANNEXURE – C
Type Dimensions Volume Type Dimensions Volume
(Metre) (Cu-m) (Metre) (Cu-m)
A B C H A B C D H
B-01 0.7 0.7 0.6 1.8 0.872 BG-01 1.4 0.8 0.8 0.6 1.6 1.384
B-0 0.8 0.9 0.6 1.8 1.269 BG-0 1.5 0.8 0.8 0.6 1.6 1.448
B-1 0.8 0.9 0.6 1.8 1.269 BG-1 1.7 0.8 0.8 0.6 1.6 1.576
B-2 0.8 0.9 0.6 1.9 1.341 BG-2 1.8 0.8 0.8 0.6 1.6 1.640
B-3 0.8 1.05 0.6 1.9 1.564 BG-3 1.8 1.0 0.8 0.6 1.6 2.050
B-4 0.8 1.2 0.6 1.9 1.788 BG-4 1.9 1.0 0.8 0.6 1.6 2.130
B-5 0.8 1.4 0.6 1.9 2.086 BG-5 2.0 1.0 0.8 0.6 1.6 2.210
B-6 0.8 1.6 0.6 1.9 2.384 BG-6 2.0 1.2 0.8 0.6 1.6 2.652
B-7 0.8 1.8 0.6 1.9 2.682 BG-7 2.0 1.4 0.8 0.6 1.6 3.094
B-8 0.8 2.0 0.6 1.9 2.980 BG-8 2.0 1.5 0.8 0.6 1.6 3.315
B-9 0.8 2.0 0.6 2.0 3.140 BG-9 2.0 1.7 0.8 0.6 1.6 3.757
B-10 0.8 2.1 0.6 2.1 3.465 BG-10 2.0 1.9 0.8 0.6 1.6 4.199
B-11 0.8 2.3 0.6 2.1 3.795 BG-11 2.0 2.1 0.8 0.6 1.6 4.641
B-12 0.8 2.5 0.6 2.1 4.125 BG-12 2.0 2.3 0.8 0.6 1.6 5.083
B-13 0.8 2.7 0.6 2.1 4.445 BG-13 2.0 2.5 0.8 0.6 1.6 5.525
Side Bearing Foundation on Hard Soil BG-14 2.0 2.7 0.8 0.6 1.6 5.967
HB-1 0.7 0.7 0.6 1.5 0.725
HB-2 0.7 0.8 0.6 1.5 0.828
HB-3 0.7 0.8 0.6 1.6 0.884
HB-4 0.7 0.9 0.6 1.6 0.994
HB-5 0.7 1.0 0.6 1.6 1.105
HB-6 0.7 1.2 0.6 1.6 1.326
HB-7 0.7 1.4 0.6 1.6 1.547
HB-8 0.7 1.6 0.6 1.6 1.768
HB-9 0.7 1.6 0.6 1.7 1.880
HB-10 0.7 1.7 0.6 1.7 1.998
HB-11 0.7 1.9 0.6 1.7 2.233
TYPE DIMENSIONS VOLUME

( METRE) (CUBIC METRE)
A1 A2 A3 B1 B2 H1 H2
WBC-20 0.8 1.5 0.6 0.8 1.5 1.2 0.5 1.869
WBC-21 0.9 1.6 0.6 1.0 1.7 1.2 0.5 2.395
WBC-22 0.9 1.6 0.6 1.2 1.9 1.2 0.5 2.762
WBC-23 0.9 1.6 0.6 1.4 2.1 1.2 0.5 3.129
WBC-24 1.0 1.7 0.6 1.4 2.1 1.2 0.5 3.380
WBC-25 1.1 1.8 0.6 1.5 2.2 1.2 0.5 3.847
WBC-26 1.2 1.9 0.6 1.5 2.2 1.2 0.5 4.115
WBC-27 1.2 1.9 0.6 1.7 2.4 1.2 0.5 4.575
WBC-28 1.3 2.0 0.6 1.9 2.6 1.2 0.5 5.364
WBC-29 1.4 2.1 0.6 2.0 2.7 1.2 0.5 5.955
WBC-30 1.5 2.2 0.6 2.0 2.7 1.2 0.5 6.300
WBC-31 1.6 2.3 0.6 2.0 2.7 1.2 0.5 6.645
WBC-32 1.7 2.4 0.6 2.1 2.8 1.2 0.5 7.298
WBC-33 1.8 2.5 0.6 2.3 3.0 1.2 0.5 8.304
Reference: RDSO Drawing No. TI/ DRG/ CIV/FND/00001/13/0 (Sheet – 1)
[116]
ANNEXURE – C
TYPE OF FOUNDATIONS VOLUME
FOUNDATION CODE
(Cu-m)
BENDING MOMENT
PURE GRAVITY TYPE DIMENSIONS

DIRECT LOAD
(METRE)
(KG-M)
(KG)
SOIL BEARING A1 A2 B1 B2 B3 B4
PRESSURE
(KG / SQ. M)
5500 8000 11000
115 1000 1500 NG-24 NG-21 NG-21 NG-21 1.0 0.7 1.6 1.3 0.7 0.6 1.146
120 1000 2000 NG-26 NG-22 NG-22 NG-22 1.0 0.7 2.0 1.7 0.8 0.6 1.380
125 1000 2500 NG-28 NG-23 NG-23 NG-23 1.0 0.7 2.2 1.9 0.95 0.6 1.571
130 1000 3000 NG-29 NG-24 NG-24 NG-24 1.2 0.7 2.2 1.9 0.95 0.6 1.779
135 1000 3500 NG-31 NG-25 NG-25 NG-25 1.3 0.7 2.2 1.9 0.95 0.6 1.884
140 1000 4000 NG-33 NG-26 NG-26 NG-26 1.5 0.8 2.2 1.9 0.95 0.6 2.168
147 1000 4700 NG-35 NG-28 NG-28 NG-27 1.7 0.8 2.2 1.9 0.95 0.6 2.376
154 1000 5400 NG-37 NG-30 NG-30 NG-28 1.8 0.8 2.2 1.9 0.95 0.6 2.556
161 1000 6100 NG-38 NG-31 NG-31 NG-29 2.1 1.0 2.2 1.9 0.95 0.6 2.945
168 1000 6800 SPL NG-31 NG-31 NG-30 2.3 1.1 2.2 1.9 0.95 0.6 3.228
173 1000 7300 SPL NG-32 NG-32 NG-31 2.5 1.3 2.2 1.9 0.95 0.6 3.588
178 1000 7800 SPL NG-33 NG-33 NG-32 2.7 1.5 2.2 1.9 0.95 0.6 3.947
185 1000 8500 SPL NG-34 NG-34 NG-33 2.9 1.7 2.2 1.9 0.95 0.6 4.307
193 1000 9300 SPL NG-36 NG-36 NG-34 3.1 1.9 2.2 1.9 0.95 0.6 4.666
199 1000 10100 SPL NG-37 NG-37 NG-35 3.3 2.1 2.2 1.9 0.95 0.6 5.026
220 2000 2000 NG-28 NG-22 NG-22 NG-36 3.6 2.4 2.2 1.9 0.95 0.6 5.565
225 2000 2500 NG-29 NG-23 NG-22 NG-37 4.0 2.8 2.2 1.9 0.95 0.6 6.284
234 2000 3400 NG-32 NG-25 NG-24 NG-38 4.4 3.2 2.2 1.9 0.95 0.6 7.003
240 2000 4000 NG-34 NG-26 NG-26
245 2000 4500 NG-36 NG-28 NG-28
250 2000 5000 NG-37 NG-29 NG-29
254 2000 5400 NG-37 NG-30 NG-30
260 2000 6000 NG-38 NG-31 NG-31
265 2000 6500 SPL NG-31 NG-31
270 2000 7000 SPL NG-32 NG-32
275 2000 7500 SPL NG-32 NG-32
425 4000 2500 NG-32 NG-24 NG-23
430 4000 3000 NG-33 NG-26 NG-23
440 4000 4000 NG-36 NG-27 NG-26
447 4000 4700 NG-37 NG-29 NG-29
455 4000 5500 NG-38 NG-30 NG-30
463 4000 6300 SPL NG-31 NG-31
474 4000 7400 SPL NG-33 NG-32
489 4000 8900 SPL NG-35 NG-34
495 4000 9500 SPL NG-36 NG-34
499 4000 10500 SPL NG-37 NG-36
[117]
ANNEXURE – C

