OCL systems implemented on Polish high speed lines and

pantograph-OCL interaction quality assessment based on tests

Abstract

In this paper basic OCL parameters and test results of current collection quality are presented. One of
the basic parameters limiting the maximum service speed on a given line is the pantograph-OCL
cooperation quality. In this paper four types of overhead contact lines designed and implemented in
Poland are described. There are also described specified basic parameters and materials of catenaries.
The measured values obtained as a result of the performed tests are given in this paper which allows
them to be compared with the design intents. One of the overhead contact line system examples is an
OCL system implemented on CMK mainline with 200 km/h commercial speed. On this line several tests
were performed which allowed the following two types of traction stock to enter service on the domestic
network. During the test runs the current collection quality was checked. In this paper the results of
pantograph-OCL cooperation are described, according to TSI „Rolling stock” and „Energy” subsystems.

1. Introduction

This paper follows the definition of high-speed overhead contact line (OCL) given in Regulation (No
1301 of 2014), p. 4 b). This definition complies with that specified in Directive 2008/57/EC. This
documents state that a high-speed railway line is a specially built line with maximum speed exceeding
250 km/h or a line specially upgraded for 200 km/h. Network of Polish State Railways features three
OCL types which can be applied on high-speed lines.

2. OCLs used in Poland and their classification system

For better understanding of the content described in Chapter 3 it would be useful to explain the
overhead contact line classification system used in Poland for over a few decades. Currently each of the
classified type of overhead contact line is considered to be a separate type on interoperability
constituent level. Each classified and approved OCL type has assigned many important technical
parameters such as maximum span length, tension, dropper schedule, etc. even though it is not
indicated in the marking directly.

Polish catenary contact line systems are classified by a two-part marking, linked by a hyphen. First part
of marking defines material cross-section and arrangement of messenger wires and the second part –
of contact wires. I.e. ‘C’ stands for copper, ‘CS’ for copper silver alloy, ‘KB’ for silicon bronze (already
not used), etc. The digit before the letter(s) means number of wires. Digit ‘1’ is omitted for clarity. The
number after the letter(s) indicates the cross-section of each wire in square millimetres. Number ‘100’
representing former most common wire cross-section is often omitted for clarity. ‘Y’ prefix added to the
first part of marking indicates that an extra stitch wire is provided at each support to improve elasticity
distribution. Note that a case of compound systems containing two integrated messenger wires gives no
‘Y’ prefix in the marking, i.e. 2C120-2C-3. Any further modifications and minor changes of the basic type
of overhead line are distinguished by adding a suffix preceded by an additional hyphen, such as ‘-3’ or
‘–M’ or adding some lower case letters after ‘Y’ prefix.

For example YC150-2CS150 (Fig. 1) stands for compound catenary OCL system, equipped with stitch
2
wire, containing of one copper messenger wire of a 150 mm cross-section and two copper contact
2 2
wires of a 150 mm cross-section each. Therefore, total OCL cross-section is equal 450 mm .

If there is only one part of the marking (no hyphens) it means that the contact line is a simple non-
catenary one. Such contact lines were used only in old depot areas or tram systems.

In Poland OCL systems having two contact wires are equipped with distance clamps providing
necessary distance (usually 80 mm) between both contact wires for better heat distribution in a contact
strip. Those clamps are usually placed at 1/3 and 2/3 of a span length and have no separate symbol in
the classification system.

Poland has adopted 1950 mm collector head width, therefore the contact wire stagger is usually set at
±30 mm. Some other lines have lower stagger value, i.e. OCL of type 2C120-2C-3 on CMK line has
stagger set at ±20 mm being theoretically prepared for stock using 1600-mm collector heads. Adopted
value of stagger has no symbol in OCL classification system.

Modern OCL systems used in Poland are fully auto-tensioned, that means both messenger and contact
wires are tensioned. Some older designs adopted semi auto-tensioned arrangements which means only
the contact wires were tensioned. For the messenger wire fixed terminations were provided. Therefore,
actual tension in messenger wire was dependent on ambient temperature. This feature is usually not
indicated in the classification marking, although some older auto-tensioned designs were distinguished
using ‘S’ prefix, i.e. SKB70-C vs. KB70-C.

