SPECIFICATION NO. ETI/OHE/53(6/88)-Rev.

GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS

PRINCIPLES

FOR

OHE LAYOUT PLANS AND

SECTIONING DIAGRAMS
FOR 25kV A.C. TRACTION

Issued by

TRACTION INSTALLATION DIRECTORATE

RESEARCH DESIGNS & STANDARDS ORGANISATION
MANAK NAGAR
LUCKNW-226011.

(for official use only)

July 2020
 PREFACE

The “Principles of preparation and checking of OHE layout plans” first issued by erstwhile
Railway Electrification was revised by RDSO and issued as No. ETI/OHE /15 in July, 1983.

2. This Specification revised in the year 1988 incorporating the correction slip nos. 1,2,3,4,5
issued on 12th July, 1984, 30th August 1984, 21st December 1984, 21st October 1986 and 7th
October, 1987 respectively to July 1983 editions and issued as No. ETI/OHE/53 in June
1988.

3. This revised addition incorporated the correction slips no. 1, 2,3,4,5 issued on December
1988, August 1989, June 1990, August 1992, November 2006, revised drawing nos.,
Railway Board circulars, IRSOD(BG)-Revised 2004 and modification proposed by Zonal
Railways.

4. This Specification does not serve as a design manual, but lays down the principles for
preparation and checking of OHE layout plans, cross sections and sectioning of OHE.

5. The maximum and minimum dimensions as laid down and amended from time to time in
the schedule of dimensions issued should be followed. In case of any discrepancy, the
matter shall be referred to RDSO.

*********

2
 CONTENTS
Para Subject Page No.
No.
1. Introduction 5

2. Definitions 5

3. Electrical Clearances 10

4. Wind pressures 10

5. Spans 11

6. Masts, Portals, Head Span and Foundations 12

7. Contact wire height 18

8. Stagger 20

9. Encumbrance 21

10. Droppers 22

11. Section Insulators 23

12. Arrangement of Jumpers 24

13. Tension Lengths 24

14. Anchorage of equipment 26

15. Location of overlaps 27

16. Neutral Section 28

17. Points and crossings 29

18. Arrangement of masts 30

19. Cantilever Arrangement 34

3
Para Subject Page No.
No.
20. Setting of masts 36

21. Overline Structure 46

22. 25kV Feeder 47

23. Cross Spans and Switching stations 48

24. Tramway type Overhead Equipment 48

25. LT Supply Transformers 49

26. Mast and Rail Bonds 50

27. Earth Wires 50

28. Sectioning Arrangement 51

29. Numbering of OHE Mast 57

30. Numbering of Equipment 60

31. Design deviation for 1500 Volt DC OHE 65

converted to 25kV AC OHE in Mumbai and
Pune divisions of Central Railway and Mumbai
division of Western Railway.

4
 PRINCIPLES
FOR
LAYOUT PLANS AND SECTIONING DIAGRAMMS
FOR 25kV AC TRACTION

1.0 INTRODUCTION

1.1 These principles for preparation, checking and finalization of over head equipment
lay out plans, have been framed from standardization and guidance of
Railways/Railway Electrification Projects. In some cases, the principles are obligatory
and should be followed. In other cases, principles have been evolved to standardize
designs and to speed up the work. The principles could be relaxed in special cases,
after studying individually the implications to arrive at the best solution both from
economical and technical points of view. The fundamental aim of design of overhead
equipment is to install all the contact wire at the requisite height and to keep it
within the working range of the pantograph under all circumstances.

2.0 DEFINITIONS

The technical and other terms used in this book, shall have the same meaning as
defined in General and Subsidiary Rules/AC Traction Manual, unless, there is any
thing repugnant to the subject or context.

2.1 BOND

An electrical connection across a joint in or between adjacent lengths of rail:

i) Bond, continuity – A rail bond used for maintaining continuity of the rail circuit at
crossings and junctions.

ii) Bond, cross – A rail bond used for connecting together two rails of a track or rails of
adjacent tracks.

iii) Bond impedance – A special rail bond used to bridge an insulated rail joint in A.C.
track circuited sections in areas equipped for electric traction.

iv) Bond rail – An electrical connection across a joint between two adjacent lengths of
rail as part of the track return.

v) Bond, Structure – An electrical connection between the steel work of a track

structures, bridge or station building, to which the traction overhead equipment is
attached and the track returns.

2.2 Cantilever (assembly)

It is an insulated swiveling type structural member, comprising of different sizes of

steel tubes, to support and to keep the overhead catenary system in position so as to
facilitate current collection by the pantograph at all speed without infringing the
structural members. It consists of the following structural members.

(i) Stay arm – It comprises of φ 28.4/33.7 mm (Small) size tube and an adjuster
at the end to keep the bracket tube in position. It is insulated from mast by
stay arm insulator.

5
 (ii) Bracket tube – It comprises of φ 40/49 mm (large) or φ 30/38 mm
(standard) bracket tube and insulated by bracket insulator. Catenary is
supported from this member by catenary suspension bracket and catenary
suspension clamp.

(iii) Register Arm – It comprises of φ 28.4x33.7 mm tube to register the contract

wire in the desired position with the help of steady arm.

(iv) Steady arm assembly – It is 32 x 31 mm BFB section made of aluminum-

alloy to register the contact wire to the required stagger and to take the push
up of contact wire. It is always in tension.

2.3 Crossings

The electrically live member/conductor passing over another electrically live

member/conductor, without physical contact.

i) Power line crossing – An electrical overhead transmission or distribution line or

underground cable placed across railway tracks whether electrified or not for
transmission of electrical energy.
ii) Crossing OHE – Crossing of two conductors of OHE crossing without physical
contact.

2.4 Dropper

A fitting work used in overhead equipment construction for supporting the contact
wire from catenary.

2.5 Electrical Clearance.

The distance in air between live equipment and the nearest earthed part.

2.6 Encumbrance

The axial distance on vertical plane between the catenary and the contact wire at
support.

2.7 Height of contact wire

The distance from rail level to the under side of contact wire.

2.8 Feeder

A conductor connecting (a) a substation with a feeding post, or (b) a feeding post
with the OHE.

2.9 Interruptor

It is a single phase Vacuum circuit breaker used as load switch to close the circuit on
fault but does not open on fault. It is operated either by remote or manually at site.
Different methods of connection of interruptors are:

6
 a) Bridging Interruptor – An interruptor which is provided at the neutral section to
extend the feed from one substation to the overhead equipment normally fed by
the other substation in emergencies or when the latter is out of use. This
normally remains in the open position.
b) Sectioning Interruptor – An interruptor which connects adjacent sub-sectors
together to maintain continuity of supply. This normally remains in closed position.
c) Paralleling Interruptor – An interruptor which connects overhead equipments of
two different tracks. This normally remains in closed position to reduce the
voltage drop.

2.10 Jumper

A conductor or an arrangement of conductors for electrical continuity not under

tension, which forms electrical connection between two conductors or equipments.

2.11 Mast

A single vertical post embedded in the foundation or otherwise rigidly fixed in vertical
position to support the overhead equipment with cantilever assembly. It may be
rolled section or fabricated. The uprights of portals, head spans and TTCs are also
called mast.

2.12 Neutral Section

A short section of insulated dead overhead equipment which separates the sectors
fed by two adjacent substations which are normally connected to different phases.

2.13 Overhead Equipment (OHE)

The electrical conductors over the track together with their associated fittings,
insulators and other attachments by means of which they are suspended and
registered in position. All overhead electrical equipment, distribution lines,
transmission lines, and feeder may be collectively referred to as overhead lines.

2.14 Overlap

An arrangement of overhead equipment over a track where two sets of traction

conductors are run parallel to each other for short distance over span(s) providing a
smooth passage for the pantograph of an electric rolling stock. In the un-insulated
overlaps two sets of conductors are separated by 200 mm and connected by a
jumper. In insulated overlaps the two sets of conductors are separated by 500 mm
in air. Electrical continuity is provided by an isolator or an Interruptor.

2.15 Over line structures

Any fixed structure provided over the track. The prescribed clearance is normally
provided as laid down in the Schedule of Dimensions for unrestricted movement of
rolling stock.

2.16 Pantograph

7
 A collapsible device mounted on an insulated base from the roof of an electric engine
or motor coach for collecting current from the overhead equipment.

2.17 Return Conductor

A conductor which carries return current from the tracks to the sub-station in the
booster transformer system.

2.18 Regulating Equipment

A device for maintaining the tension of OHE conductors constant under all ambient
temperature conditions.

Note: Such OHE is called regulated OHE.

2.19 Setting Distance (Implantation)

The horizontal distance from the nearest face of traction mast to the centre line of
the track.

2.20 Suspension Distance

The horizontal distance from the centre of the eye of catenary suspension bracket to
the face of the mast for a single cantilever assembly or to the face of cross arm
channel in case of multiple cantilever assembly (Ref. Fig A.1.01)

2.21 Span

The distance between the centre lines of the adjacent supporting masts for overhead
equipment/lines.

Clear span in case of portal structure, is the distance between the inner faces of
portal uprights.

8
2.22 Stagger

Stagger of the contact wire is the horizontal distance of the contact wire from the
vertical plane through the centre of pantograph pan at the contact surface.

The stagger of the catenary is the horizontal distance of the eye of the catenary
suspension bracket from the vertical plane through the centre of the track.

2.23 Section Insulator

A device installed in the contact wire for insulating two elementary electrical sections
from each other while providing a continuous path for the pantograph without break
of current.

2.24 Supply Control Post

It is general term which refers to an outdoor assembly of control gear, such as

interruptors, isolators, potential transformers, auxiliary transformers, etc. including
remote control equipment installed in a cubicle, for controlling power supply to
overhead equipment.

a) Feeding Post (FP) – It is a supply post where the incoming 25 kV feeder lines from
the substation are terminated, and connected to the overhead equipment through
interruptors.
b) Sectioning and Paralleling Post (SP) – It is a supply control post situated mid-way
between two feeding posts at the neutral section and provided with bridging and
paralleling interruptors.
c) Sub-sectioning and paralleling post (SSP) – It is a supply control post where a
sectioning and paralleling interruptor is provided.
d) Sub-sectioning Post (SSP)- (For single line section) it is a supply control post where
a sectioning interruptor is provided.

2.25 Sector

A section of overhead equipment of a track which can be energized by closing a

feeder circuit breaker at the sub-station.

a) Sub-sector - The smallest section of overhead equipment which can be isolated

remotely by opening of interruptors.

b) Elementary Section – The smallest section of overhead equipment which can be

isolated from the rest of the system by manual operations.

2.26 Tension Length

Length of conductor which is stretched between the two anchor points.

2.27 Versine

9
 The versine is the maximum offset of the rail on which spans have been measured
(Para 5.1) of the curved track from the chord connecting two points, each opposite
adjacent masts.

3.0 Electrical Clearance

3.1 Clearance

The clearances between 25 kV live parts and earthed parts of fixed structures or
moving loads shall be as large as possible. The minimum electrical clearances
(vertical and horizontal) to be maintained under the worst condition of temperature,
wind, etc. between any live parts of the overhead equipment or pantograph and
parts of any fixed structures (earthed or otherwise) or moving loads shall be as
below:

(i) Long duration 250 mm

(ii) Short duration 200mm

Note:
(i) The powers delegated to Principal Chief Electrical Engineers vide Board's letter
no.76/RE/240/1 dated 27.03.1980 are withdrawn.
(ii) A clearance study should be made for every over line-structure/tunnel as per
IRSOD and, if required should be referred to RDSO for advice.
(iii) Long duration clearance 250 mm does not include track maintenance allowance,
tilting allowance etc. It includes 200mm short time clearance and 50mm only for
pushup/oscillation.

3.2 Working clearance

Minimum clearance between live conductor/equipments and such earthed

structure/live parts of different elementary sections where men are required to work
shall be 2 m. Where the clearance is not obtained the structure shall be protected by
earthed metallic screens or prescribed warning boards (refer para 22.2 and 22.3)

4.1 Wind Pressure

4.2 Wind Load

Wind pressures for design of all masts and determination of spans are based on Wind
loads as per IS:875(Part-3)-2015 “Design Loads (Other than Earthquake) for
Buildings and Structures — Code of Practice” .The standard wind pressures adopted
are as follows for all new works for different zones as indicated in the specification.

i) Navy - 73 kgf/m2
Blue
ii) Yellow - 105 kgf/m2
iii) Blue - 136 kgf/m2
iv) Green - 155 kgf/m2
4.2 Loading calculation
v) Red - 178 kgf/m2
vi) Hatched - 216 kgf/m2
Red
10
 For working out the wind loading, the 190% of projected area for the rolled and
fabricated sections and 3/4th of the projected area for conductors and other circular
member is taken into account.