STRUCTURE TO SUIT IN DRY BLACK COTTON SOIL
TYPE OF NBC FOUNDATIONS

BENDING MOMENT
SOIL BEARING NBC DIMENSIONS

DIRECT LOAD
FOUNDATION
PRESSURE TYPE (METRE)

(KG – M)
VOLUME
(Cu- m)
CODE
(KG)
(KG / SQ. M)
A1 A2 B1 B2 B3 H2 H3
16500 11000
115 1000 1500 101 103 NBC-101 1.1 0.8 1.2 0.8 0.6 0.20 2.50 2.062
120 1000 2000 102 120 NBC-102 1.1 0.8 1.5 0.8 0.6 0.35 2.35 2.211
125 1000 2500 102 121 NBC-103 1.2 0.8 1.6 0.8 0.6 0.40 2.30 2.321
130 1000 3000 104 122 NBC-104 1.3 0.8 1.5 0.9 0.6 0.45 2.25 2.666
135 1000 3500 104 123 NBC-105 1.2 0.8 1.9 1.0 0.6 0.45 2.25 2.873
140 1000 4000 105 124 NBC-106 1.4 0.8 1.9 1.1 0.6 0.40 2.30 3.153
147 1000 4700 106 126 NBC107 1.2 0.8 2.2 1.1 0.6 0.53 2.15 3.267
154 1000 5400 107 127 NBC108 1.3 0.8 2.2 1.2 0.6 0.50 2.20 3.496
161 1000 6100 108 128 NBC109 1.5 0.8 2.2 1.3 0.6 0.45 2.25 3.794
168 1000 6800 109 129 NBC-110 1.8 0.9 2.2 1.3 0.6 0.45 2.25 4.362
173 1000 7300 109 130 NBC-111 1.9 1.1 2.2 1.3 0.6 0.45 2.25 4.761
178 1000 7800 110 131 NBC-112 2.1 1.2 2.2 1.3 0.6 0.45 2.25 5.578
185 1000 8500 110 132 NBC-120 1.5 0.8 1.7 0.8 0.6 0.45 2.25 2.565
193 1000 9300 SPL 132 NBC-121 1.6 0.8 1.8 0.8 0.6 0.50 2.20 2.725
199 1000 10100 SPL 133 NBC-122 1.2 0.8 2.2 0.9 0.6 0.65 2.05 2.971
220 2000 2000 102 120 NBC-123 1.5 0.8 2.2 0.9 0.6 0.65 2.05 3.248
225 2000 2500 102 121 NBC-124 1.7 0.8 2.2 1.0 0.6 0.65 2.10 3.561
234 2000 3400 104 123 NBC-125 1.8 0.8 2.2 1.0 0.6 0.60 2.10 3.648
240 2000 4000 105 124 NBC-126 1.8 0.8 2.2 1.1 0.6 0.60 2.15 3.770
245 2000 4500 105 125 NBC-127 2.1 0.8 2.2 1.1 0.6 0.65 2.05 4.180
250 2000 5000 106 127 NBC-128 2.3 0.8 2.2 1.2 0.6 0.75 1.95 4.729
254 2000 5400 107 127 NBC-129 2.5 0.8 2.2 1.3 0.6 0.85 1.85 5.310
260 2000 6000 108 128 NBC-130 2.7 0.8 2.2 1.3 0.6 0.95 1.75 5.738
265 2000 6500 108 129 NBC-131 3.0 0.8 2.2 1.3 0.6 1.10 1.60 6.446
270 2000 7000 109 130 NBC132 3.4 1.0 2.2 1.3 0.6 1.20 1.50 7.890
275 2000 7500 109 131 NBC-133 3.7 1.1 2.2 1.3 0.6 1.30 1.40 8.921
425 4000 2500 103 123 NBC-134 4.2 1.1 2.2 1.3 0.6 1.55 1.15 10.494
430 4000 3000 104 123
440 4000 4000 105 125
447 4000 4700 106 127
455 4000 5500 107 128
463 4000 6300 108 130
474 4000 7400 109 131
489 4000 8900 125 133
495 4000 9500 127 134
499 4000 10100 127 134
[118]
ANNEXURE – C