The tensioning device can be single (with equalizer beam, common for messenger and contact wires) or
double (separate for messenger or contact wires). Overlap span can be supported on four or six
structures which usually depends on permitted load capacity per supporting structure. Neither of these
features are indicated in the classification marking but they are described in detailed technical
documentation of each OCL type.

In Poland most of the tensioning devices are weights-loaded, but some manufacturers are making
efforts to introduce spring-loaded devices with similar characteristics as a substitute. At present, on
Polish rail network such devices are under investigation and observed operation.

3. Design of chosen OCL types designed for high-speed operation

3.1. Overhead contact line of type 2C120-2C and 2C120-2C-3

The 224-km CMK mainline between Grodzisk Mazowiecki and Zawiercie was built in 1971-1977. Design
assumptions for this line were following: maximum speed for passenger service 250 km/h, mixed traffic,
minimum curve radius 4000 m, maximum cant on curves 100 mm. The upgrade process of the line is
still in progress, regarding enhance of the power supply and implementing of ETCS L1 system (without
infill) (Massel, 2015). At present, the line is operated with speed up to 200 km/h using ED250 Pendolino
trainsets branded as EIP services. Real dynamic speed profile recorded on 08.01.2016 for EIP 1401
gives an objective perception about present performance of the line (Fig. 1).

Between 151,900 and 155,430 the line speed is limited to 160 km/h due to old 2C120-2C contact line
and inadequate turnouts. The older 2C120-2C contact line is also remaining between Idzikowice
(80,608) and Olszamowice (124,808) but this is not the only one factor having influence on speed
limitation for this section. The remainder is lack of ETCS L1 and two level crossings still awaiting to be
replaced by overbridges.

2
 Fig. 1. Dynamic speed profile recorded for an EIP train as a function of distance
and OCL type

Source: own measurement taken on 8 Jan 2016

Tracks were electrified using OCL of a new type 2C120-2C. Overhead line equipment of type 2C120-2C
and its modification 2C120-2C-3 are d.c. catenary compound systems, which means they consist of two
integrated messenger wires, according to Kaniewski and Maciołek (2003). The main difference between
those two types and other OCL types used up to this moment is that the main and auxiliary messenger
wires are laid together along a span but they split up at every support. The main messenger wire is fixed
to the cantilever and the auxiliary messenger wire acts as symmetrical stitch wire 2×11 meters long.
2 2
Every messenger wire has cross-section equal 120 mm and every contact wire – 100 mm
2
respectively. Total OCL cross-section is therefore equal 440 mm of copper.

The basic type 2C120-2C has electrical and mechanical design parameters as following:

 main messenger wire tension Fa = 15,88 kN,

 auxiliary messenger wire (compound equipment) tension Fc = 15,88 kN,

 contact wires tension (total) Fb = 19,06 kN,

 coefficient of elasticity non-uniformity u = 16,1%,

 mechanical wave propagation speed vc = 373 km/h,

 current capacity: Izn = 2500 A.

An overlap of OCL of type 2C120-2C is supported by 6 structures. Mechanical tensioning of all

When to compare technical parameters given above with recommendations stated in the UIC Leaflet
(2000) it becomes clear that Doppler coefficient (), reflection coefficient of interfering wave (r) and
amplification coefficient () are not suitable for operation with speed 250 km/h. Therefore the
pantograph interaction with 2C120-2C contact line was supposed to prove unsatisfactory in practice. To

3
improve its parameters the 2C120-2C was redesigned. Tension of contact wires was increased by 10%.
For that reason, the construction of the overlap span was changed by separating of auto-tension device
into two independent ones, installed on two consecutive supporting structures.

After those design changes the basic mechanical parameters are following. Main messenger wire
tension (Fa), auxiliary messenger wire tension (Fc), stitch wire length, system height, droppers schedule
in the span remained unchanged. But the increase of contact wire tension Fb up to 21,18 kN resulted in,
among others, increasing the wave propagation speed to vc = 393 km/h.

All these values were calculated for nominal span length equal 65 m for blow-off concerning wind
zone 1 and 62 m – concerning wind zone 2 respectively.