Note: The safety of masts and portals is checked for two conditions.

a) At 35 degree C temperature and full wind pressure.

b) At 4 degree C temperature and 20% of the governing wind pressure.

5.0 Spans

5.1 Measurement

Spans shall be accurately measured by means of a steel tape. On curves, these

measurements shall be taken on the outer rail of the middle track in the case of an
odd number of tracks and in the case of an even number of tracks on the inner rail of
the first outside track (from the centre of the formation). On single track,
measurements shall be made on the outer rail.

5.2 Standard Span

Standard spars shall be determined in accordance with:

i) Standard spans in accordance with Employment Schedule for Conventional OHE

given in clause no. 6.1.2.

ii) Drg. No. ETI/OHE/G/04201 Rev.1 for regulated tramway OHE and

5.3 The spans shall be as large as practicable, but should enable the contact wire to be
erected with permissible stagger. For a stipulated maximum stagger, the length of
the span is governed by curvature, blow off of overhead equipment, and sway of
pantograph and deflection of the mast under wind condition. Standard spans shall
be used to maximum extent possible.

5.4 Mid span stagger

Where the two adjacent spans are located on curves of different radius or when the
two versines are in opposite directions, the spans shall be determined so as to keep
the mid span stagger in the two spans within the limit given in the span and stagger
chart (ETI/OHE/G/00202 Rev. A), taking into account the stagger at the common
support and the stagger at the extreme supports (see para 8)

5.5 Restrictions

The following restrictions are applicable.

i) On main tracks, the lengths of two consecutive spans shall not normally differ by
more than 18 m.
ii) The length of spans with unequal encumbrances shall be such that the axial distance
between the catenary and the contact wire at the minimum dropper is not less than

11
 150 mm. For example the length of the span with 1.4 m and 0.9 m encumbrances
at the two ends shall not exceed 67.5 m. This restriction is applicable to the two
spans on each side of the structure, equipping a turnout for the main OHE.
iii) Spans in the vicinity of over line structures with restricted head room shall be
determined with reference to the electrical clearances available (See para 3)
iv) The lengths of spans loaded with section insulators may require to be restricted (See
para 11)
v) Non-standard spans may be adopted in difficult locations, e.g. in rocky cuttings, on
through girder bridges, for locations of masts on bridge piers and within station
limits.
vi) With crossed type equipment with actual crossings of OHEs at facing turnouts, the
anchor spans shall be restricted to 54 m.
vii) Where earth wire is provided, the maximum span over level crossings should be
58.5m.

5.6 Overlaps

The spans at insulated and un-insulated overlaps should be designed in accordance

with Drg. Nos. ETI/OHE/G/02131 Sheet 1 and RE/33/G/02121 Sh. 1 Rev. F
respectively.

Note: If feasible, overlap shall be avoided under overhead power line crossings.
Insulated overlap should be avoided with in 120 m in front of stop signal.

5.7 Neutral sections

The spans at neutral sections should confirm to Drg. No. ETI/OHE/G/02161 sheet No.
1 Rev. C and no deviations are normally permissible.

6. Masts, Portals, Head Spans and Foundations.

6.1 Types of masts.

OHE conductors are suspended from swivelling cantilever assembly generally erected
on individual masts.

6.1.1 Nine types of masts are used. These are designated as 150x150 BFB, 200x150 RSJ,
K/B-100, K/B-125, K/B-150, K/B-175, K/B-200, K/B-225 and K/B-250. The first two
are rolled sections and remaining seven are fabricated masts. B-series (Drg. No.
ETI/C/0071) masts can be used in lieu of K-series masts.

Note: Sometimes 200x200 (8”x8”) BFB have been imported. These are used in lieu
of 200x150 RSJ as specified in mast employment schedules.

6.1.2 Selection of masts

The masts for standard applications viz. masts for single OHE, anti-creep and
overlaps should be selected from the mast employment schedules. Separate mast
employment schedules have been made for each wind pressure zone as under:

a) Conventional OHE ( 65mm2 Cd-Cu catenary and 107 mm2 copper contact wire)

12
 Navy Blue Zone (73 kg/m2 ) TI/DRG/CIV/ES/RDSO/00001/18/0 (Sheet-1)

Yellow Zone (105 kg/m2 ) TI/DRG/CIV/ES/RDSO/00001/18/0 (Sheet-2)

Blue Zone (136 kg/m2 ) TI/DRG/CIV/ES/RDSO/00001/18/0 (Sheet-3)

Green Zone (155 kg/m2 ) TI/DRG/CIV/ES/RDSO/00001/18/0 (Sheet-4)

Red Zone (178 kg/m2 ) TI/DRG/CIV/ES/RDSO/00001/18/0 (Sheet-5)

These drawing are suitable for implantation up to 2.8m from the centre line of the
nearest track. For implantation other than this, see drawing nos. in appendix ix of
ACTM Vol.II Part II.

The mast employment schedules are prepared only for standard setting distance as
given in Drg. No. ETI.OHE/G/00111 Sh. 1 Rev. C. For higher implantations and other
locations like masts for turnouts, diamond crossings, umbrella type OHE etc, the load
on the mast should be calculated separately for every locations and safety of the
mast checked in accordance with Drg. No. ETI/OHE/G/00141 sheet 3. The
permissible bending moments of the mast are given in Drg. No. ETI/SK/C/122.

6.2 Two Track Cantilever

In the yards and sidings when the mast cannot be erected near the track to be
equipped, it may be erected spanning one or two tracks using a two track cantilever
(Drg. No. ETI/C/009/69, Sheet 1). This is generally used for supporting OHE near
turnouts and X-overs. This arrangement should not be used for supporting OHE of
two main lines. The OHE can be supported up to a distance of 10.5 m from the
upright with this arrangement.
Two Track Cantilever Structure TTC-17 (Drg. No. – ETI/C/0077 SH-3A) with 10 m
Boom, can be used along the track on Bridge approaches.

6.3 Portals

On multiple track sections, where adequate track centres are not available and tracks
cannot be slewed, portals are used. Each portal consists of two fabricated uprights
and one fabricated boom consisting of with or without one central piece and two end
pieces.

6.3.1 Three types of portals have been standardized. “N “ type portal is used for clear
spans of 10 m-20m (4 track maximum), ‘O” type portal is for clear span of 20m-
30m( for 6 tracks maximum) and ‘R’ type portal with span of 36m-40m (for 8 tracks
maximum). For more than 8 tracks, special type portal uprights with boom may be
adopted.

6.3.2 Where the upright of standard portals cannot be erected due to limited track centres,
‘P’ type portal may be used in place of ‘N’ type and ‘G’ type may be used in place of
‘O’ type. The width of upright of these portals is 300 mm and 250 mm as against
450 mm of ‘N’ type and 550 mm of ‘O’ type respectively. In exceptional cases, BFB
uprights of 152 mm width (Drg. No. ETI/C/0026 Sheet 1) may also be used with ‘N’

13
 type portal boom. Special BFB portals with 3 legs (Drg. No. ETI/C/0027 Sheet) may
also be used in exceptional cases where N type portal can not be used.

6.3.3 The cantilevers for the extreme track are provided on the uprights of the portals in
accordance with para 19. The cantilevers for the intermediate tracks are provided on
the drop arms suspended from the boom (ref. Para 19.6)

6.4 Head spans

In yards where un-regulated/regulated OHE is used head span may also be used to
cover more than 6 tracks. Standard head span arrangement is given in Drg. No.
ETI/OHE/G/03201. The head span arrangements are not to be used normally.

6.5 Foundations

6.5.1 Volume charts

The foundation bending moment codes (FBM) for each location are obtained from the
mast employment schedules or by actual calculation (Para 6.1.2). Bearing capacity of
the soil is determined at the outer toe of the bottom of foundation at a
representative number of locations. Where foundations are placed on the slope of
banks due to increase in setting distance, the bearing capacity of the soil should be
determined on the slope. Bearing capacities determined thus would be considerably
less than those determined on the top of formation.

Selection of the type and size of foundation is done from the volume chart. (Drg. No
TI/DRG/CIV/FND/RDSO/00001/04/0) on the basis of FBM code, type and bearing
capacity of soil/shoulder width and the extent of projection above ground level.

6.5.2. Type of foundations.

The following types of foundations are for OHE mast and portals:

(1) For Masts:

TI/DRG/CIV/FND/RDSO/00001/04/0
i) (A) Side bearing (Type B)
(Sheet-1) “MOD-B”

(B) Side gravity (type : BG) TI/DRG/CIV/FND/RDSO/00001/04/0

(Sheet-1) “MOD-B”
(C) Pure gravity (Type: G) -do-
(D) Pure gravity for black
TI/DRG/CIV/FND/RDSO/00001/04/0
cotton soil (Type: WBC)
(Sheet-1) “MOD-B”
ii) New Pure gravity (Type : TI/DRG/CIV/FND/RDSO/00001/04/0
NG) (Sheet-2) “MOD-B”
iii) NBC type foundation for dry
TI/DRG/CIV/FND/RDSO/00001/04/0
black cotton soil (16500 &
(Sheet-3) “MOD-B”
11000 kgf/m2) 3.0 m depth.
iv) New pure gravity for TI/DRG/CIV/FND/RDSO/00001/04/0
different soil and site (Sheet-4) “MOD-B”

14
 conditions (500 mm exposed)
(Type-. NG or SPL)
v) New pure gravity for black
cotton soil (for 8000 TI/DRG/CIV/FND/RDSO/00001/04/0
kgf/m2 sojl pressure. 2.5 m (Sheet-5) “MOD-B”
depth. (Type : NBC)
vi) Foundations in soft rock
(bearing capacity 45000 Drg. No. ETI/C/0059 “MOD-C”.
Kgf/m2)
vii) Foundations in hard rock
(bearing capacity 90,000 Drg. No. ETI/C/0060 “MOD-D”.
kgf/m2).
viii)Bolted Foundation in hard
Drg No TI/Drg/CIV/ANCH-
Rock (Bearing Capacity-90000
FDN/00001/17/0/ MOD-C
kgf)

2) For portals

15
i) In ordinary soil Drg. No.ETI/C/0005/68

ii) In dry black cotton soil Drg. No. ETI/C/0063

6.5.2.1 In the case of OHE foundations in deep rock cutting the foundation should be below
the drain.

6.5.2.2. For all future constructions of pure gravity foundation Drg. No. ETI/C/0058 sheet
2A only shall be followed.

6.5.3. Selection of foundations

Side bearing foundations are used for masts where the soil bearing capacity is
11,000 or 21,500 Kgf./m2 and 300 mm wide shoulder is available on the bank.
However for overlap inter masts and masts on the inside of curves, 550 mm wide
shoulder is necessary (Drg. No. ETI/C/0023)(Ref. Fig. A1.02).

6.5.4 New pure gravity foundations may be used for masts where soil bearing capacity is
5500, 8000 and 11000 Kgf./m2 or where adequate shoulder width as mentioned in
para 6.5.3 is not available. In such cases, it should be ensured that foundation is not
exposed.

6.5.5. Side gravity foundations may be used for masts where soil bearing capacity is 8000
and 11000 Kgf./m2, or adequate shoulder width is not available. No portion of the
foundation should be exposed.

6.5.6 Pure gravity foundations (type G) are used for independent masts where soil
surrounding the foundations is loose and cannot exert passive pressure on the
foundations. G type foundation have been designed for soil bearing capacity of
5500, 8000 and 11000 Kgf./m2. Pure gravity foundations (Type P) are used for
portals and are designed for soil bearing capacity of 8250 and 11000 Kgf./m 2.

6.5.7 Foundations in black cotton soil

6.5.7.1 The foundation of the black cotton should be done preferably in dry season i.e.
from November to May. Excavations should be avoided as far as possible in case of
unexpected rains in dry season also.
6.5.7.2 In black cotton soils, WBC and NBC type of foundations are used. Primarily WBC
foundations are to be adopted where swelling/shrinkage is not expected to take
place at the founding level and NBC foundations have to be provided where
swelling/shrinkage is expected to occur.