(500 MM EXPOSED)
TYPE OF FOUNDATIONS
FOUNDATION CODE
BENDING MOMENT
PURE GRAVITY TYPE DIMENSIONS
VOLUME
(Cu-m)
DIRECT LOAD
( METRE)
(KG- M)
SOIL BEARING A1 A2 B1 B2 B3 B4
(KG)
PRESSURE
(KG / SQ. M)
5500 8000 11000 NG-21 1.0 0.7 1.6 1.3 0.7 0.6 1.118
115 1000 1500 NG-24 NG-22 NG-22 NG-22 1.0 0.7 2.0 1.7 0.8 0.6 1.324
120 1000 2000 NG-26 NG-22 NG-22 NG-23 1.0 0.7 2.2 1.9 0.95 0.6 1.473
125 1000 2500 NG-28 NG-23 NG-23 NG-24 1.2 0.7 2.2 1.9 0.95 0.6 1.681
130 1000 3000 NG-29 NG-26 NG-26 NG-25 1.3 0.7 2.2 1.9 0.95 0.6 1.786
135 1000 3500 NG-31 NG-27 NG-27 NG-26 1.5 0.8 2.2 1.9 0.95 0.6 2.056
140 1000 4000 NG-33 NG-29 NG-29 NG-27 1.7 0.8 2.2 1.9 0.95 0.6 2.264
147 1000 4700 NG-35 NG-30 NG-30 NG-28 1.8 0.9 2.2 1.9 0.95 0.6 2.430
154 1000 5400 NG-37 NG-31 NG-31 NG-29 2.1 1.0 2.2 1.9 0.95 0.6 2.804
161 1000 6100 NG-38 NG-33 NG-33 NG-30 2.3 1.1 2.2 1.9 0.95 0.6 3.074
168 1000 6800 NG-36 NG-34 NG-34 NG-31 2.5 1.3 2.2 1.9 0.95 0.6 3.406
173 1000 7300 NG-37 NG-35 NG-35 NG-32 2.7 1.5 2.2 1.9 0.95 0.6 3.737
178 1000 7800 NG-38 NG-36 NG-36 NG-33 2.9 1.7 2.2 1.9 0.95 0.6 4.069
185 1000 8500 SPL NG-37 NG-37 NG-34 3.1 1.9 2.2 1.9 0.95 0.6 4.400
193 1000 9300 SPL NG-38 NG-38 NG-35 3.3 2.1 2.2 1.9 0.95 0.6 4.732
199 1000 10100 SPL SPL SPL NG-36 3.6 2.4 2.2 1.9 0.95 0.6 5.229
220 2000 2000 NG-28 NG-22 NG-22 NG-37 4.0 2.8 2.2 1.9 0.95 0.6 5.892
225 2000 2500 NG-29 NG-23 NG-23 NG-38 4.4 3.2 2.2 1.9 0.95 0.6 6.555
234 2000 3400 NG-32 NG-25 NG-25
240 2000 4000 NG-34 NG-27 NG-27
245 2000 4500 NG-36 NG-29 NG-29
250 2000 5000 NG-37 NG-30 NG-30
254 2000 5400 NG-37 NG-31 NG-31
260 2000 6000 NG-38 NG-32 NG-32
265 2000 6500 SPL NG-33 NG-33
270 2000 7000 SPL NG-34 NG-34
275 2000 7500 SPL NG-35 NG-35
425 4000 2500 NG-32 NG-24 NG-23
430 4000 3000 NG-33 NG-26 NG-23
440 4000 4000 NG-36 NG-27 NG-26
447 4000 4700 NG-37 NG-29 NG-29
455 4000 5500 NG-38 NG-30 NG-30
463 4000 6300 SPL NG-31 NG-31
474 4000 7400 SPL NG-33 NG-33
489 4000 8500 SPL NG-36 NG-36
495 4000 9500 SPL NG-37 NG-37
499 4000 10100 SPL NG-38 NG-38
[119]
ANNEXURE – C

STRUCTURE IN DRY BLACK COTTON SOIL
TYPE OF NBC FOUNDATIONS

FOUNDATION CODE
DIRECT LOAD (KG)
BENDING MOMENT
SOIL TYPE DIMENSIONS

BEARING (METRE)
VOLUME
(Cu-m)
(KG- M)
PRESSURE
(KG / SQ. M)
A1 A2 B1 B2 B3 H2 H3
8000
115 1000 1500 140 NBC-140 1.6 0.8 1.8 0.8 0.6 0.50 1.70 2.405
120 1000 2000 141 NBC-141 1.5 0.8 2.2 0.9 0.6 0.65 1.55 2.889
125 1000 2500 142 NBC-142 1.7 0.8 2.2 1.0 0.6 0.60 1.60 3.161
130 1000 3000 144 NBC-143 1.8 0.8 2.2 1.0 0.6 0.60 1.60 3.248
135 1000 3500 146 NBC-144 2.1 0.8 2.2 1.1 0.6 0.65 1.55 3.740
140 1000 4000 147 NBC-145 2.1 0.9 2.2 1.2 0.6 0.60 1.60 4.064
147 1000 4700 149 NBC-146 2.3 0.8 2.2 1.2 0.6 0.75 1.45 4.249
154 1000 5400 150 NBC-147 2.5 0.8 2.2 1.3 0.6 0.85 1.35 4.790
161 1000 6100 152 NBC-148 2.7 0.8 2.2 1.3 0.6 0.95 1.25 5.218
168 1000 6800 152 NBC-149 3.0 0.8 2.2 1.3 0.6 1.10 1.10 5.926
173 1000 7300 SPL NBC-150 3.4 1.0 2.2 1.3 0.6 1.20 1.00 7.219
178 1000 7800 SPL NBC-151 3.7 1.1 2.2 1.3 0.6 1.30 0.90 8.174
185 1000 8500 SPL NBC-152 4.2 1.1 2.2 1.3 0.6 1.55 0.65 9.747
193 1000 9300 SPL
199 1000 10100 SPL
220 2000 2000 141
225 2000 2500 143
234 2000 3400 145
240 2000 4000 148
245 2000 4500 149
250 2000 5000 150
254 2000 5400 151
260 2000 6000 152
265 2000 6500 152
270 2000 7000 SPL
275 2000 7500 SPL
425 4000 2500 144
430 4000 3000 146
440 4000 4000 149
447 4000 4700 150
455 4000 5500 152
463 4000 6300 152
474 4000 7400 SPL
489 4000 8900 SPL
495 4000 9500 SPL
499 4000 10500 SPL
[120]
[121]
[122]
[123]
[124]
ANNEXURE –D
SETTING DISTANCE OF MAST (IMPLANTATION) FOR HIGH RISE OHE

Stagger at
Tangent Track
Outside Curve (6+17)
of Catenary on inside
Versine for degree of
Versine for minimum
Suspension Distance
Suspension Distance
support
Superelevation (sd)
Permisible Span (L)
Dynamic Gauge of
Permissible Speed
Suspension Clamp
value of Radius of
Shifting of Axis of
Implantation for
Minimum Radius
Degree of Curve
Implantation for
Range of Radius
Displacement of
Curve in case of
Radius of Curve
Super elevation
Super Elevation
of Catenary. on
(7+13-16+17)
Outside Curve
Broad Gauge
Panto due to
Inside Curve
Cantilever/Portal
HEIGHT (X)
Implantation for
Curvature
more than one
of Curve
of Curve
Implantation
Implantation
Minimum(+)
Minimum(-)
curve
Minimum
Normal
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
mm mm mm m m Deg. m mm mm kmph mm m mm mm mm mm mm mm mm mm mm
∞ 2800 3200 140 54.0 -150 150 1750 7520
≥ 5000 5000 2800 3200 140 54.0 73 -100 100 1750 7520
5000>R≥4000 4000 2800 3200 140 54.0 91 -100 100 1750 7520
4000>R ≥ 3000 3000 0.50 3492 2800 3350 140 40 54.0 122 104 -130 130 1750 7520 172 0 2800 3048 3308
3000>R ≥ 2500 2500 2800 3350 140 54.0 146 -150 150 1750 7520
2500>R≥2200 2200 0.75 2328 2800 3550 140 60 54.0 166 157 -150 150 1750 7520 258 0 2800 3142 3442
2200>R≥1900 1900 2800 3550 140 54.0 192 -150 150 1750 7520
1900>R≥1600 1600 1.00 1750 2800 3550 140 95 54.0 228 208 -250 250 1750 7520 408 0 2800 2892 3392
2800 2800 3000
1600>R≥1400 1400 2800 3550 140 54.0 260 -250 250 1750 7520
1400>R≥1150 1150 1.50 1167 2800 3550 140 142 49.5 266 262 -250 250 1750 7520 610 35 2835 2725 3225
1150>R≥850 850 2.00 875 2950 3600 140 164 45.0 298 289 -250 250 1750 7520 705 40 2990 2685 3185
850>R≥700 700 2950 3600 130 45.0 362 -250 250 1750 7520
700>R≥550 550 3.00 583 2950 3600 106 165 40.5 373 352 -250 250 1750 7520 709 55 3005 2696 3196
550>R≥400 400 4.00 438 2950 3600 92 165 36.0 405 370 -250 250 1750 7520 709 60 3010 2701 3201
400>R≥300 300 5.00 350 2950 3600 83 165 31.5 413 354 -250 250 1750 7520 709 60 3010 2701 3201
300>R≥200 200 6.00 292 2950 3600 75 165 27.0 456 312 -250 250 1750 7520 709 65 3015 2706 3206
1. If Mast is erected outside curve, then –ve stagger (Pull off position i.e. towards the mast) is desirable.
2. If Mast is erected inside curve, then +ve stagger (Push off position i.e. away from the mast) is desirable.
3. Maximum Designed Speed for high rise OHE – 140 kmph.
4. Bracket is to be erected according to final position, in case of Super elevation .
[125]
ANNEXURE – E
Determination of Dimension of Cantilever Assembly
E.1 Length of Bracket Tube