3.2. Overhead contact line of type YC150-2CS150 and YC120-2CS150

OCL of type YC150-2SC150 and its modification YC120-2SC150 were constructed and implemented in
2004-2008. Design of the OCL assumed line speed between 200 and 250 km/h.

According to Kaniewski (2005) OCLs of type YC120-2CS150 and YC150-2CS150 are d.c. catenary
2
systems consisting of three wires. OCL of type YC150-2CS150 (Fig. 2a) has one 150 mm copper
messenger wire and its modification YC120-2CS150 (Fig. 2b) has copper messenger wire of smaller
2 2
cross-section equal 120 mm . Both types contain two contact wires of 150 mm each made of copper
2
silver alloy. Therefore total metallic cross-section for type YC120-2CS150 is equal 420 mm and for type
2
YC150-2CS150 – 450 mm .

Key design parameters of the OCLs are as following:

 mechanical wave propagation speed vc = 369 km/h,

 current capacity: for type YC120-2CS150 is equal Izn=2500 A, and for type YC150-2CS150 is equal
2730 A, assuming line speed of 200 km/h with 10-min headway and at wind speed 0,6 m/s.

Fig. 2. Normal span of overhead contact line of type:

Source: Kaniewski, Burak-Romanowski (2011)

4. Tests of OCL on high-speed lines

4.1. 2C120-2C-3 tests

Instytut Kolejnictwa (at the time CNTK) performed tests of an modified Italian emu class ETR 460
Pendolino, Jarosz (1994). During these tests the overhead contact line was interacting with
a SBD 89 3 kV pantograph manufactured by Schunk Bahn und Industrietechnik. Static force of the
pantograph was dependent on train speed. Precisely, up to 140 km/h the force was 90 N and for higher
speeds – 140 N.

These tests were performed on May 11, 1994 on track 2 between Strzałki and Biała Rawska on CMK
line. The tests resulted in setting a new speed record for Central Europe railways of 250,1 km/h. Before
the test run the height position of the OCL has been adjusted along the route and set on 5465 mm with
standard deviation of 40 mm.

4
Basic test parameter was contact wire uplift, measured at two consecutive supports and in 2/3 of
distance between them. Other important recorded parameter was pantograph voltage. The voltage
recordings proved that no loses of contact occurred during the 250 km/h run. Maximum recorded uplift
was equal 94 mm and was recorded at 235 km/h, which was the maximum speed reached at the
trackside measuring point. The record itself was set a bit further away, still on the same section.

In 2009 there were performed other tests on track 1 between Psary and Góra Włodowska. The test
subject was a pantograph of type DSA 250 installed on a Siemens ES64U4 electric locomotive. During
these tests contact wire uplift at a support and contact point vertical displacement were recorded.
Moreover, contact force has been estimated. Maximum speed obtained during the tests was 235 km/h.

An interesting waveform of contact wire uplift is shown on Fig. 3. Interference of a wave generated by
the pantograph passing at 220 km/h and a reflected wave resulted in creating a standing wave of
amplitude 35 mm and duration of 28 s.

Fig. 4 shows estimated force between the contact wire and the pantograph passing at 235 km/h. Mean
static contact force measured right before the test was equal 114 N, and the difference between
measured lowering and raising force (caused by friction) was equal 12 N. Mean contact wire height was
5203 mm with standard deviation of 12 mm.

Assessment of contact force value F between pantograph and OCL has been performed using the
following formula:

Each element of the formula mentioned above has been measured separately, where:

F – contact force
Fst – static force
Ft – dry friction force
mz – effective mass of the OCL and the pantograph
– contact point acceleration calculated on basis of measurement of the contact point vertical
displacement
Fae – aerodynamic force measured according to EN 50317:2012, 6.

uniesienie, mm
75
70
65
60
55
50
45
40
35
30
25
20
15
10
5
0
t, s
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
80
82
84
86
88
90
92
94
96
98
100
102
104
106
108
110
112

-5
-10
-15
-20
-25
-30
-35
-40

Fig. 3. Contact wire uplift recorded at a support while pantograph passing at 220 km/h
Source: Kaniewski (2009)