6.5.7.3 The safe bearing capacity should be determined in accordance with IS: 6403.

6.5.7.4 When in doubt regarding classification of BC soil as to dry or wet, it is preferable to

make NBC type foundation.

6.5.8 Where foundations are constructed on the slope of banks, the foundations should be
so located that generally no part of it is exposed. The top of foundation may then be
brought to the desire level (rail level- 500 mm upto 810mm) by providing a super
block of length and breadth equal to the top dimension of foundations. The increase
in bending moment due to increased setting distance should be calculated and the

16
 designation of foundation to allow for this BM should be selected. The arrangement
is shown in the Fig. No. A.1.03

6.5.9 The top of foundation should be 50-100 mm above the surrounding ground level.
The length of mast below rail level should be minimum 1850 mm for regulated OHE
and 1750 mm for un-regulated OHE. A 1350 mm embedment of mast in concrete is
necessary. Concrete cushion of 150 mm below the bottom of mast is also necessary.
Wherever necessary, these may be achieved by providing a super block of length and
width equal to the top dimension of foundation.

However portion of existing pure gravity foundations to Drg. No.

TI/DRG/CIV/FND/RDSO/00001/04/0 sheet -2 corresponding to a depth of 500 mm of
embankment having slope of 1:2 may be exposed.

6.5.10Giving due consideration to the above, the most economical type of foundation
should be adopted.

7.0 Contact Wire Height.

7.1 Standard height

Normally the height of contact wire (under side surface) above the track plane shall
not be less than 5.50 m at any point in the span under the worst temperature
conditions. To ensure this, the normal height at the suspension point shall be as
under:

Type of OHE Normal height of contact wire at the support point.

i) Regulated

a) Normal with 10 cm pre-sag 5.60 m

b) Normal with 5 cm pre-sag 5.55 m

ii) Unregulated

a) Unregulated OHE designed 5.75 m

for areas with a temp range of
4oC to 65oC

b) Unregulated OHE designed 5.65 m

for areas with a temp range
of 15oC to 65oC

7.2 The height may be reduced under over line structures after a clearance study. The
minimum height shall be 4.92 m for the broad gauge and 4.02 m for the meter
gauge to permit movement of “C” class ODC without physical lifting of wires. In case
“C” class ODC movement is not required, the height could be reduced to 4.80 m (BG)
Ref. Fig. A1.04)

17
. Height may be further reduced to 4.54m if rolling stock of height higher than
4.27m are not allowed on such lines in case of restricted height of over line structure
after clearance study.

7.2.1 At electric locomotive sheds and loco inspection pits, the minimum height shall be
5.80 m for the broad gauge and 5.50 for the meter gauge.

7.2.2 At level crossings, the minimum height shall be 5.50 m for both broad and metre
gauges.

7.3 Erection tolerance

A tolerance of +/- 20 mm is permissible on the height of contact wire as measured at

a point of support except on either side of an over bridge, here a tolerance of +/- 10
mm will be allowed. But the difference between the heights of contact wire at two
adjacent supports shall not exceed 20 mm. In spans with gradient of contact wire,
this difference of 20 mm is measured over and above the approved gradient.

18
7.4 Contact Wire gradient

Any change in the height of the contact wire should be made gradually and the slope
should not normally exceed 3 mm/m on main lines and 10 mm/m on sidings. In no case
shall the relative gradient of the contact wire in two adjacent spans be greater than 1.5
mm/m on main lines and 5 mm/m on sidings. Railway Board vide letter no
2001Elect(G)/170/1 dated 22.11.16 revised the contact wire gradient and relative
gradient to 2mm/m and 1mm/m respectively for new electrification works.

7.5Provision for future track raising

The rail level may go up in future by 275 mm (max) due to use of concrete sleepers and
strengthening of track structure. Provision should be made for possible lifting of track by
275 mm (max.) (Correction Slip No. 10, Schedule of Dimension, (BG/Metric), 1973).
OHE arrangement indicated in Drg. No. ETI/OHE/G/02102,Sheet 3 (Rev B) should be
used for the areas where track raising is contemplated. The areas where track is
proposed to be raised may be ascertained before commencement of works. No track
raising is normally contemplated near over-line structures unless additional head room
has been provided.

8 Stagger

8.1 Tangent track

On tangent track, the contact wire is normally given a stagger of 200 mm at each
support alternately on either side of the centre of the track. This is relaxed in special
cases for ensuring requisite clearances in difficult locations such as in the vicinity of
signals, subject to stagger at mid span not exceeding the permissible values given in
Drg. No. ETI/OHE/G/00202 Rev.A.

8.2On tangent track, the catenary stagger is zero for masts supporting a single equipment.
The catenary is fixed vertically over the contact wire at all supports at which more than
one equipment is supported, at flexible head spans and at supports with reduced
encumbrance, on tangent as well as curved tracks.

8.3Curved track

On curves, the stagger of the contact wire at supports should not exceed 300 mm.
The stagger of the catenary on curved track shall be determined with reference to
Drg. No. ETI/OHE/G/00202 Rev. A. The standard values adopted are 0, +200 and –
200

Note: For maximum permissible stagger refer para 4 of Chapter V-A of Schedule I, BG
Metric Schedules of Dimensions – 1973.

8.4 Turnouts and diamond crossing

19
 At turnouts, the stagger of the contact wire on the main running line shall be in
accordance with Drg. No. ETI/OHE/G/00202 Rev.A. The stagger of contact wire of
the branching line shall not exceed 300 mm at any point in the span. This is
achieved by selecting a suitable location for the mast near the centre of the turnout
in the case of overlap type equipment, or by suitably adjusting the point of crossing
of the two contact wires in the case of crossing type equipment.

8.5 Un-insulated overlaps

At un-insulated overlaps, the stagger should confirm to Drg. No. RE/33/G/02121

sheet 1 Rev. F. On non-uniform curves or at other locations where staggers different
from those indicated in these drawings are adopted, the following points should be
observed.

i) The stagger of the in-running contact wire does not exceed 200 mm on tangent track
and 300 mm on curved track at any support, at which only one contact wire is in-
running.

ii) In any span at the centre of which only one of the contact wires is in-running (as in
4-span overlap), the mid-span stagger of the in-running contact wire does not
exceed the values given in Drg. No ETI/OHE/G/00202 Rev. A.

iii) The two contact wires run parallel to each other between the intermediate supports
at a distance of 200 mm from each other.

8.6 Insulated overlap

At insulated overlaps, stagger should conform to Drg. No. ETI/OHE/G/02131 Sheet 1

on non-uniform curves and at other locations where stagger different from those
shown in this drawing are adopted, the points mentioned against un-insulated
overlap spans also apply, with the difference that between the intermediate masts
the two contact wires run parallel at a distance of 500 mm from each other.

8.7 Neutral Sections

The stagger at overlap type neutral sections should conform to Drg. No.
ETI/OHE/G/02161, Sheet No. 1 Rev. C.

8.7.1 The stagger at section insulator type neutral section should be so adopted that the
stagger at the section insulator assembly is within the limit of + 100 mm (see para
11.1(iii).

8.7.2 PTFE type neutral section shall be erected on tangent track only. The stagger shall
be zero at support.

9 Encumbrance

9.1 Normal

The encumbrance shall normally be 1.40 m.

9.2 Reduced encumbrance

20
The preferred values of reduced encumbrance for erection of overhead equipment under
over-line structure are:
-------------------------------------------------------------------------------------------------------
Span under Recommended encumbrances Largest
Over-line for span under over-line permissible
Structure Structure adjacent spans

(m) (m) (m)

-------------------------------------------------------------------------------------------------------
1 2 3
-------------------------------------------------------------------------------------------------------
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 0.40 54.0*
31.5 0.40 49.5
27.0 0.30 45.0
------------------------------------------------------------------------------------------------------
# Applicable where the encumbrance cannot be increased to 1.40 m in a single span from
the value given in column 2. The normal encumbrance of 1.40 m should be provided in
subsequent spans. In such cases, the encumbrance may be adjusted in such a way that the
lowest point of the catenary does not fall between first dropper and the support.

* See Para 5.5 (i)

Note i) The above values are applicable only to regulated OHE with 10 cm nominal pre-
sag of contact wire.

(ii) Special droppers may be required in spans under and adjacent to over-line
structures.

9.3 Minimum Encumbrance

Normally, the axial distance between the catenary and the contact wire at the
minimum dropper should not be less than 150 mm. Smaller droppers may be
adopted in exceptional cases. If the shortest dropper is loop type and more than
150 mm, no speed restriction is called for. But it the dropper is without loop or of
rigid type or less than 150 mm, the overhead equipment is deemed suitable upto 90
km/h speed.

9.4If section insulators are to be installed in spans under over-line structures, special
designs will have to be evolved.

10.0 Droppers

10.1 The standard arrangement of droppers assembly shall be as per drawing No.
ETI/OHE/P/1190 Rev. B.

21
10.2 The general distribution of droppers on an OHE span shall be as per drawing No.
ETI/OHE/G/00161. The arrangement of OHE span should be designed in such a way
that standard droppers are used.

10.3 Special droppers arrangement.

The special arrangement of dropper as shown in Drg. No. ETI/OHE/P/1400 Rev. C

may be followed in exceptional cases wherever unavoidable.

10.3.1The arrangement of the dropper to be adopted on the through girder bridges as

shown in Drg. No. ETI/OHE/P/1410 Rev. B, where the OHE is supported on member
of girder bridge.

10.4 Rigid dropper

Adoption of rigid dropper (made of contact wire only) should be avoided as far as
practicable. It should not be adopted, at all on main running lines.

11 Section Insulators

11.1 Location

Sectional insulators should be so located that the following conditions are fulfilled.

i) At location of section insulator, the axial distance between the catenary and contact
wire shall not be less than 450 mm in the case of single-wire section insulator and
600 mm in the case of a double wire section insulator without increasing the
encumbrance at the supports beyond 1.40 m.

ii) The section insulator is to be located beyond the point where the centre distance
between the two tracks is equal to or more than 1.65 m. If the section insulator is
erected with the free ends of the runners away from the centre of the turn out this
distance may be reduced to 1.45 m.

iii) The stagger of the contact wire at the location of the section insulator should
normally be zero, but in no case should it exceed + 100 mm.

iv) On loops, the section insulator shall, as far as possible, be located close to the first
support of the overhead equipment for the loop.

v) The preferred location of section insulator on main running track is 2 to 10 m from

the support in the direction of traffic, though its provision on the main line should be
avoided.

vi) In double line section, the runners should be in the trailing direction.

vii) Light Weight Section Insulator Assembly:

Light Weight Section Insulator Assembly (LWSI) as per RDSO specification

TI/SPC/OHE/LWTSI/0060(Revision-1) with A & C-1 may also be used as it is

22
 advantageous to conventional type section insulator assembly in terms of lesser
weight and fitness for higher speed hence the Light Weight Section Insulator
Assembly can be installed in main line fit for high speed train operation. For more
details ACTM Vol-II Part-I Para 20311 may be referred.

11.2 Permissible Speeds

11.2.1On double line sections, with runners trailing, the section insulator assembly using
porcelain sectioning insulators are fit for speeds upto 120km/h provided it is installed
within the first one-tenth and one-third of the span.

11.2.2In case the runners of the section insulator are facing or it is not installed within first
1 /3rd of the span the speed should be restricted to 80km/h. (Ref. Fig. A1.05).

12.0 Arrangement of Jumpers

12.1 In span jumpers

In span jumpers between the contact and catenary wires are provided at suitable equi-
distant intervals as indicated in Drg. No. ETI/OHE/G/05101.

12.2 Turnout jumpers

The arrangement of connections at turnouts and at diamond crossings is indicated in Drg

Nos. ETI/OHE/G/05103 Rev. B and 05106 Rev. A respectively.

12.3 G-Jumpers

The arrangement of jumpers at un-insulated overlaps is indicated in Drg No. ETI/OHE/G/

05102 Rev. C.

12.4 Potential equalizing jumpers

The arrangement of potential equalizer jumpers is indicated in Drg. No. ETI/OHE/G/05104.

23
12.5 Anti-theft jumpers

The arrangement of anti-theft jumpers should be as indicated in Drg. No ETI/OHE/G/05107

Rev A.

13.0 Tension Lengths.

13.1 Regulated equipment

With regulated overhead equipment every tension length is equipped with an

automatic tensioning device at each end and an anticreep located approximately
midway between the tensioning devices. The distance between the anticreep and
the anchor mast/structures on either side should not exceed 750 m or 15 supporting
masts.