DGF is a right angle triangle. Hence, OF2 = OG2 + GF2
OF2 = OG2 + 1102
From the above Figure of Bracket Configuration, we know that
OF2 = (f+e+70.5-156)2 + (L-200)2
Therefore, b2 + (110)2 = (f+e-156+70.5)2 + (L-200)2
or b2= (f+e-156+70.5)2 + (L-200)2 - (110)2
b2 = (300 + 1400 - 85.5) 2 + (2800 – 200)2 - (110)2
b2 = 2606610.25 + 6760000 - 12100
b= 3058.5 = 3060 mm
Where-
b = OG
e = Encumbrance = 1400 mm
f = Distance between Contact Plane and Centre of Mast Bracket
Fitting (Bottom Attachment) = 300 mm
L = D = Suspension Distance = Setting Distance = 2800 mm
110 mm =Distance between center of Bracket Tube to center of
Catenary Suspension Bracket Bottom
(Drawing No. ETI/OHE/P/ 2110)
E.2 Bracket Inclination θ
θ1 = Tan-1(f+e+70.5-156)/(L-200)
= Tan-1(300 + 1400 – 85.5)/(2800 – 200)
= Tan-1( 0.621)
= 31.84o
[126]
θ2 = Tan-1(110/b)
= Tan-1(0.036)
= 2.06o
θ = θ 1 + θ2
θ = 31.84o +2.06o = 33.9o
E.3 Length of Stay Tube
P Q H is a right angle triangle.
Hence, PH2 = PQ2 + HQ2
a2 = [(h-f -e -70.5-160 Cos θ)2 + (L-125-160 Sin θ )2]
a2 = [(2000-300-1400-70.5-160cos (33.9)]2 + [2800-125-160
Sin(33.9)2]
a = 2588 mm
Where -
e = Encumbrance = 1400 mm
Fitting (Bottom Attachment)
= 300 mm
h = Distance between Centres of Mast Stay Arm Fitting (Top
Attachment) & Mast Bracket Fitting (Bottom Attachment)
= 2000 mm
L = Suspension Distance = Setting Distance = 2800 mm
θ = Inclination of Bracket Tube to the Horizontal = 33.9 o
160 mm = Distance between center of Suspension Bracket Top &
Suspension Bracket Bottom (Drawing No. ETI/OHE/P/2110)
[127]
E.4 Distance from the Bottom Cap of Bracket Insulator to the Axis
of the Register Arm Hook
c = OX + XY + 4.5
c = (f+r-156) Cosec θ + 39 Cot θ + 4.5
= ( 300 + 300 – 156) Cosec (33.9) + 39 Cot (33.9) + 4.5
= 859 mm
Where –
39 mm = Distance between center of Bracket Tube & centre of
Register Arm Hook Bottom (Drawing No. ETI/OHE/2150)
4.5 mm =Distance between Centres of Register Arm Hook Bottom
and Register Arm Axis (Drawing No. ETI/OHE/2150)
E.5 Horizontal Distance between the centre of the Register Arm

Hook (Bottom) and the Axis of the Catenary Suspension Clamp
(Say ‘d’)
d = L – 200 – OM – XZ
d = L – 200 – MX Cot θ – YZ Cosec θ
d = (L-200) – (f+r-156) Cot θ -39 Cosec θ
d = (2800-200)–(300+300–156)Cot (33.9)–39 Cosec (33.9)
d = 1869 mm
Where -
r = Distance between Contact Plane and Centre of Register Arm
Tube= 300 mm
E.6 Vertical Distance between Centre of Mast Bracket Fitting
(Bottom Attachment) to the Centre of Register Arm Hook
(Say ‘G’)
G =[(f+r-156) Cosec θ + 39 Cot θ + 4.5]*Cos(90-33.9)]
= 479 mm
Where -
r = Distance between Contact Plane and Centre of Register Arm
Tube = 300 mm
[128]
ANNEXURE-F
BRACKET SAFETY CALCULATION
F.1 Basic Data
Weight of OHE : 1.6 kg/m
Weight of Bracket Assembly : 60 kg
Weight of man : 60 kg
Tension in Catenary wire & : 1000 kgf
Contact wire (T)
Diameter of Catenary Wire (dc) : 10.50 mm
Diameter of Contact Wire (de) : 12.24 mm
Span (L) : 54 metres
Wind pressure (Wp) : 155 kg/m2
Stagger on tangent track (s) : + 150
Stagger on Curved track (s) : + 250
F. 2 Loads on Cantilever Assembly
F.2.1 Vertical Load

Total Non axial Vertical Loads(P) = Weight of half Bracket + Weight
of man + Unit Weight of
OHE*Span (L)
= 30 + 60 + 1.6 * 54
= 176 kg--------------------[F.2.1]
F 2.2 Transverse Loads
(a) For Tangent Track
Radial Tension in Contact wire due to (+/-) 150 mm Stagger on
tangent Track (Rt)= 4*s*T
= 4*150*1000
1000 54
= 11kgf------------------------------------[F-2.2(a)]
Where-
s = Stagger (150 mm) = 0.15 metre
T = Tension in Contact wire = 1000 kgf
(b) For Curved Track
Radial Tension in Contact wire = L*T/R
= 54*1000/5000
= 11 kgf------------------[F-2.2(b)]
Where :
Span (L) = 54 metres
Tension in Contact wire (T)= 1000 kgf
Radius of Curve (R)= 5000 metres
[129]
F.2.3 Wind load on Catenary wire (Q)
Q =1.05*(0.75)*dc*Wp*L
=1.05*(0.75)*0.0105*155*54
= 69 kg----------------------------------------------[F.2.3]
Where-
Diameter of Catenary wire (dc) = 10.5 mm = 0.0105 metre
Wind Pressure (Wp)= 155 kgf/m2
(Wind load on Catenary wire is increased by 5% to cater for
wind load on Droppers)
F.2.4 Wind load on Contact wire (N)
N =1.05*(0.75)*de*Wp*L
=1.05*(0.75)*0.01224*155*54
=81 kg-------------------------------------------------[F.2.4]
Where -
Diameter of Contact wire (de) = 10.24 mm = 0.01024 metre
Wind Pressure (Wp) = 155 kgf/m2
(Wind load on Contact wire is increased by 5% to cater for
wind load on Droppers)
F.2.5 Total Transverse load on Contact wire on Tangent Track (S)
S = Wind load on Contact wire (N) + Radial Tension in Contact