5
 F stykowa [N]
180

160

140

120

100

80

60

40

20
t [s]

0
73,0
74,3
75,6
76,9
78,2
79,5
80,8
82,1
83,4
84,7
86,0
87,3
88,6
89,9
91,2
92,5
93,8
95,1
96,4
97,7
99,0
100,3
101,6
102,9
104,2
105,5
106,8
108,1
109,4
110,7
112,0
113,3
114,6
115,9
117,2
118,5
119,8
121,1
122,4
123,7
125,0
126,3
Fig. 4. Contact force between the wire and the pantograph recorded at 235 km/h. Source: Kaniewski (2009)

As a part of dynamic tests of ETR 610 (PKP class ED250) conducted on November, 2013 between
Psary and Góra Włodowska there was checked interaction between pantograph of type
DSA 250.14_PKP and the overhead contact line. Several test runs performed on these days resulted in
attaining new speed records: a record for EMU in Central Europe and a record for Pendolino trainset
family. This speed record of 293 km/h was set on 24 November 2013.

Fig 9. shows estimated contact force between the pantograph and the contact wire at 250 km/h. Mean
static contact force during test was equal 121 N, and the difference between measured lowering and
raising force was equal 9 N. Mean contact wire height was 5200 mm with standard deviation of 10 mm.
Vertical displacement of contact point has been subjected to filtration by a 6 ⅔ Hz lowpass filter.
Contact force parameters, calculated on basis of values presented above, are following: mean contact
force (in this run) – 173 N, contact force standard deviation – 30 N, minimum actual contact force – 60
N, maximum actual contact force – 304 N. The calculated contact force confirms the requirements of
TSI for “energy” subsystem (Regulation (EC), 2014).

Other survey conducted on Psary – Góra Włodowska section concerned DSA 200 pantograph with
copper contact strips. During this survey temperature rise inside the contact strip was checked while
train running at 200 km/h. The maximum current drawn by the locomotive was 2679 A. The temperature
was measured by thermoelements placed in small holes drilled in the strip. Eight holes were drilled
along the strip, placed at 100, 200, 300 and 400 mm from the track centre on both sides. The highest
temperature was recorded at 400 mm from the track centre and was equal about 90 °C. The
temperature rise was achieved almost immediately after current reached its maximum. According to PN-
EN 50119:2009, 5.1.2 permanent temperature rise should not exceed 80 °C and temperature rise above
120 °C should not last longer than 30 minutes.

On 25-26 March 2014 there were conducted tests of interaction of the 2C120-2C-3 with ED250
Pendolino in multiple operation. Because of the unsymmetrical pantograph arrangement on the EMU it
is possible to connect two units in three different ways resulting in three different distances between rear
d.c. pantographs on both unit. Because of that, it was decided the first stage of the tests should be to
determine the worst case. Computer simulation conducted on basis of the previously performed
dynamic tests indicated that the highest uplift value will be achieved while both EMUs connected in a-g
+ g-a configuration. Unsurprisingly, for this train configuration the distance between two rear d.c.
pantographs was the shortest among all three cases and was equal 160,8 m.

Trackside test stand consisted of sensors measuring contact wire uplift at two consecutive supports,
No. 181-11 and 181-13, and data acquisition system.

The dynamic tests were performed on the CMK line between Psary and Góra Włodowska, up to
240 km/h for downhill direction (towards Psary) and 175 km/h for uphill direction (towards Góra
Włodowska). Higher speed was impossible to achieve due to power supply condition at that time. For
that reason the measured values were extrapolated up to 250 km/h for both directions. The results
proved to be fully satisfactory. Contact wire uplift was far from S0 permitted value.