13.2 Half tension lengths

Half tension lengths of regulated overhead equipment, not greater than 750 m
between anchorages, may be adopted where necessary. The equipment is fixed at
one end and provided with an automatic tensioning device at the other, the fixed
end being determined to suit convenience of erection. The half tension-length on
either side of the neutral section should not exceed 600 m when the whole or a part
of it is located on a curve. The distance of the axis of a 4 span insulated overlap
from the anti-creeps/fixed terminations on either side shall not exceed 600 m.

13.3 Bridges and tunnels

Where the catenary is anchored on the face of an over line structure, the anchor
shall be the anti creep point. Termination of overhead equipment or provision of an
anticreep, should be avoided, as far as possible, inside the tunnels and on the mast
set on bridge piers.

13.4 Masts with three brackets

In the case of masts with three brackets supporting regulated equipment, anticreeps
or fixed terminations of the overhead equipment should be arranged so as to keep
the relative movement between brackets as low as possible so that the brackets do
not foul with each other.

13.5 Unregulated equipment

With unregulated equipment tension, lengths of upto 2000 m between anchors may
be adopted on tangent as well as curved track.

13.5.1 Unregulated OHE shall not take off from main running lines

13.6 Linkage of wire-runs

Wire-runs linking two or more main line wire-runs shall be as short as possible. For
example, the same wire run shall not be used for equipping an emergency cross –
over and a loop line.

24
13.7 Anti-creep

Anticreep arrangement: Anticreep is located approximately in the centre of a

tension length. The standard arrangement should be in accordance with Drg. No.
TI/DRG/OHE/GENL/RDSO/0001/12/0.

13.7.1 Boom type anticreep arrangement (Drg. No ETI/OHE/G/02113) may be provided on

multiple track sections or in other areas where portals have been provided on
account of other design considerations, Portals should not be provided specifically for
provision of boom type anticreep.

14.0 ANCHORAGE OF EQUIPMENT

14.1 Crossing of anchoring spans

Crossing of equipment of different elementary electrical sections in the anchoring

span should be avoided as far as possible.

14.2 Crossing of regulated and unregulated equipments should be avoided. This may,
however, be permitted if there is sufficient mechanical clearance between the
crossing contact wires under all conditions.

14.3 Anchoring near signals

Anchoring spans in the vicinity of signals, water columns and other fixed structures
should be avoided as far as possible.

14.4 Back to back Anchors

Back to back anchoring of two equipments on the same mast may be adopted if both
the termination are of fixed type.

14.5 Anchor near buffers

In order to equip the full length of a buffer end siding, the scheme of anchoring as
indicated in Fig. A1.06 may be adopted.

25
14.6 Anchor height

Where the contact wire is of unregulated equipment and raised from the contact
plane and anchored in a single span, the anchor height shall be fixed within limits
decided on considerations indicated below. The maximum height shall be such that
with the contact wire tension at its maximum, the contact wire of the anchor OHE
does not leave the contact plane in the one where it is required to be in-running. The
minimum height shall be such that with the contact wire tension as its minimum,
there is no possibility of the contact wire sagging too much below the contact plane
where it is out of running and getting entangled with the pantograph. In both cases,
the anchor height is to be determined with respect to the anchor span if there is no
crossing of the two contact wires and with respect to the distance between the
anchor mast and the point of crossing if there is crossing of the wires.

14.7 In case of regulated equipment, when the equipments to be anchored on a single

span, anchor height shall be the standard one to get the regulation of the overhead
equipment within the limit travel zone of counter weight assembly. However, single
span anchoring should be avoided as far as possible.

14.8 Anchor near buildings

No live anchor or equipment shall be provided near or over any hut/goomty and
building, in such cases the overhead equipment should be isolated by providing cut-
in-insulator and earthed by connecting it metallically to the anchor mast without
providing the insulator in the anchor assembly.

14.9 Termination

The anchoring arrangement of OHE is given in Drg. No. RE/33/G/03121 Rev. E. In

polluted areas, e.g. tunnels, areas near sea-coast, neighborhood of
chemical/fertilizer/cement plants, near loco sheds, ash pits, water columns, etc long
creepage path (1050 mm/1600 mm) insulator should be used on the anchoring
arrangement.

15.0 Location of overlaps

15.1 Platform lines

Overlaps serving platform lines should not be located opposite platform to avoid
location of tensioning devices on the platforms. If it is unavoidable, half tension
length may be adopted to avoid the provision of the regulating equipment on the
platform.

15.2 Protection by signals

In the station area insulated overlaps on main running lines should be located after
the stop signals. (Refer to sectioning arrangement of OHE – para 28.)

26
15.3 Cross over

In the case of emergency cross-overs insulated overlaps in the direction of the

trailing end should permit the longest train to be accommodated between the lock
bar of the cross over switch and the first intermediate mast of the overlap with a
minimum margin of 50m. This distance may be taken as 850 m. The overlap in the
rear should be located as close as possible (Refer to sectioning arrangement of OHE
– para 28)

15.4 Span

Location of insulated and uninsulated overlaps should be decided in such way that
the maximum span can be adopted to achieve parallel path of not less than 2m for
smooth change over by the pantograph.

15.5 The arrangement of overlaps should be as per standard drawings (see para 5.6 ).

15.6 Feeders to overlaps

Feeding overlaps should be sufficiently away (see para 16.2) from the stop signals to
facilitate coasting of trains (with pantograph lowered in the event of extension of
feed from either side). Feeders may be run, if required, from the substation which is
usually located in the station areas.

16 Neutral Section

16.1 Overlap type

The conventional overlap type neutral section (Drg. No. ETI/OHE/G/02161, Sheet-1)
shall be used except in suburban and heavily graded sections.

16.2 Short Neutral Section of Section Insulator Assembly type

In heavily graded section and suburban section where adoption of overlap type
neutral section is not feasible, short neutral section of 5 m length, comprising of
conventional section insulator assembly may be adopted. The arrangement is shown
in the Drg. No. ETI/OHE/G/02161, Sheet 2. Speed under such neutral sections
shall be restricted to 120 Km/h if the runners are in trailing direction, otherwise to
80km/h (Para 11.2.1).

Note: Short neutral section should be provided on half tension length not exceeding
500 m.

16.2.1 Adoption of short neutral section with section insulators assembly should be avoided
on main running lines due to heavy weight, restricted speed and frequent
maintenance requirement.

16.3 Short Neutral section of PTFE type

27
 Short neutral section assembly of PTFE type as per RDSO specification no
TI/SPC/OHE/SNS/0000(Rev-1) A&C No-01 may be provided on main line as it is
lighter and is considered fit for speeds up to 200 Km/h. For more details ACTM Vol-II
Part-I Para 20312 may be referred.

16.4 Neutral section shall be located away from stop signals, level crossing and shall be
on tangent track and on level to the possible extent.

16.4.1 If neutral section is provided after a stop signal, the distance* between signal and
neutral section shall be such that after stopping, the train shall be able to pick up
enough speed to coast the neutral section without any risk of stalling.

16.4.2 If neutral section is provided before a stop signal, the distance* between neutral
section and signal shall be such that the train shall not cross the signal in an effort to
coast the neutral section.

*Note: The distance should be preferably 1600 m away on section with gradient upto
1 in 300 and 2500 m with higher gradient upto 1 in 200, if unavoidable.

16.5 The PTFE type short neutral section shall be located on level tangent track at least
400 m after the stop signal and 200 m before the stop signal. Where, however,
modifications require to comply with these guide lines are difficult or entail heavy
investment, the Principal Chief Electrical Engineer of the Railway may direct any
other arrangement to be followed consistent with safety and reliability, and for
location on graded section according to para 16.4.1 and 16.4.2. (Ref. Fig.
A1.07).Similarly for section where 12/16 coach EMU/MEMU are proposed to be
introduced ,the distance (200 m) between NS and stop signal should be increased in
such a way that if signal is red the complete EMU/MEMU should be able to get
accommodated between NS and signal with sufficient distance left between NS and
signal .

16.6 Location of ‘OPEN DJ’ and ‘CLOSE DJ’ boards.

The indication boards to indicate the approaching neutral section and ‘OPEN DJ’ ,
‘CLOSE DJ’ boards shall be provided according to drawing No.
TI/DRG/OHE/NS/RDSO/00001/00/01 .

16.6.1Separate ‘CLOSE DJ’ boards are required for EMUs and loco hauled trains.

28
17 POINTS AND CROSSINGS.

17.1 General arrangement

The equipment at points and crossings should preferably be of the overlap type. In
unavoidable circumstances it may be of crossed type.

17.1.1The general arrangement of regulated overhead equipment at turnouts and cross

overs is shown in Drg. Nos. ETI/OHE/G/02141 Rev. C and 02151. For high speed
running, the overlap type should be provided.

17.1.2The general arrangement of unregulated overhead equipment at turnouts and cross

overs is shown in Drg. No. ETI/OHE/G/03151 and 03152, Sheet 1 & 2.

17.1.3The leading dimensions of standard turnouts and crossings are given Drg. Nos.
RE/33/G/01104, sheet 1 and 01105, Sheet 1 Rev. A for the broad gauge and in Drg.
Nos. RE/33/G/01104, Sheet 2 and 01105, sheet 2 for the metre gauge.

17.2 Overlap type

In the case of turnouts for high-speed running a mast is located near the centre of
the turnout and the contact wire of the secondary track is raised in one or more
spans (exclusive of the anchor span) after the centre of the turnouts, before it is
anchored. A cross over is equipped in the same manner as two ordinary turnouts.

Note: Overlap type overhead equipment at turn outs taking off from main line shall
be provided.

17.2.1A diamond crossing with or without slips is equipped as two turnouts, the turnout
centres being coincident. The mast located near the common centre is, therefore,
equipped with three bracket assemblies (See Drg. No. ETI/OHE/G/02151).

17.3 Crossed type

The crossed type equipment for turnouts is normally adopted on secondary tracks
but may be used on main tracks, where speeds are less than 100 km/h. The
overhead equipment of the secondary track normally crosses the overhead
equipment of the main track or does not have any overlapping span before
anchorage. The two contact wires are clamped together to prevent relative vertical
displacement. For this type of equipment, no support is necessary near the centre of
turnout.

17.3.1In case of diamond crossings with double slips, if crossed type of equipment is
provided, doubling of contact wire is necessary (See Drg. No. ETI/OHE/G/03152,
sheet 2). Doubling of contact wire is, however, not essential in the case of diamond
crossings with single slip. In either case, no mast is necessary at the centre of the
crossings.

18 Arrangement of Masts

18.1 Location of masts.

29
 Masts should generally be arranged as far as possible in the same line parallel to the
track and in the same line transverse to the track. Normally, no masts should be
located between any two main running tracks.

18.2 Umbrella type

Masts may be fitted with bracket assemblies on each side to serve adjacent tracks if
the overhead equipment of the tracks belong to the same elementary electrical
section.

18.3 Restrictions

18.3.1 Masts serving track of different elementary sections should not normally be located
between them and in the same line. If two masts serve tracks belonging to two
different elementary electrical sections and are located between them, the masts
should normally be staggered by 9 m, though a minimum stagger of 4.5 m is
permissible in exceptional cases (Ref. fig. A1.08 (i).

18.3.2 If one of the masts mentioned is an anchor mast, and the anchor falls between the
two masts, they should be staggered by 13.5 m minimum (Ref. Fig. A1.08(ii).

18.3.3 If both the masts mentioned are anchor masts and both anchors fall between the
masts, they should be staggered by 18 m (Ref. Fig. A1.08(iii).

18.3.4 If one of the masts is an anchor mast and the anchor falls away from the masts
and the out-of- run equipment runs close to the second mast, the spacing of masts
should be such that sufficient working clearance is available between the overhead
equipment and the second mast. (See para 3.2). Cut in insulators or special anchor
arrangements may be adopted in special cases (Ref. Fig. A1.08(iv)).

30
18.4 If masts are located on both sides of a track, they shall be staggered by 4.5 m (Ref:
Fig. Al .08(v)).

18.5 As far as possible, masts should not be located behind buffers and in the vicinity of
derail switches (See also 14.5)

18.6 Masts for turnouts and diamond crossing should be located at the theoretical centre. If
unavoidable, 2metres is the permissible displacement on either side of the theoretical
centre of turnout.