wire due to (+/-) 150 mm Stagger on tangent track
= 81 + 11= 92 Kg
or
Total Transverse load on Contact wire on Curved Track (S)
S = Wind load on Contact wire (N) + Radial Tension in Contact

wire on Curved track = 81+ 11 = 92 kg
F. 3 STRESS ANALYSIS
LOADING DIAGRAM OF BRACKET ASSEMBLY
[130]
F.3.1 By method of joints, first consider effect of P and Q, while
neglecting effect of S
We know that –
Tensile Force in Stay Tube (T1) = RT kgf ; Hence T1 =RT
Compressive Force in Bracket Tube(C1) = Rc kgf ; Hence C1= Rc
At point a, By the law of equilibrium of forces,
Sum of forces along X-axis = 0
Sum of forces along y-axis = 0
-RT + Rc Cos (33.9o) + Q = 0
-T1 + C1 Cos (33.9o) + Q = 0 --------------------------------(i)
Rc Sin (33.9o) – P = 0
C1 Sin (33.9o) –P = 0 ----------------------------------------(ii)
Where –
Wind load on Catenary (Q) = 69 kg [From Para F.2 (c)]
Total Non axial Vertical Load (P) = 176 kg
By Putting values of P & Q and solving Equation (i) & (ii)
We get C1 = 317 kg and T1 = 332 kg
(b) By the Method of Members, We consider the effect of

Transverse load (S)
Dismantling the Bracket Assembly, we get
[131]
F.3.2.1 FOR THE STAY TUBE
By the law of equilibrium of forces,
Sum of forces along X-axis = 0
Therefore,
-Xe+Xa=0, Hence Xa = Xe-------------------------------(iii)
Sum of forces along y-axis = 0
Thus,
Ye-Ya=0, Hence Ye = Ya ---------------------------------(iv)
Sum of moments about a Point, say ‘e’ = 0
Therefore,
2588 Ya = 0
So Ya = 0 = Ye------------------------------------------- (v)
For Bracket Tube
By the law of equilibrium of forces,
We get,
Yd+Ya = 0,
Putting the value Ya = 0, we get Yd = 0
Similarly, Xd+S-Xa=0,
We know that Sum of moments about a point (say ‘d’) = 0
479S – 2588 Ya – 2000 Xa = 0 ------------------------- (vi)
or 479X92 – 2588 (0) – 2000 Xa = 0, or Xa =22 kg =Xe
and Yd = -Ya = 0
and Xd = -S + Xa = - 92 + 22 = - 70 kg
Hence due to Transverse load on Contact wire -
(a) Tension in Stay Tube(Xa) = 22 kg
(b) Compression in Bracket Tube between Point a and b (C2)
= Xa cos θ = 22 cos 33.9o=19 kg
(c) Compression in Bracket Tube between Point d and b (C3)
= Xd cos θ = -70 cos 33.9o=-59 kg
[132]
F 3.3 Shear Force Diagram of Bracket Tube
F.3.4 Bending Moment Diagram of Bracket Tube
Maximum Bending moment at Point ‘B’ = Xa Sin Φ * 2200 mm

= 13 kg * 220 cm
= 2860 kg cm
F.4 Total Stress in Tubes of Cantilever Assembly
F.4.1(i) Stay Tube (Φ = 33.7/28.4 mm) (RI: 2401)
Tension in Stay Tube (T) = T1 + Xa

= 332 + 22
= 354 kg
Area of Cross Section of =(Pi/4)*[(33.7)2-(28.4)2]
Stay Tube = 258.37 mm 2
Tensile Stress in Stay Tube = 354/258.37 kg/mm 2
=13.70 MPa
According to Clause 5.1 of IS: 806-1968 (reprinted June,
1996) permissible stress in Axial Tension, in MPa, on the net
effective area of section shall not exceed 190 MPa for Steel
Grade Yst32 used.
Actual Stress is 13.70 MPa, Hence it is safe.
F.4.1 (ii) Compression in Bracket Tube
(a) Standard Bracket Tube (Φ = 38/29.9 mm) (RI: 2041)

Total Compression in Bracket Tube between Point a and b
(C) = C1 + C2 = 317 + 19 = 336 kg

Total Compression in Bracket Tube between point b and d
[133]
(C) = C1– C3 = 317 – 59 = 258 kg
Area of Cross Section of Tube =(Pi/4)*[(38) 2-(29.9)2]

= 427.3 mm2
Length of Bracket Tube (Lc) = 3060 mm
Radius of Gyration (rc) = 12.1 mm
Slenderness Ratio (Lc/rc) = 253
According to Table-2 of IS: 806-1968 (Reaffirmed 1991,

Reprinted in June, 1996) permissible stress for
Compression member (fac)=16 Mpa
Compressive Stress (maximum) =336/427.3 kg/mm 2
in Standard Bracket Tube =8 MPa
(fac cal)
Hence, it is safe.
(b) Large Bracket Tube (Φ = 49/40 mm) (RI: 2081)
Total Compression in Bracket Tube between point a and b
(C) = C1 + C2 = 317 + 19 = 336 kg
Total Compression in Bracket Tube between point b and d
(C) = C1 – C3= 317 – 59 = 258 kg
Area of Cross Section of Tube =(Pi/4)*[(49) 2-(40)2]

= 629 mm2
Length of Bracket (Lc) = 3060 mm
Radius of Gyration (rc) = 15.81 mm
Slenderness Ratio (Lc/rc) = 193.6
According to Table – 2 of IS: 806-1968 (Reaffirmed 1991,

Reprinted June, 1996) permissible stress for Compression
member(fac) = 30 Mpa
Compressive Stress (maximum) = 336/629 kg/mm 2
= 6 MPa
Large Bracket Tube (fac cal)= 6 MPa
Hence, it is safe.
F.5 Bending Moment in Bracket Tube
The effect of wind force ‘S’ on the Stay Tube is purely
tensile in nature.
However, the effect of force ‘S’ on Bracket Tube is both
Compressive and Bending in nature.
Maximum Bending Moment (at Point b)=2860 kg cm
(M max)
Section Modulus Z = (pi*(D4 – d4)/(32*D)
[134]
Z = 3.293 cubic cm –For Standard Bracket Tube
Z = 6.418 cubic cm –For Large Bracket Tube
Compressive Bending Stress = Mmax/Z
For Standard Bracket Tube =2860/3.293
(Fbc cal) = 87 MPa
Compressive Bending Stress = Mmax/Z
For Large Bracket Tube = 2860/6.418
(Fbc cal) = 45 MPa
According to Clause 6.2.2 and Table 3 of IS :806 -1968
(Reaffirmed in 1991), the Permissible Compressive Bending
Stress for Standard Bracket Tube(Fbc)= 165 Mpa
and
Permissible Compressive Bending Stress for Large Bracket
Tube(Fbc)= 165 Mpa
According to Clause 5.6 of IS: 806-1968 (Reaffirmed 1991,
Reprinted June, 1996) , as well as Clause 7.1.1 of IS: 800 -
1984; members subjected to Axial Compression and Bending
simultaneously, shall satisfy the following,
(fac cal/fac)+(Fbc cal/Fbc)<=1
For Cantilever Assembly having Standard Bracket Tube