6
Despite the results fact, the ED250 trainsets has not been operated in multiple mode so far, for other
reasons.

4.2. YC120-2CS150 and YC150-2CS150 tests

During 2005–2007, as a part of Project No. 6T08 2004C/06482 entitled Opracowanie i wdrożenie
technologii wytwarzania z miedzi stopowej przewodzących elementów górnej sieci trakcyjnej
o znamionowej obciążalności prądowej powyżej 2,5 kA i podwyższonej wytrzymałości mechanicznej,
OCLs of new types YC120-2CS150 and YC150-2CS150 were designed. The project involved designing
and constructing a new test section of OCL with enhanced current capacity through using wires made of
copper silver alloy. First section of the OCL was built between Stara Wieś and Żychlin. In 2006 and
2007 there were conducted type tests of the new OCL. First stage of the tests involved test runs with
speed up to 176 km/h and the second up to 210 km/h. Using higher speed for the tests was not possible
due to traction parameters of available motive stock. Technical parameters of the OCLs are listed in
chapter 3.2. Measurement results of static elasticity confirmed theoretical calculations performed at
design stage. During the tests following parameters were measured or calculated: contact wire uplift at
a support, points of contact loss, and contact force between the wire and collector head. Pantograph
used for the tests was a diamond-shaped, spring-loaded and equipped with a collector head with two
carbon strips.

During the first series of tests when train speed was about 180 km/h the maximum observed uplift
caused by a pantograph with static force 109 N was 58 mm. The uplift caused by the same pantograph
with lower static force 91 N was 52 mm. No contact loss was found while collecting 100% of nominal
traction current.
uniesienie przewodów jezdnych [mm]
60

50

40

30

20

10

0 t [s]
18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36

-10

-20

-30

Fig. 5. Contact wire uplift against time recorded for YC120-2CS150. Source: Kaniewski (2007)

During the second batch of tests the same pantograph was interacting with OCLs with speed up to
210 km/h. At 210 km/h the highest recorded contact wire uplift was 63 mm, caused by the pantograph
with mean static force of 109 N. Contact wire uplift record is shown in Fig. 5. A standing wave of
amplitude 20 mm was created as a result of interference of primary and reflected wave. The amplitude
is lower than the recorded for 2C120-2C-3 on CMK line. Comparison of contact wire uplift against speed
had been recorded for both types of overhead line equipment.

5. Summary

The survey confirmed that overhead line equipment type 2C120-2C-3 and YC150-2CS150 can be
safely used on lines with speed up to 250 km/h which seems to be a technical limit for 3 kV DC system.
We can observe following tendencies in overhead line equipment design in general: common use of
2
copper alloys (CuAg, CuMg, CuSn), increased wire cross-section up to 150 mm and increased
mechanical tension (for CuMg and CuSn). There is also popular to use bronze messenger wires for AC
overhead contact lines. Concept of using additional stitch equipment in order to improve uniformity of
elasticity distribution also comes back into engineers’ favour. Development of high-speed railways in
Poland should be linked with introduction of the 2×25 kV 50 Hz system

7
References

 Jarosz T., 1994. Sprawdzenie sieci jezdnej na wybranych odcinkach linii Warszawa – Gdańsk
i CMK w związku z problemami pociągu ETR460 kolei FS na PKP.

th
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International Conference „Modern Electric Traction in Integrated XXIst Century Europe, Warsaw
University of Technology, pages 212–216.
 Kaniewski M., 2007. Badania sieci YC150-2CS150 i YC120-2CS150 przy prędkości jazdy
200 km/h.
 Kaniewski M., 2009. Przeprowadzenie badan technicznych lokomotywy ES64U4 produkcji
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trakcyjną).
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typu YC120-2CS150 i typu YC150-2CS150.
 Głowacz M., 2014. Proces weryfikacji EMU250PKP (Sprawozdanie z badań współpracy
pantografów z siecią jezdną na jednostkach EMU250PKP (serii ED250) w trakcji wielokrotnej).
 Massel A. Przygotowanie infrastruktury kolei dużych prędkości w Polsce, Koleje dużych
prędkości w Polsce, joint publication edited by Mirosław Sergiejczyk, 2015.
 Commission Regulation (EU) No 1301/2014 of 18 November 2014 on the technical
specifications for interoperability relating to the ‘energy’ subsystem of the rail system in the
Union, 2014.
 UIC Leaflet 799-1 OR, 2000 Characteristics of direct-current overhead contact systems for lines
worked at speeds of over 160 km/h and up to 250 km/h.
 EN 50119 -- Railway applications -- Fixed installations -- Electric traction overhead contact lines