18.7 Wiring of loops In future

Masts should generally be located and designed to permit wiring of unwired loops and
extension of electrification in yards and sidings, in future, conveniently. Wherever such
provisions is made, future wire-runs should be shown in dotted lines on the layout
plans to ensure selection of correct type of masts and foundations.

18.8Masts with counterweights should be avoided on platforms. In unavoidable

circumstances, safety cage around counter weights to be provided to avoid injury to
passengers at platform in the event of SS rope breakage.

31
18.9 Ash-pits & water columns

Masts should not be located within 15 m of ash-pits and water columns. Steam
engines standing at water columns and ash-pits blow off steam which may cause flash-
over of insulators.

18.10 Masts shall not be located in front of station entrances.

18.11 Masts shall not be located opposite to trolley refuges, close to culverts, subways and
on bridges of length less than 50 m.

18.12 The distance between the signal post and traction mast shall be as large as possible.
In case the traction mast is located in front of the signal post the distance between
the traction mast and signal post should preferably not be less than 30 metres.
Layout plan (LOP) showing placement of traction mast and signal shall be approved
by PCSTE (or his authorised representative) with concerned Electrical officer.
PCSTEs/PCEEs are empowered to give dispensation for reduction in the distance for
placing mast in front of the signal post on tangent/curve track from 30m upto a
suitable distance (Ref. Fig. A1.10) after ensuring proper visibility of signal as per
provisions of ACTM & SEM.
In addition, it is desirable that no traction mast located in rear of the signal post at a
distance less than 10meters. PCSTEs/PCEEs are empowered to give dispensation for
reduction in the distance for placing mast in rear of signal post from 10m to a
suitable distance.

32
18.13 Masts should be located sufficiently far away from level crossings and back of
abutments of bridges. The distance between the mast and the end of the level
crossing/abutment shall not normally be less than 10 m. Relaxation up to 5m in case
of Level crossing may be permitted by PCEE based on site condition.Similarly, the
distance between the mast and the end of the abutment may be reduced to minimum
5 m with approval of PCEE subject to the following conditions:

i) The reduction in distance to 5 m shall result in avoidance of bridge mast over the
pier of the bridge.

ii) The mast at abutment carries single cantilever assembly, and must not be used for
ATD provision or Anti creep anchor.

18.14 The sections having more than two tracks, independent masts should be provided if
adequate track centres are available or if the tracks can be slewed. Where adequate
track centres are not available portals will normally be adopted and they should be
located in such a way as to facilitate provision of drop arm/s and bracket assembly.

18.15In case of bad formations, if it is possible to locate the masts on either side of a track,
preference should be given to the side with better stability.

33
18.16 Support for OHE in tunnels.

In the lined tunnels, stubs for supporting OHE cantilever assembly should be provided
on both sides of the tunnel, opposite each other. This would facilitate restoration of
OHE in the event of damage to stubs on one side.

18.17 Masts on bridges

Core holes for erecting masts on bridges should be provided as per Drg. No.
RE/31/0590/63 on both sides of all the piers. Holes on piers which are not used for
foundation should be filled with dry sand covered with a concrete slab. Similarly
holding down bolts (Ragged Type) are to be grouted in core holes on piers with
epoxy for holding standard base plate of future mast on spare piers.

18.18 In case of wiring a petroleum siding special precaution shall be adopted as laid down.

19.0 Cantilever Arrangement

19.1 Overhead equipment is supported from the masts by cantilever bracket assembly
made of galvanized steel tubes. The bracket assembly shall be of the swiveling type.

19.2 Cantilever arrangement

The arrangement of cantilever depends upon the height of contact wire,

encumbrance, suspension distance, stagger and super elevations. Standard
cantilever arrangements are given in Drg. No. ETI/OHE/G/02106, Sheet 1 Rev. A & 3
Rev. C.

19.2.1Platform location

The arrangement of cantilever on platform shall be as per Drg. No.

ETI/OHE/G/02104, Sheet 2 Rev. A.

19.3 Allowance for adjustment

The bracket assembly shall be such as to permit easy adjustment of the whole
equipment after erection to cater for displacement of track during maintenance to
the extent of 100 mm on either side of the track centre.

19.3.1Adjustment on bracket tube

It shall be ensured at the time of selection of bracket assembly that the free length
of the bracket tube beyond the catenary suspension bracket fittings is at least 150
mm to facilitate future adjustment.

19.3.2Adjustment on stay tube

The selection of stay tube at any location shall be such that its adjuster is free for
adjustment of minimum 90 mm in either direction.

19.3.3In case of curve track when the rail level is raised or the super elevation is changed
due to strengthening of track structure, the pantograph axis will be shifted. If this
shift is not within the possible adjustment limit of bracket assembly as specified in

34
 Clause 19.3.1 and 19.3.2 above, new cantilever may have to be provided taking care
that at no stage the contact wire is beyond the specified stagger.

19.4 Size of tubes

The size of stay tube and register arm tube is 28.4/33.7 mm dia. For all cantilever
arrangements. The size of bracket tube is either 30/38 mm or 40/49 mm designated
as standard or large respectively depending upon the location (See Drg. No.
ETI/OHE/G/00158 sheet 1,2 and 3 and 00159 sheet 1,2 & 3).

19.5 Back to back arrangement

More than one cantilevers (on the same side) are provided on the masts for overlap,
turnouts, cross over and diamond crossings. The cantilever may be symmetrical (50
cm on either side of the mast) or asymmetrical (65 cm on one side and 35 cm on the
other side of the mast).

Note :(i) Adoption of more than three bracket assembly is not possible on a single
cross arm.
(ii) Cantilever assemblies can be provided on both sides of the masts, if the
OHE of the two tracks are of the same elementary section. This is called
‘Umbrella’ construction.

19.6 Bracket assembly on drop-arm.

On portals, bracket assembly for the intermediate track/s is erected on drop arms.
Wherever the track centre is inadequate (i.e. suspension distance less than 1.60 m),
the equipment should be supported on drop arm of reduced length so that the
bracket assembly does not infringe with the swept zone of pantographs. The
arrangement is shown in Drg. No. ETI/OHE/G/02108.

19.7 Bridge & Tunnels

Bracket assembly of special design may be adopted on bridges and tunnels after
making clearance study.

19.8 Bracket chair

Bracket assembly can be designed up to suspension distance of 3.5 m only. If the

suspension distance is more, bracket chair to drawing No. ETI/OHE/P/3050 Rev. B
and RE/33/P/3100 Rev. G shall be used.

19.9 Insulator for Bracket Assembly

In polluted areas e.g. tunnels, areas near sea coast, neighborhood of

chemical/fertilizer/cement plants, near steam loco sheds, ash pits, water columns
etc. long creepage path (1050 mm) insulators should be used on the cantilever
assemblies.

35
20 Setting of Masts

20.1 Tangent Track

For Mast Carrying Single OHE

(New Lines/Doubling/Electrification)
The standard setting i.e. the normal distance of the nearest part of the traction mast
from the centre line of tangent track shall be 2.8m for broad gauge.
The setting distance may be reduced to 2.36 m for the broad only in special
circumstances such as tunnels, cuttings and bridges etc. with the approval of the
Principal Chief Electrical Engineer of railway concerned who may prescribe any
special precaution as may be considered necessary.

For Portal uprights, masts carrying more than one ohe & head span masts
(New Lines/Doubling/Electrification)
In case of portal uprights, masts carrying more than one OHE & head span masts,
the setting distance on broad gauge lines should not normally be less than 3.4m.
The setting distance may be reduced to 2.36 m for the broad gauge only in special
circumstances such as tunnels, cuttings and bridges etc. with the approval of the
Principal Chief Electrical Engineer of railway concerned who may prescribe any
special precaution as may be considered necessary.

20.2 Curved track

The minimum setting distance of masts including portals, head span masts etc. on
curves is obtained by adding the curve allowance and 150 mm slewing allowance to
the setting distance specified for tangent track in para 20.1. For trunk routes and
main lines where the speed may be increased in near future, curve allowance should
be taken as per table-III. For other routes, branch lines and yards where there is no
prospect of increase in above 105 km/h in near future, the curve allowance should be
taken as per table- I for Broad gauge. Normally, the standard setting distance on
broad gauge main lines on curves should not be less than the values given below:

(A) For Mast Carrying Single OHE (ON CURVES)

(New Lines/Doubling/Electrification)

I. Implantation on main line (outside Curve)

In case of new lines/doubling/electrification:

a) on curves greater than and upto radius of 875 m – 2.8m (corresponding to

2575mm distance below the rail level and upto the formation level.)

b) on curve radius less than 875 m – 3m (corresponding to 2725mm distance below

the rail level and upto the formation level.)

II. On Inside Curves

(i) Radius of curvature 3m

greater than or equal
to 3500m.

(ii)Radius of curvature 3.2m

36
 greater than or equal
to 2350m. but less
than 3500m.
(iii)Radius of curvature 3.4m
greater than or equal to
1150m but less
than 2350m.
(iv) Radius of curvature 3.4m
greater than equal to 875m.
but less than 1150m.
(v) Radius of curvature 3.6m
greater than equal to 300m.
but less than 875m.
Note: Implantation is calculated for 200kmph train speed as per Table-III. For 160km
Implantation will reduced as per Table-II.

(B) For Portal Upright, masts carrying more than one OHE & Head Span Masts

I. Implantation on main line (outside Curve)

(a) on curves greater than and upto radius of 875 m – 3.4 m (corresponding to
2575mm distance below the rail level and upto the formation level.)

(b) on curve radius less than 875 m – 3.63m (corresponding to 2725mm distance below
the rail level and upto the formation level.)

II. On inside curves

(i)Radius of curvature
greater than or equal 3.6m
to 3500m.
(ii)Radius of curvature 3.8m
greater than or equal
to 2350m. but less
than 3500m.
(iii)Radius of curvature 4.0m
greater than or equal
to 1150m but less
than 2350m.
(iv)Radius of curvature 4.0m
greater than equal to
875m. but less than
1150m.
(v) Radius of curvature 4.2m
greater than equal to 300m.

Note: Implantation is calculated for 200kmph train speed as per Table-III. For 160km
Implantation will reduced as per Table-II.

37
 Implantation in Yards

Minimum Horizontal Distance from centre of Track to Any Structure

I. For Existing works & New Lines/alteration to existing lines:

(A) For Mast Carrying Single OHE

(a) On tangent track and outside curves greater than and upto radius of 875 m –
2.8m (corresponding to 2575mm distance below the rail level and upto the
formation level.)
(b) On outside curve radius less than 875 m – 3m (corresponding to 2725mm distance
below the rail level and upto the formation level.)

II. On Inside Curves:

(i) Radius of curvature 2.8m
greater than or equal
to 3500m.
(ii)Radius of curvature 2.8m
greater than or equal
to 2350m. but less
than 3500m.
(iii)Radius of curvature 3.02m
greater than or equal to
1150m but less
than 2350m.
(iv) Radius of curvature 3.11m
greater than equal to
875m.but less than 1150m.

(v) Radius of curvature 3.34m

greater than equal to
300m.but less than 875m.
Note: Implantation is calculated for 105kmph train speed as per Table-I. For 160km
Implantation will increase as per Table-II.

(B) For Portal Upright, masts carrying more than one OHE & Head Span Masts

(a) On tangent track and outside curves greater than and upto radius of 875 m – 3.4m
(corresponding to 2575mm distance below the rail level and upto the formation
level.)
(b) On outside curve radius less than 875 m – 3.63m (corresponding to 2725mm
distance below the rail level and upto the formation level.)
(c) On Inside Curves:
(i)Radius of curvature
greater than or equal 3.4m
to 3500m.
(ii)Radius of curvature 3.4m

38
 greater than or equal
to 2350m. but less
than 3500m.
(iii)Radius of curvature 3.62m
greater than or equal to
1150m but less
than 2350m.
(iv)Radius of curvature 3.71m
greater than equal to
875m.but less than
1150m.
(v) Radius of curvature 3.94m
greater than equal to
300m.but less than 875m.

Note: Implantation is calculated for 105kmph train speed as per Table-I. For 160km
Implantation will increase as per Table-II.