(8/16) + (87/165) = 0.5 + .6 = 1.1 > 1, Hence unsafe
For Cantilever Assembly having Large Bracket Tube

(6/30) + (45/165) = 0.2 + 0.3 = 0.5< 1, Hence Safe
INFERENCE TABLE FOR TYPE OF BRACKET TUBE

Basic Wind Design Standard Large
Speed Wind Bracket Bracket
Pressure Tube Tube
m/s kmph Kgf/m2
33 118.8 73 Not to be To be used
39 140.4 105 used in Tangent
44 158.4 136 &
47 169.2 155 Curved
50 180.0 178 Track
[135]
ANNEXURE –F
BRACKETSAFETY CALCULATION FOR WIND PRESSURE 155 Kg/Sq.mm FOR HIGH RISE OHE SHEET 1 OF 3
Catenary Suspension Bracket (n)

Mast Bracket Fitting Mast side &
Bracket Tube Inclination Angle

Setting Distance(D)or (L)
Bracket Tube Length (b)

Mast Stay Arm Fitting &
Mast Bracket Fitting (f)

Mast Bracket Fitting(h)
Contact wire Plane( r )

Register Arm Hook (c)
Register Arm Distance
Between Horizontal &

Stay Tube Length (a)
Register Arm Hook &
Register Arm Tube &
Contact wire Plane &

Distance between
Distance between
Distance between
Distance between
Distance between
Encumbrance (e)
Swivelling Clevis
Radius of Curve
(d) or (m)
or (m+n)
Stagger
Span
m m mm mm mm mm mm mm mm mm mm mm mm Degree
∞ 54 2800 150 2000 2588 3060 859 1869 2201 1400 300 300 33.9
∞ 54 3600 -150 2000 3403 3770 1056 2446 2706 1400 300 300 27.1
∞ 54 3625 -150 2000 3429 3790 1056 2464 2722 1400 300 300 26.9
5000 49.5 2800 -250 2000 2588 3060 1056 1869 2200 1400 300 300 33.9
850 45 2950 -250 2000 2741 3200 1056 1977 2292 1400 300 300 32.4
200 27 2950 -250 2000 2741 3200 1056 1977 2292 1400 300 300 32.4
5000 49.5 3200 250 2000 2996 3410 1056 2158 2449 1400 300 300 30.1
3000 49.5 3350 250 2000 3149 3540 1056 2266 2545 1400 300 300 28.9
1150 49.5 3550 250 2000 3352 3720 1056 2410 2674 1400 300 300 27.4
850 45 3600 250 2000 3403 3770 1056 2446 2706 1400 300 300 27.1
200 27 3600 250 2000 3403 3770 1056 2446 2706 1400 300 300 27.1
Note: If Mast is erected outside curve, then –ve stagger (Pull off position) & if Mast is erected inside curve, then
+ve stagger (Push off position) is desirable.
[136]
ANNEXURE –F
Wind load on Contact wire (S) for
Compressive Stress in Standard

Wind load on Catenary wire (Q)
Permissible Stress in Stay Tube
Permissible Stress in Standard

Radius of Gyration - Standard
Radial Pull for Pull/Push (+/-)
Slenderness Ratio - Standard
Compressive Stress in Large

155 kg/sqm & Radial Pull in
Contact wire due to Stagger
Tensile Stress in Stay Tube
Permissible Stress in Large

Radius of Gyration - Large
Setting Distance(D) or (L)
(Sec 5.1 & 5.7 IS 806)
Bracket Tube (fac cal)
Large Bracket Tube

Bracket Tube(fac)
Bracket Tube(fac)
Bracket Tube (rb)
Bracket Tube (rb)
Slenderness ratio
(Sec 5.2 IS 806)
(Sec 5.2 IS 806)

for 155 kg/sqm
Radius of Curve
Bracket Tube
Bracket Tube
(fac cal)
Stagger
Tension
Span
m m mm mm kgf kg kg kg Mpa Mpa Mpa mm nil Mpa Mpa mm nil Mpa

∞ 54 2800 150 1000 11 69 92 13.7 190 8 12.1 252.89 16 6 15.81 193.5 30
∞ 54 3600 -150 1000 -11 69 70 16.7 190 10 12.1 311.57 10 7 15.81 238.5 20
∞ 54 3625 -150 1000 -11 69 70 16.8 190 10 12.1 313.22 10 7 15.81 239.7 20
5000 49.5 2800 -250 1000 -20 63 54 12.7 190 8 12.1 252.89 16 6 15.81 193.5 30
850 45 2950 -250 1000 -22 58 45 12.6 190 8 12.1 264.46 15 5 15.81 202.4 27
200 27 2950 -250 1000 -37 35 3 9.51 190 6 12.1 264.46 15 4 15.81 202.4 27
5000 49.5 3200 250 1000 20 63 94 14.6 190 9 12.1 281.82 13 6 15.81 215.7 25
3000 49.5 3350 250 1000 20 63 94 15.2 190 9 12.1 292.56 12 6 15.81 223.9 22
1150 49.5 3550 250 1000 20 63 94 16 190 10 12.1 307.44 10 7 15.81 235.3 20
850 45 3600 250 1000 22 58 89 15.5 190 9 12.1 311.57 10 7 15.81 238.5 20
200 27 3600 250 1000 37 35 77 12.2 190 8 12.1 311.57 10 5 15.81 238.5 20
[137]
ANNEXURE –F
Large Bracket Tube Tube(49/40)

Section Modulus of Large Bracket
Standard Bracket Tube(38/30)

Maximum Bending moment in
(fac cal/fac)+(Fbc cal/Fbc)<1
(fac cal/fac)+(Fbc cal/Fbc)<1

Permissible Bending Stress in
Permissible Bending Stress in

Section Modulus of Standard
Compressive Bending Stress
Compressive Bending Stress

Standard Bracket Tube(fbc)
Safe when combined Stress
Safe when combined stress

Large Bracket Tube (fbc)
Mast Stay Arm Fitting &
Standard Bracket Tube

Mast Bracket Fitting(h)
Large Bracket Tube

Setting Distance(D)
Bracket Tube (Z)

Distance between
(Sec 5.2 IS 806)
(Sec 5.2 IS 806)

Radius of Curve
Bracket tube
Tube (Z)
(fbc cal)
(fbc cal)
Stagger
Span
m m mm mm
cubic cm Mpamm kg cm Mpa cubic cm Mpa Mpa nil nil
∞ 54 2800 150 2000 2860 3.29 87 165 6.42 45 165 1.1 0.5
∞ 54 3600 -150 2000 2060 3.29 22 165 6.42 32 165 1.1 0.5
∞ 54 3625 -150 2000 2060 3.29 20 165 6.42 32 165 1.1 0.5
5000 49.5 2800 -250 2000 1579 3.29 48 165 6.42 25 165 0.8 0.3
850 45 2950 -250 2000 1325 3.29 40 165 6.42 21 165 0.8 0.3
200 27 2950 -250 2000 97 3.29 3 165 6.42 2 165 0.4 0.2
5000 49.5 3200 250 2000 2779 3.29 84 165 6.42 43 165 1.2 0.5
3000 49.5 3350 250 2000 2782 3.29 84 165 6.42 43 165 1.3 0.5
1150 49.5 3550 250 2000 2787 3.29 85 165 6.42 43 165 1.5 0.6
850 45 3600 250 2000 2649 3.29 80 165 6.42 41 165 1.4 0.6
200 27 3600 250 2000 2291 3.29 70 165 6.42 36 165 1.2 0.5
[138]
ANNEXURE-G

EXTRA CLEARANCES ON CURVES
Degree of Radius Maximum Cant Super Extra Clearances between Structure and Extra
Curvature of Permissible Difficiency Elevation adjacent track clearance
Curve Speed (IRSOD- between
2004) adjacent
D R C Inside Curve Out side track when
Curve there is no
Upto From At At any structure
840 840 5410 8430 height between
mm mm mm mm track
above to above above
Rail 4420 Rail Rail
level mm level level
above
Rail
level
Degree Metre kmph mm mm mm mm mm mm mm mm
1 1750 158 100 95 25 280 350 560 - 130
1.5 1167 145 100 142 60 440 545 865 - 190
2 875 130 100 164 85 520 640 1010 10 230
3 583 106 100 165 100 540 665 1035 25 265
4 438 92 100 165 115 555 680 1050 45 295
5 350 83 100 165 130 570 695 1065 60 300
6 292 75 100 165 145 590 710 1080 75 360
7 250 70 100 165 165 605 725 1095 95 395
8 219 65 100 165 180 620 740 1110 110 425
9 194 62 100 165 195 635 755 1125 130 460
10 175 58 100 165 210 650 770 1140 145 490
Note: Extra Clearances has been calculated as per Appendix of IRSOD-2004
[139]
Annexure-H
PUSH UP CALCULATION BASED ON EXPERIMENT CARRIED OUT IN FRENCH RAILWAY
Tension in Contact
section of OHE
Effective Cross
Push up (mm)
Pantograph
locomotive
Number of
Calculated
(Sq. mm)
Measured
(metres)
Speed of
Push up
(kmph)
(mm)
(Kgf)
Span
used
wire
n1 n2 T1e T2e s1 s2 a1 a2 L1 L2 p1 p2
3 1 1000 1000 100 140 100 65 15 172 172 72.0 72.0 260 121.3 86.7 56.3 13.0
3 1 1000 1000 100 140 100 65 15 172 172 67.5 67.5 235 109.7 78.3 50.9 11.8
3 1 1000 1000 100 140 100 65 15 172 172 63.0 63.0 210 98.0 70.0 45.5 10.5
3 1 1000 1000 100 140 100 65 15 172 172 58.5 58.5 190 88.7 63.3 41.2 9.5
3 1 1000 1000 100 140 100 65 15 172 172 54.0 54.0 170 79.3 56.7 36.8 8.5
3 1 1000 1000 100 140 100 65 15 172 172 49.5 49.5 150 70.0 50.0 32.5 7.5
3 1 1000 1000 100 140 100 65 15 172 172 45.0 45.0 130 60.7 43.3 28.2 6.5
3 1 1000 1000 100 140 100 65 15 172 172 40.5 40.5 115 53.7 38.3 24.9 5.8
3 1 1000 1000 100 140 100 65 15 172 172 36.0 36.0 100 46.7 33.3 21.7 5.0
3 1 1000 1000 100 140 100 65 15 172 172 31.5 31.5 87 40.6 29.0 18.9 4.4
3 1 1000 1000 100 140 100 65 15 172 172 27.0 27.0 76 35.5 25.3 16.5 3.8
3 1 1000 1250 100 140 90 65 15 172 107 27.0 27.0 76 45.6 29.3 21.2 4.9
Formula p2 = p1 * [(n2* s2* L2)/( T2e* a2]

Used: [(n1*s1* L1)/( T1e* a1]
Where-
p1= Measured Push up (mm)
n 1= Number of Pantograph used
a1= Effective Cross Section of OHE (Sq. mm)
s1= Speed of locomotive (kmph)
L 1= Span (metres)
T1e= Tension in Contact Wire (kgf)
p2= Calculated Push up (mm)
n 2= Number of Pantograph used
a2= Effective Cross Section of OHE (Sq. mm)
s2= Speed of locomotive (kmph)
L 2= Span (metres)
T2e= Tension in Contact Wire (kgf)
[140]
ANNEXURE-I
RESEARCHS DESIGN & STANDARDS ORGANISATION

CALCULATION FOR RISE OF CATENARY
1.For Regulated OHE
Rise of Catenary Wire (Y) = (Po - w) * X2 = 162 mm

2 * Tc
Where:-
w = (8*S2*Te) = 0.163 kg/metre

(L3-2B)2
Po = 1.05 (p +q) = 1.6 kg/metre
S2 = 0.050 * (L32 /54*54) [For 155 kgf/Sq. m wind pressure

zone]
Example: Rise of Catenary is 162 mm at the edge of 30 metres
wide Road over Bridge/Flyover in a 54 metres OHE
Span.
2. For Unregulated OHE
Rise of Catenary Wire (Y) = Po * X2

2 * Tc
Where ,
Y = Rise of Catenary wire referred from centre line of Span

to the point of Catenary wire which lies vertically under
the end of Over line Structure (metre).
Po = Weight of loaded Catenary (kg/ meter)
w = Unsupported weight of Contact Wire (kg/meter)
X = Distance of the point under consideration from centre

of Span (metre)
Tc = Tension in Catenary Wire (kgf) = 1000 kgf
S2 = Pre sag of Contact Wire at mid span corresponding to Span

length due to weight “w‟ (metre) =0.050 m = 50 mm
Te = Tension in Contact Wire (kgf) = 1000 kgf
L3 = Span Length under consideration (metre)
B = Distance between the axis of support and the first dropper

(meter) = 2.25 metre
P = Unit weight of Catenary wire (kg/metre)

q = Unit weight of Contact wire (kg/metre)
[141]
[142]
[143]
[144]
LIST OF ATTECHED DRAWINGS
Sl. Subject Railway Board’s letter Page No.