II. In case of electrification work in existing yards, no foundation /mast /

signal post/any other structure shall be provided between two tracks. In
case it is inescapable, in case of New works or alteration of existing works,
the minimum distance of edge of foundation/ mast/signal post/any other
structure at and above formation level up to centre of track, shall be
2360mm on straight track & on curve having radius 875m & more and
2510mm in case of curve having radius less than 875m with the approval of
PCEE of Zonal Railway after making full efforts for providing prescribed
clearances 2575mm and 2725mm respectively.:

Implantation in case of Electrification of existing yards & For addition/alteration to

works in existing yards

(A) For Mast Carrying Single OHE

(a) on tangent track and outside curves greater than and upto radius of 875 m –
2.585m (corresponding to 2360mm distance at and above formation level upto
center of track)
(b) on outside curve radius less than 875 m – 2.815m (corresponding to 2510mm
distance at and above formation level upto center of track)
(c) On Inside Curves:

(i) Radius of curvature 2.59m

greater than or
equal to 3500m.

(ii)Radius of curvature 2.59m

greater than or equal
to 2350m. but less
than 3500m.
(iii)Radius of curvature 2.81m
greater than or equal

39
 to 1150m but less
than 2350m.
(iv)Radius of curvature 2.90m
greater than equal
to 875m.but less than
1150m.
(v) Radius of curvature 3.13m
greater than equal to
300m. but less than 875m.
Note: Implantation is calculated for 105kmph train speed as per Table-I. For 160km
Implantation will increase as per Table-II.

(B) For Portal Upright, masts carrying more than one OHE & Head Span Masts

II. In case of existing lines in yards :

(a) on tangent track and outside curves greater than and upto radius of 875 m –
3.185m (corresponding to 2360mm distance at and above formation level upto
center of track)
(b) on outside curve radius less than 875 m – 3.415m (corresponding to 2510mm
distance at and above formation level upto center of track)

(c) On Inside Curves:

(i) Radius of curvature 3.19m

greater than or equal
to 3500m.
(ii)Radius of curvature 3.19m
greater than or equal
to 2350m. but less
than 3500m.
(iii)Radius of curvature 3.41m
greater than or equal to
1150m but less
than 2350m.
(iv)Radius of curvature 3.5m
greater than equal to
875m. but less than
1150m.
(v) Radius of curvature 3.73m
greater than equal to
300m.but less than 875m.

Note: Implantation is calculated for 105kmph train speed as per Table-I. For 160km
Implantation will increase as per Table-II.

40
 Table-I
Curve Allowance for maximum speed
upto 105km/h Broad Gauge

Degree of Radius of Max. Super Extra clearance between

curvature curvature permissible elevation adjacent track (mm)
(meter) speed (mm) Inside curve Outside
(Km/h) curve

10 1747 105 50 130 -

1 ½0 1164 105 75 220 -
20 875 105 100 310 10
30 583 96 120 390 30
40 438 80 125 420 40
50 350 72 120 420 60
60 292 65 105 390 80
70 250 56 125 470 90
80 219 48 140 540 110
90 194 48 140 550 130
100 175 40 120 500 140

Extra clearances are given for 21340mm coach length and 4420mm coach height.

TABLE –II
Curve Allowance for maximum speed
upto 160km/h Broad Gauge
Degree of Radius Maximum Super- Extra Clearance between
curvature of permissible elevation structure and
curve speed adjacent track
Inside of curve Out side

Degree Metre Kmph mm mm mm

1 1750 158 95 280 —
1.5 1167 145 142 440 —
2 875 130 164 520 10
3 583 106 165 540 25
4 438 92 165 555 45
5 350 83 165 570 60
6 292 75 165 590 75
7 250 70 165 605 95
8 219 65 165 620 110
9 194 62 165 635 130
10 175 58 165 650 145
Note: Extra clearances are given for 21340mm coach length and 4420mm coach height.

41
 Table-III
Curve allowance for maximum speed
200 Km/h – Broad Gauge

Degree of Radius of Max. per- Super Extra clearance between

cur- curvature missible elevation adjacent track (mm)
vature (metre) speed (mm) Inside curve Outside
(Km/h) curve

1/20 3492 200 71 191 -

(160) (40) (89)
3/40 2328 200 133 400 -
(160) (60) (159)
10 1747 190 185 575 -
(160) (100) (295)
0
1½ 1164 155 185 585 -
20 875 135 185 590 10
30 583 110 185 605 30
40 438 95 185 620 40
50 350 85 185 640 60
60 292 80 185 655 80

Note: i) Figures in bracket indicates super elevation and curve allowance for 160 Km/h
speed.
ii) Extra clearances are given for 21340mm coach length and 4420mm coach height.

 Reproduced from Railway Board’s letter No. 68/WDO/SC/1 dated 15.4.1968.

20.2.1In yards, where there is no super-elevation of track on curves, the extra clearance
indicated may be reduced suitably in locating masts between tracks.

20.3 Masts with counter weights

In the case of masts with counterweights, the term "Setting" refers to the minimum
distance of the counter-weight from the track centre in the worst condition. For this
purpose, the displacement of the counter-weight due to wind transverse to the track
may be taken +/- 50 mm.

20.4 Platform masts

The setting of masts on platforms shall not be less than 4.75 m on the broad gauge
and 4.0 m on the metre gauge. As far as possible, masts shall be located in line with
other masts or obstructions on platform and shall be of minimum possible dimensions
and fit in with the architectural pattern prevailing in the vicinity. Locations of masts
opposite to public entrances, exits, staircases, gang ways shall be avoided. No live
conductor should be run over platforms.

20.5 Masts near signals

42
 The visibility of signals should be kept in mind while deciding the setting up masts in
their vicinity. The following principles should be observed for deciding the setting of
masts near signals.

20.5.1 Colour light signals located outside all tracks.

a) Colour light signals without route indicators.

i) Where no approach signal is provided

The minimum setting of mast before signal should be 3.55, 3.40 ,3.35 , 3.20, 3.05 m
for distance up to 80 m, beyond and up to 110 m ,beyond and up to 190 m, beyond
and up to 270 m and beyond and up to 400 m respectively.

ii) Where approach signal is provided and for signals other than distant signals.

The minimum setting of masts before the signal should be 3.55 ,3.40 ,3.35 , 3.20,
3.05 m for distance upto 50 m, beyond and upto 70 m beyond and upto 115 m,
beyond and upto 160 m and beyond and upto 240 m respectively.

b) Colour light signal with route indicators.

i) With horizontal route indicator

The minimum setting of masts before the signal should be 4.02, 3.80, 3.55, 3.35,
3.20, 3.05 m for distances upto 60 m, beyond and upto 125 m beyond and upto 170
m, beyond and upto 215 m, beyond and upto 250 m, beyond and upto 310 m,
respectively.

ii) With other than horizontal route indicator

The minimum setting of masts before the signal be ,3.80 ,3.55 ,3.35 , 3.20, 3.05 m
for distances upto 70 m, beyond and upto 130 m, beyond and upto 170m, beyond
and upto 215 m, and beyond and upto 280 m respectively.

Note : 1 See Drg. No. ETI/OHE/G/00112 Rev. E also. The setting may be reduced in
special cases, conforming to Figs. 6 to 9 of ibid.

1) Setting distance may be reduced for starter signals of loop lines and yard lines

20.5.2 Colour light signals located between tracks:

a) Signals without route indicators:

No OHE mast should, as far as possible be located in the same lane as the signal for
a distance of at least 600 m before a signal. Drop arms of portals should 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 should be mounted on an off-
set bracket. In addition, a special study should be made in each such case in respect
of three drop arms before the signal, to see whether the drop arms can be off-set
from the centre line of the lane in a direction opposite to the off-set of the signal or

43
 alternatively, whether it is possible to shorten the drop arms. Reduction in the
signals height may also be examined.

b) Signals with route indicators:

The principles mentioned under para 20.5.2 (a) should be observed in these cases
also.

Note: 1 No part of a colour light signal without a route indicator should, as far as
possible, be higher than 5.2 m above all level. Great care should be
exercised in deciding the locations of colour light signals with route indicators
so that the necessary minimum clearances are available between the signals
and live out of run conductors, or pantograph sway zone.

2. On single-line sections, signals (colour light as well as semaphore) should, as

far as possible, be located on the side of the track opposite to the OHE masts.

20.5.3 For semaphore signals located outside the track:

The minimum setting of masts before the signal should be 3.35, 3.20, 3.05 m for
the first second and next three masts respectively.

Note : For details, See Drg. No. ETI/OHE/G/00112 REV-E.

20.6 Masts on bridge piers

The setting of masts on piers of bridges will be as large as possible and indicated by
the Railway.

20.7 Turnouts

The setting of masts located near theoretical centres of turnouts and diamond
crossings should be 3.0 m from the nearest track for the broad gauge and 2.75 m for
the metre gauge (Ref. Fig. A1.09)

20.8 Portals

Wherever portals are proposed to be used, they shall be selected with standard clear
spans (distance between face of the uprights) indicated in the tables IV and V. 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 20.2.

20.9 Minimum horizontal distance from centre line of track to face of foundation of OHE
Mast/Portal

For facilitating working of track machines, following dimensions may also be ensured
in the new electrification works either connected with new lines/work of laying
multiple lines/RE/ Gauge conversion:

44
 Minimum horizontal distance from centre line of track to face of foundation of OHE
Mast/Portal:
(a) Below the rail level upto the formation level of the track on straight line and
curves upto radious of 875 m – 2575 mm
(b) Below the rail level upto the formation level of the track on curves with radious
less than 875 m- 2725 mm

Table- IV
Standard Clear Spans for ‘N’ type portals
(Spans in metres)

Nominal range: 10.0 m to 20.0 m

9.91 9.96 10.01 10.06 10.11

10.41 10.46 10.51 10.56 10.61

10.91 10.96 11.01 11.06 11.11

11.41 11.46 11.51 11.56 11.61 11.66 11.71 11.76 11.81

11.91 11.96 12.01 12.06 12.11 12.16 12.21 12.26 12.31

12.41 12.46 12.51 12.56 12.61 12.66 12.71 12.76 12.81

12.91 12.96 13.01 13.06 13.11 13.16 13.21 13.26 13.31

13.41 13.46 13.51 13.56 13.61 13.66 13.71 13.76 13.81

13.91 13.96 14.01 14.06 14.11 14.16 14.21 14.26 14.31

14.41 14.46 14.51 14.56 14.61 14.66 14.71 14.76 14.81

14.91 14.96 15.01 15.06 15.11 15.16 15.21 15.26 15.31

15.41 15.46 15.51 15.56 15.61 15.66 15.71 15.76 15.81

15.91 15.96 16.01 16.06 16.11 16.16 16.21 16.26 16.31

16.41 16.46 16.51 16.56 16.61 16.66 16.71 16.76 16.81

16.91 16.96 17.01 17.06 17.11 17.16 17.21 17.26 17.31

17.41 17.46 17.51 17.56 17.61 17.66 17.71 17.76 17.81

17.91 17.96 18.01 18.06 18.11 18.16 18.21 18.26 18.31

18.41 18.46 18.51 18.56 18.61 18.66 18.71 18.76 18.81

18.91 18.96 19.01 19.06 19.11 19.16 19.21 19.26 19.31

19.41 19.46 19.51 19.56 19.61 19.66 19.71 19.76 19.81

19.91 19.96 20.01 20.06 20.11 20.16 20.21 20.26 20.31

45
 TABLE - V

Standard Clear Span for 'O' and 'G' type Portal

Nominal range: 20.0 m to 30.0 m
20.05 20.1 20.15 20.2 20.25
20.55 20.6 20.65 20.7 20.75
21.05 21.1 21.15 21.2 21.25
21.55 21.6 21.65 21.7 21.75 21.8 21.85 21.9 21.95
22.05 22.1 22.15 22.2 22.25 22.3 22.35 22.4 22.45
22.55 22.6 22.65 22.7 22.75 22.8 22.85 22.9 22.95
23.05 23.1 23.15 23.2 23.25 23.3 23.35 23.4 23.45
23.55 23.6 23.65 23.7 23.75 23.8 23.85 23.9 23.95
24.05 24.1 24.15 24.2 24.25 24.3 24.35 24.4 24.45
24.55 24.6 24.65 24.7 24.75 24.8 24.85 24.9 24.95
25.05 25.1 25.15 25.2 25.25 25.3 25.35 25.4 25.45
25.55 25.6 25.65 25.7 25.75 25.8 25.85 25.9 25.95
26.05 26.1 26.15 26.2 26.25 26.3 26.35 26.4 26.45
26.55 26.6 26.65 26.7 26.75 26.8 26.85 26.9 26.95
27.05 27.1 27.15 27.2 27.25 27.3 27.35 27.4 27.45
27.55 27.6 27.65 27.7 27.75 27.8 27.85 27.9 27.95
28.05 28.1 28.15 28.2 28.25 28.3 28.35 28.4 28.45
28.55 28.6 28.65 28.7 28.75 28.8 28.85 28.9 28.95
29.05 29.1 29.15 29.2 29.25 29.3 29.35 29.4 29.45
29.55 29.6 29.65 29.7 29.75 29.8 29.85 29.9 29.95
30.05 30.1 30.15 30.2 30.25 30.3 30.35 30.4 30.45

21.0 Over-line Structure

21.1 Clearance

The requisite minimum electrical clearances (See para 3) should be maintained

under over-line structures such as over-bridges , signal gantries, platform sheds and
tunnels. The location of structures and spans under these structures is, therefore,
determined to suit the clearances. A clearance study shall be made for all existing
over line structures. Efforts should be made to provide as large clearance as
possible.