No.
(i) Dropper Schedule for TI/DRG/OHE/DROP/00001/10/1 147
High Rise OHE
(Encumbrance
1400mm/1400mm
(ii) Dropper Schedule for TI/DRG/OHE/DROP/00002/10/1 148
High Rise OHE
(Encumbrance
1400mm/900mm
(iii) Dropper Schedule for TI/DRG/OHE/DROP/00003/10/1 149
High Rise OHE
(Encumbrance
1400mm/750mm
(iv) Schedule of Anchor TI/DRG/OHE/GUYHR/00001/14/0 150-152
Blocks for B G Tracks (Sheet – 1 to 3)
for High Rise OHE
(v) Schedule of Anchor TI/DRG/OHE/GUYHR/00001/14/0 153-155
Blocks for B G Track (Sheet – 1 to 3)
for Black Cotton Soil
for High Rise OHE
(vi) Guy Rod Φ 25 mm TI/DRG/OHE/GUYHR/00001/14/0 156
for High Rise OHE
(vii) Anchor arrangement ETI/OHE/HR/G/01402 157
with Dwarf Mast
For Conventional &
High Rise OHE
(viii) 11.4 m long TI/DRG/CIV/B-Mast/ 00001 /13/0 158
Standard Traction
Mast
(Fabricated with
Batten Plates “B”
Series) for High Rise
OHE
(ix) N Type Portal TI/DRG/CIV/N-PORTAL/00001/13 /0 159-160
(Sheet 1 & 2)
(x) BFB Type Portal TI/DRG/CIV/BFB-PORTAL/ 00001 161-162
/13/0 (Sheet 1 & 2)
(xi) P Type Portal TI/DRG/CIV/P-PORTAL/00001 /13/0 163
(xii) O Type Portal TI/DRG/CIV/O-PORTAL/00001 /13/0 164-165
(Sheet 1 & 2)
(xiii) G Type Portal TI/DRG/CIV/G-PORTAL/00001 /13/0 166
(xiv) R Type Portal TI/DRG/CIV/R-PORTAL/00001 /13/0 167-168
(Sheet 1 & 2)
(xv) TTC Mast TI/DRG/CIV/TTC/00001/13/0 169-170
(Sheet 1 to 2)
[145]
Sl. Subject Railway Board’s letter Page No.
No.
(xvi) Standard ETI/C/HR/0076 171
arrangement of Drop
arm for supporting
Cantilever on the
boom of portals and
two track cantilever
for Normal as well as
High Rise OHE.
(xvii) Auxiliary Transformer TI/OHE/HR/AT/G/05522 172-175
for High Rise OHE (Sheet 1 to 2)
[146]
[147]
[148]
[149]
[150]
[151]
[152]
[153]
[154]
[155]
[156]
[157]
[158]
[159]
[160]
[161]
[162]
[163]
[164]
[165]
[166]
[167]
[168]
[169]
[170]
[171]
[172]
[173]
[174]
[175]
LIST OF RELEVANT LETTER
Sl. No. Subject Railway Board’s letter Page No.

Number Date
(i) Review of Contact No. 2010/RE/161 05.08.2013 177
wire Height /13 FTS-69861
(ii) Design of High Rise No. 2010/RE/161 / 04.03.2013 178
OHE in view of 11
changed Wind
Zones
(iii) OHE Design in view No.2013/RE/161/1 22.02.2013 179
of change in Wind 3 (FTS – 69861)
Zones in the
Country
(iv) Decision to be No. 11.01.2013 180
taken for High Rise 2008/RE/161/8
OHE on Rewari- /Vol-II FTS -
Manheru-Hisar- 61296
Ludhiana (Feeder
Route to Western
DFC)
(v) Issue of Maximum No. 30.08.2010 181
Moving Dimension/ 2006/Infra/6/3
Schedule of
Dimension for
Dedicated Freight
Corridors
(vi) Maximum Moving No.2006/CE- 17.10.2007 182-183
Dimensions for II/TS/2
Dedicated Freight
Corridors
(vii) Electrification of No. 2006/RE/161/ 25.07.2007 184
Jakhapura-Tomka 3/Vol-II
Section to suite
Double Stack
Container trains.
(viii) Electrical Clearance No.2006/RE/161/3 19.05.2006 185
on Double Stack
Container Routes
(ix) Operation of No.CT/CONTR/BG/ 04/07.11.2 186-187
Double Stack MG 005
Container on
Delihi-Pipavav
Route
[176]
[177]
[178]
[179]
[180]
[181]
[182]
[183]
[184]
[185]
[186]
[187]
REFERENCES
1. Safety limits & Permissible Stresses for Traction Masts are as

per IS:800 -1984: ‘Code of Practice for General Construction
Steel’.
This standard was first published as IS: 800 – 1956.
2. Permissible Stresses in Tubes are based on IS: 806 -1968

(Reaffirmed 1991 & Reprinted June, 1996) – ‘Code of Practice
for use of Steel Tubes in General Building Construction’. This
standard was first published as IS:806 – 1957.
3. ‘Code of Practice for Design loads (other than Earth quake for
Building & Structures – Wind loads’ – IS:875 (Part – 3) – 1987.
It is reaffirmed during 1997.
Earlier IS:875-1964 were followed. Later on this Specification
was amended during 1971.
4. Steel Tubes are based on Specification IS: 1161 – 1998
(Reaffirmed 2003). This standard was first published as IS:1161
– 1958.
5. 1 Mpa = 1N/mm2 = 0.102 kgf/mm2
[188]

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GOVERNMENT OF INDIA

DESIGNS DOCUMENT NO. TI/DESIGNS/OHE/2014/00001(Rev-1)

TRACTION INSTALLATION DIRECTORATE,

(For official use only)

2 TERMS OF REFERENCE 11-12

ANNEXURE - M REFERENCES 188

Notation Description Unit

Notation Description Unit

Notation Description Unit

RELATED TO BRACKET ASSEMBLIES

Notation Description Unit

1.1 Burgeoning population rise, fast development in economic

Section Single line Double line

Kurja – Dadri - - 46.39 99.58

The scope of works for laying of new Railway track including

Indian Railways decided to adopt Double Stack Containers

8 times trials were conducted on Jhakhapura-Tomka Section

1.15 High Reach Pantograph

Sl. Description Parameters of

2.2 Railway Board, vide letter No. 2008/RE/161/8/Vol. II FTS- 61296

(a) Coaching Operation (including Rajdhani trains) and

2.6 Railway Board, vide letter No. 2010/RE/161/13 FTS-69861

2.7 In view of the revised Contact wire height, Design Manual

HIGH RISE OHE

Type of Mast (Fabricated) : B-150/B –175/B-200/

Mast Length : 11.4 metres

Type of Auto Tensioning : Three Pulley modified Groove Auto

Stainless Steel Wire Rope : As per RDSO Specification No.

Distance of bottom of : 2300 mm at 35o C

Guide Tube : As per RDSO Drawing No. ETI/OHE/

3.4 SALIENT TECHNICAL FEATURES OF HIGH REACH PANTOGRAPH

OVERHEAD EQUIPMENT DESIGN

Note: For design purpose, Pz (Kgf/m2 ) is obtained by dividing

The coefficient 0.6 (in SI unit) depends on a number of

4.1.3 Wind forces on Conductors

From two adjacent spans the Wind force acts on the

4.2 WIND PRESSURE CONSIDERED IN OHE DESIGN

The wind load on Droppers & Jumpers is assumed to be 5%

For Tangent Track

In the case of tangent tracks, the maximum displacement

STAGGER EFFECT (X2)

Basic wind Speed Design Maximum Maximum Stagger

Figure 4.4 (a)

(Displacement of Contact wire on Curve Track)

Sl. No. Section Basic Design Maximum

Note: (i) Displacement of OHE caused by mast deflection due to wind= 0,

(m/Sec) (kgf/m2) (metres)

(m/Sec) (kgf/m2) (metres)

OHE: 65/107 Sq. mm, Tension: 1000/1000 kgf,

Radius Permissible Spans for various wind Pressures

5.0 STRUCTURAL DESIGN OF OVERHEAD EQUIPMENT MAST

5.2 Layout and types of Masts

c) Occasional Load : Vertical

d) Occasional Loads : Horizontal

The Bracket assembly can be designed upto setting distance of

7.6 MASTS ON BRIDGE PIERS

If there is a deviation in the line equal to an angle of α, the

7.13.3 Sizing an Anchor

From an earlier equation, it can be seen that the value of Tg , already