21.2 Where adequate clearance is available, the catenary should be erected so as to have
maximum clearance from the over-line structure to reduce the possibility of birds
perching on the catenary wire and coming in contact with earthed parts.

21.3 The catenary is normally passed freely under over-line structures. Where this is not
possible on account of restricted clearances, the following alternatives may be
adopted.

46
 i) The catenary may be suspended from the two-faces of the over-line
structures.

ii) Suspension from over-line structure

The catenary may be suspended from the over-line structure at an intermediate

point.

iii) The catenary may be anchored on to the over-line structure on either side or
on to special anchor structures. The anchor point should normally be the
anticreep.

iv) Special designs may be adopted inside covered station areas and on through
girder bridges, employing even regulated tramway type equipment (contact
wire only), where it is feasible.

Note: At over-line structures, the span should preferably be centrally located as far
possible and generally should not exceed 54.0 m.

21.4 Polluted zone

Double insulation or insulator for polluted zones shall be used in the following cases:

i) In tunnels (see para 19.9)

ii) For insulators located on the axis of the track in areas where steam traction
would be in extensive use or where smoke is likely to accumulate.

22.0 25 kV Feeders

22.1 Suspension

Where a 25 kV feeder is run longitudinally on traction masts, it shall be carried on

the masts as shown in Drg. No. ETI/OHE/G/05143 Rev. B. The feeder may be run on
either side of a mast. Two 25 kV feeders, or one return conductor and one 25 kV
feeder, may be carried on a single mast, if necessary, with one feeder on each side of
the mast.

Note: If the 25 kV feeder and OHE are of different elementary sections, ‘Restricted
clearance’ board shall be provided.

22.2 Clearances from over head equipment

Where a 25 kV feeder crosses overhead equipment belonging to a different

elementary electrical section, the clearance between the feeder and the overhead
equipment shall not be less than two meters under any conditions.

22.3 Clearance from line side structures

Normally, no feeder should be erected over huts, cabins, gomutis, platforms shed or
other covered structures. If unavoidable the clearance between the highest point of

47
 a covered structure and a 25 kV feeder passing over it shall be 2 m under all
conditions. In the case of a 25 kV feeder passing over an over-line structure which is
not covered, a suitable metallic screen shall be provided on the structure underneath
the feeder. The clearance between the feeder and the highest point of the screen
shall be adequate. A clearance of 2 m is desirable between the 25 kV feeder and any
part of an earthed structure for facilitating maintenance work on the structure.

23.0 Cross-Spans at Switching Stations

23.1 Cross span arrangement

All the switching stations have gantry with two or more main vertical supports.
Cross span wires/feeders are provided on the gantry to connect the various sections
of overhead equipment by jumper connections. The general arrangement is shown
in Drg. No. ETI/OHE/G/05121 Sheet-1 Rev. C.

23.2 Setting distance

The minimum setting distance of the gantry upright which is normally aligned parallel
to the track shall be 4.30 m.

23.3 Multiple track

The general arrangement of connections at the switching stations on double track

and multiple track sections are shown in Drg. No. ETI/OHE/G/05122 Sheet-1 Rev. C.
& Drg. No. ETI/OHE/G/ 05123 Sheet-1 Rev. C respectively.

24.0 Tramway type overhead equipment

24.1 Regulated Equipment

In tramway type equipment only contact wire is provided and is auto-tensioned at

the anchor by weight. The contact wire is supported by swiveling type of brackets on
individual masts as indicated in Drg. No. ETI/OHE/G/04204 Rev. B. Generally the
principles applicable to normal overhead equipment are also applicable to regulated
tramway equipment except as specified below:

24.1.1Usage

The regulated tramway type equipment is to be adopted for loop lines, sidings, yards
and spur lines excluding the main running line and first loop or lines taking-off from
the main running line.

24.1.2Span

The maximum span is restricted to 63 m. The general arrangement is shown in Drg.

No. ETI/OHE/G/04203 Rev. C.

24.1.3Section Insulators

48
 Where a section insulator assembly is to be provided, the provision of a structure to
support the assembly is obligatory. The arrangement is shown in Drg. No.
ETI/OHE/G/04207 sheet 1 Rev. B & 2 Rev. B.

24.1.4The arrangement of tramway equipment at anti creep and points and crossings are
shown in Drg. No. ETI/OHE/G/04205 Rev. B and 04208 respectively.

24.2 Unregulated equipment

The principles applicable to normal OHE are applicable to this type of unregulated
equipment except as specified below:

24.2.1The maximum span is restricted to 30m. In station areas, where this type runs side
by side with conventional equipment with contact and catenary wires, the maximum
span may be increased to 31.5 m.

24.2.2Where a section insulator is to be provided the provision of a structure becomes

obligatory..

25.0 LT Supply Transformer

25.1 Low tension power supply

230 V single phase power supply required for operation of sub-station equipment
e.g. circuit breakers, Interruptors, etc. lighting of the station/yard, tunnels and
working of colour light signals, is obtained through 25 kV 230 V , 10 KVA 50Hz.
single phase LT supply transformer. It is provided at substations feeding and
switching posts, stations, block-huts and at other outdoor locations e.g. level
crossings with gate signals.

25.2 Capacity

LT supply transformers are of 10/25/50 KVA capacity. More than one transformer
are provided at large station, yard etc.

25.3 Protection

i) LT supply transformers are reprotected only by a 25 kV, 1 Amp. dropout fuse

on the primary side and 63 A fuse (rewireable d.c. type with 20 SWG tinned
copper wire (vary according to AT capacity)) on the secondary side
ii) Arching Horn Arrangement as per RDSO Drg No
TISK/PSI/ARCHON/00001/08/0 is to be provided across 9-tonne insulator on
incoming side of auxiliary transformer with horn gap maintained at 165 mm.

25.4 Mounting Arrangement

The LT supply transformer is mounted on steel platform erected on the OHE mast
and connected to the 25 kV OHE through 50 mm 2 copper jumper wire. The general
arrangement of mounting and connection is shown in Drg. No. ETI/PSI/036

49
25.54 Substation L T supply.

At substation, in order to provide power to single phase transformer oil

centrifuging /filtration plant, 100 KVA, 25 KV/230V 50 Hz. single phase transformers
are provided. The general arrangement of mounting and connection is shown in Drg.
No. ETI/PSI/0312.

26.0 Mast and Rail Bonds

26.1 Structure Bonds

All traction masts shall be bonded to a non-track-circuited rail as shown in Drg. No.
ETI/OHE/P/7000 – Rev. F (see para 27.1). In the case of portals, both uprights of the
portals, and in the case of head spans, both masts of the head spans, shall be
bonded to non-track-circuited rails.

26.2 Rail Bonds

The Rail bonds to connect the running rails longitudinally across a rail joint shall be in
accordance with Drg. No. ETI/OHE/P/7030 Rev. F.

26.3 The cross bonds connecting two rails of track of rails of track or rails of adjacent track
shall be in accordance with Drg No. ETI/OHE/G/05251 Rev. A.

27 Earth Wires

27.1 Sectioning and earthing

In sections where a non-track circuited rail is not available, as in double-rail track-

circuited sections, all traction masts shall be connected together by a continuous
aerial earth wire supported by the traction masts. The earth wire shall be divided
into electrical sections not exceeding 1000 m in length by means of cut-in-insulators.
Each section of earth wire shall be bonded to traction mast which should be
connected to an earthing station (Drg. No. ETI/OHE/P/7020 Rev. B). With two
separate earth electrodes in such a way that the interval between the earthed
structures does not normally exceed 500 m as shown in Drg. No. ETI/OHE/G/05201
Rev. A.

27.2 In Tunnels

In case of tunnels, all the traction support structures shall be connected together by
a continuous earth wire, which may be supported from tunnel surface. The earth
wire shall be made into discontinuous sections not exceeding 1000 m and shall be
connected to earth electrodes provided not more than 500 m apart and traction rail
at both ends of the tunnel.

27.3 Layout

No earth wire shall cross any track. Where masts required to be connected to an
earth wire are located on opposite sides of a track, separate wire-runs shall be used
for connecting the masts. In complicated areas, masts may be connected to
individual earthing stations.

50
27.4 Anchoring

Earth wires need be anchored only at termination of wire-runs.

28 Sectioning Arrangement.

28.1 Necessity of sectioning

OHE is divided into electrically isolated sections by provision of interruptors or

isolators at overlaps and with section-insulators at turnouts and with PTFE type short
neutral section at TSS/SP. Sectioning is provided to permit isolation of OHE in small
sections for maintenance or to isolate damaged OHE in case of breakdown/accident
and to permit diversion of trains from up line to down line and vice-versa. However,
the sectioning should be kept to the minimum consistent with operational
requirement.

28.1.1 Facility for drawl of trains:

In order to facilitate drawal of trains on its own power after a breakdown/accident in

electrified automatic signaling territory by minimizing the inoperative portion of the
affected OHE, provision of isolator in mid-section may be provided to sub-divide the
elementary section in long block sections with automatic signaling.

28.2 Protection of isolated sections'

Protection by signal of the isolated sections:

Normally a stop signal is provided before the insulated overlap, i.e. isolator so that
the approaching train is stopped from entering the isolated section. Although the
distance between the stop signal and the sectioning points has not been specified in
the rules, it is desirable to provide 120 m between the stop signal and the centre line
of the insulated overlap/section insulators, i.e., the sectioning point.

28.3 Sectioning arrangements for different types of stations (Double line section):

28.3.1 Stations having no emergency cross-over:

The isolation is provided to take a block. The trains are stopped by the stop signal.
The sectioning point should be provided 120m away from the starting signal. This
arrangement enables the trains to be received at the station. Fig.A1.11 shows the
layout.

51
28.3.2 The first loop line adjacent to the main is normally provided in the same elementary
section as that of the main line. No sectioning is, therefore, required between the main line
and the loop line. Only where there are a group of loop lines comprising of 2 loops or more,
sectioning should be provided to include the loop lines in an independent elementary
section. In case of large number of loop lines, the chances of damage to the OHE being
more, they should be isolated to keep the main line operative. The arrangement is shown in
Fig.A1. 12.

28 .3.3 Stations provided with emergency cross-overs:

At the stations provided with emergency cross-overs, the diversion of trains from up-track
to down-track and vice versa and also the diversion of trains coming on the wrong track to
the correct track is possible. Isolation at such stations should be provided in accordance
with Fig.A1. 13 so that the longest train can be pulled beyond the crossover before backing.
It is advisable to keep the advance starter sufficiently away from the cross-over so that the
longest train length can be accommodated between the cross-over and the advance starter.
Otherwise, provision should be made in the station working rules for shunting of the trains
beyond advance starter.

52
28.3.4 Stations provided with emergency cross-over and loop lines:

At stations having loop lines the isolation arrangement as shown in Fig: A1. 14 & A1. 15
should be adopted. Where space is available, the insulated overlap and the isolator should
be provided between the points, A & B as shown in Fig: A 1.14. Otherwise, the insulated
overlap should be provided before the point and a section insulator provided in the loop line
as shown in Fig:A1. 15.

53
28.3.5 Sections having one or more common loops situated on one side of the track:

Generally the common loop is situated on one side of the main track. Such common loop
can be electrically connected only to the adjoining main line. Stations with such a common
loop also have a facing cross-over which can be beneficially used for diversion of trains from
one line to the other without reversing. The sectioning should permit diversion of trains from
one line to the other in both the directions. The sectioning given in Fig: A1.16 would meet
these requirements.

54
Note : Where space is available the insulated overlap and isolator should preferably be
provided between (A) & (B)

For layouts having a group of (common) loops on one side, sectioning arrangement shown
in Fig. A1.17 should be followed.

Where a SSP is located the sectioning arrangement as shown in Fig. A1.18 could be
adopted. However, this arrangement cannot be adopted at feeding posts because in that
case the cross-over would be connected to two different sectors and in case of extension of
feed, the section-insulator would be connected to two different phases and subjected to 44
kV. Passage of electric locos in such condition would result in bridging of 2 phases which
may damage the section insulator assembly.

28.3.6 Common loop situated in between the two main lines:

At some stations, the common loop is provided in between the two main lines. Such stations
provided ideal arrangements for sectioning, as the common loop can be connected to either
up or down main lines through a set of inter-locked isolators. The sectioning arrangement is
indicated in Fig:A1.19.

28.3.7 Sectioning for the loco sheds and major yards:

28.3.7.1 Loco sheds and major yards are prone to frequent flash-over of insulators due to
pollution caused by steam/diesel shunting locomotives and also due to switching surges
from the loco transformer and sparking of rod-gap which result in tripping of feeder breaker
affecting power supply to the main line. It is, therefore, advisable to provide a separate
feeder with a circuit breaker and required protection for all major yards and electric loco
sheds. If the yard/shed is within 4 km from the traction sub-station, a separate feeder can

55
be economically run. If the yard/shed is beyond 4 km the power supply may be given by an
interruptor located in the SSP with provision to supply from either UP or DOWN line. In case
the circuit breaker or interruptor is out of service for maintenance, alternative arrangement
is made to tap the OHE, directly through an inter-locked isolator. These arrangements are
shown in drawing No. ETI/PSI/704.

28.3.7.2 Major yards are normally separated in Up and Down yards. Each yard is again
sub-divided as Reception yard, Despatch yard, Sorting yard, Marshalling yard etc. These
yards, if electrified, should be electrically independent of each other. Each yard, if it consists
of more than four lines, shall be divided into two or more elementary sections consisting of
group of 3 to 4 lines each. Each elementary section should be fed by an isolator from a bus
connected to the yard interruptor in such a way that interruption to any elementary section
should cause minimum upset to the yard working.

28.3.8 Sectioning arrangement for different type of stations – single line section

If it is a single line taking off from main running lines, the following procedure may be
adopted in consistent with operation requirement.
Take off from main line: The power supply from single line section at the take off point
(from main running line) must be made with duplicate source. This would provide power
supply all along as shown below:

If at take-off point any switching station exists, the power supply is such cases may be
ensured by provided an interrupter at switching station for the single section.

Station with single/ double loop lines : The loop lines/ lines is/are to be isolated by providing
an insulated overlap on the main line and a section insulator assembly on the loop line
keeping the provisions mentioned earlier for protection of the isolated section by a stop
signal. The arrangements are shown in the following two Fig. 1 & 2.

Fig.1

56
 Fig. 2

*OTHER THAN SWITCHING STATION SINGLE POLE ISOLATOR IS TO BE PROVIDED

Station with goods platform: In such a station isolation facilities should be provided
for the goods platform as shown in Fig. 3

Fig.3

Interuptor to be provided wherever switching station is to be located.

29.0 Numbering of OHE Masts

29.1 Necessity

As the P&T overhead telegraph lines on the 25 KV AC electrified routes are replaced by
under-ground screened cable, the OHE masts are used to indicate the kilometerage of the
track. The mast number is also used for identification of the section of overhead equipment
(OHE) and the line to which it belongs. There are normally 15 to 18 masts in one kilometer
and each mast is given a number in serial order starting from kilometer post. The number is
scribed in two parts, the kilometer being shown above the line and the mast serial number

57
below the line. For example, (70/1) indicates the first mast from the kilometer post No. 70
on the Up line.

29.2 Single line section

In single line section where there is no chance of future doubling, numbering is done
progressively in the direction of increase of kilometerage, i.e. 70/1, 70/2,etc. In case where
doubling is anticipated in future the system of numbering will be according to para 29.3.

29.3 Double line section

All traction masts on Up track shall be given odd numbers, i.e. 75/1,75/3, 75/5 etc. and
that on Down track even numbers as 75/2, 75/4, 75/6,etc. 1 and 2 are the serial number of
the masts immediately after every kilometer post. Numbering is done progressively in the
direction of increase of kilometerage.

29.3.1 Since the OHE masts on Up and Down tracks are normally located opposite each
other, the mast numbers 1 & 2 would be in one line, and mast numbers 3 & 4 would be in in
one line and so on.

29.3.2 In case the spans on the Up and down lines are not equal and the masts are not in
one line, the masts shall be numbered in such a way that higher serial number does not
occur at a lower kilometerage (see Fig:A1 .20).

29.4 Multiple section

In multiple track section, suffix ‘A’ is to be given to the multiple track mast. For
instance in case of a section consisting of Up main, Down main and Up slow and

58
 Down slow track the slow track masts shall be numbered as 75/1A, 75/3A, etc. for
Up slow line and 75/2A, 75/4A etc. for Down slow line. Uprights of portals, erected
in multiple track sections shall be numbered with reference to main line only i.e.
75/1, 75/2 etc.

29.5 Numbering of masts of loops and sidings in station yards.

29.5.1 Individual masts.

Single cantilever and double cantilever mast supporting OHEs of tracks on either side
(umbrella type) for loops and sidings shall bear the station code and serial number in
one thousands series (1000). The station code shall be given on above the
horizontal line and the serial number below it. Masts of Up loops and siding on Up
line side shall be given odd number of 1001, 1003,1005 etc. in the order of
progressive chainage, irrespective of the number of loops and the masts on the
Down loops and sidings on the Down line side shall be given even numbers 1002,
1004, 1006 etc.

In case several independent cantilever masts for different loops are located at the
same chainage, loop mast nearest to the main track should bear the lowest number
in the series (Fig. A 1.21). This system of numbering is applied from one end of a
yard in the kilometerage of the starting point and progressively higher numbers is
given in the direction of increase in chainage whether it is Up or Down yard. The
numbering does not indicate the kilometerage.

29.5.2 (a) In case a portal is provided, the upright of the portal nearest to the main
track shall be given a number in 2000 series, the other upright of the portal
shall be given a number in 3000 series. In case of 3 leg portals, the farthest
leg from the main track shall be given a number in 4000 serires.

29.5.2 (b) In case a portal is covering both Up and Down main lines as well as loops and
siding, the numbering shall be as for the main line tracks, irrespective of the
fact that it also covers loops.

29.5.2 (C) In case of a portal covering Up main line and a number of Up side secondary
tracks, the upright which is located near the main track and service the main
line shall be numbered with respect to the main track. Other upright shall be
given the same number with suffix ‘A’.

29.5.2 (d) The upright of portals in Up yard shall have odd numbers i.e. 2001-3001,
2003-3003 etc. and the upright in Down yard shall have even numbers i.e.
2002-3002, 2004-3004 etc.

29.6 Head span mast

Procedure of numbering the mast of a head span shall be the same as that for
portals detailed in 29.5.2 except that the mast of the head span shall be given
numbers in 5000, 6000 and 7000 series as detailed in 29.5.2 (a).

29.7 Branch line masts

All masts on branch lines taking off from the main line are to be given a prefix letter
indicative of the branch line, mast e.g. Pradhankanta-Pathardih which takes off from

59
 the main line at Pradhankanta is given a prefix letter ‘P’ which is indicating of
Pathardih viz. 70/14 P.

29.8 Alternative numbering

Mast on loop/yard lines may also be numbered with a letter/word prefixed indicating
the nomenclature of the line e.g. the mast numbers on a goods line in passenger
station area may be numbered as G1, G2 etc. below the station code. The mast
numbers on engine run-round line may be numbered as EL1, EL2 etc. This method
may be adopted when additional lines are provided or wired subsequently.

29.9 Switching station masts

Mast at the switching station are numbered with the station code of the switching
station for example KGP/1 which means Kharagpur Switching Station, mast No. 1.

30 Numbering of Equipment

30.1 Abbreviation of equipments

To identify the location of the equipments covering OHE and Switching stations a
code for identifying the type of equipment followed by a S.No. is given.

AT: 25 KV/230V Auxiliary Transformers

BT: Booster Transformers
BM: Interruptor for main lines
BS: Interruptor for yard lines
BX: Bus coupler interruptor
BC: Bus coupler isolator
CB: Circuit Breakers
CT: Current Transformers
DP: Double pole isolators
LA: Lightening arrestor
PT: Potential transformer
SF: Single pole isolator at Switching Station
SP: Single pole isolator at sub-station
SM: Isolator for main lines
SS: Isolator for secondary lines loops and yards
TR: Power transformer.

30.2 Numbering of circuit breakers

Each power transformer, current transformer, potential transformer is given a serial

number in a Railway starting from 01 except 25 kV circuit breakers which shall be
according to para 30.2.2.

30.2.1High voltage (132/110/66KV) circuit breakers are given two digit numbers
progressively increasing in the direction of increasing kilometerage starting from 01.
For example, the first high voltage circuit breaker will be numbered as CB/01,02,03

30.2.2 25 kV circuit breakers are given three digit numbers - odd nos. e.g. CB/101, 103,
105 etc. for feeder breakers and even nos. CB/100,102,104 etc. for transformers
circuit breakers.

60
30.3 The serial number of transformers and circuit breakers also follow geographical
sequence within a substation/feeding post. Lower number is given for the equipment
connecting at less kilometerage and higher number of for the equipment connected
to higher kilometerage.

30.4 Interruptors

The main line 25 kV interruptors numbered serial wise progressively increasing from
a datum point on railway. e.g. BM/01, 02, 03 etc.

30.5 Yard interrupters: The yard line interruptors are numbered serial wise on a railway
i.e., BS 01, 02, 03 etc. Where there are different yards for Up and Down direction,
the interruptor for Up yard is given odd number and that for Down yard is given even
number

61
30.6 Other equipment

The number of other equipments is serial wise progressively increasing irrespective

of up or down line on a railway preferably according to increasing chainage.

30.7 Numbering of elementary section

Elementary section for main line are given a number beginning with the number of
interruptor which feeds it (see Fig. A1.22)

62
30.7.1 The first two/three digits of the number for an elementary section indicate the
governing interruptor and last two digit indicate the progressive serial numbers. The
progressive serial number for Up line are odd number starting with 01 for example
3401, 3403 etc. and even number for Down line starting with 02 such as 3502, 3504
etc.

30.7.2 Yard elementary sections

The elementary section number of yard lines shall be provided with the number of
the isolator which controls the feed of the line/s with a prefix ‘X’ For example, if an
isolator, no. 118 controls the feed of the lines of the receiving yard the elementary
section number of the lines is X 118.

30.7.3 Elementary section for two sides

If the line/s are fed by an inter-locked isolator numbering of the elementary section
should corresponds to the isolator number which normally feeds the line/s.

30.7.4 Type of number plates

The number plates shall be in accordance with drawing No. RE/33/P/7501 Rev. F.
Retro reflective number plates shall be provided as per Railway Board letter no.
2001/Elect(G)/170/1/Pt dt. 21.02.2012

63
64
65
 Fig. A 1.22

31 Design deviations permissible for 1500 volt DC OHE converted to 25 kV AC

OHE in Mumbai and Pune divisions of Central Railway and Mumbai division
of Western Railway:-

a) Overlap: In converted OHE the overlap spans are single span as against 3-4 spans
in 25 kV AC OHE, laid down in ACTM para 5.6.

b) Obligatory Mast: In 25 kV AC OHE, obligatory masts is provided on turnouts,

whereas in converted OHE obligatory mast may not be provided where there is
constraint of space availabilty for locating the obligatory mast. Moreover, in
converted OHE from DC to AC, Scissor type of turnout may be provided without
obligatory structure but with Knuckles.

c) Regulated OHE: The tension length and regulation of 25 kV AC OHE is as per Para
13.0 where as the converted OHE shall continue to be unregulated.

d) Span length of OHE:. In 25 kV AC OHE the maximum permissible span is 72m as

per dropper schedule for regulated OHE with equal encumbrance 1.40m/1.40m,
where as in converted OHE maximum permissible span as existed previously in 1500
V DC will continue.

e) Contact wire gradient: The contact wire gradient in 25 kV AC OHE is to be

maintained as per para 7.4 of ACTM Vol. II, Pt. II, Appendix I. For 1500 V DC OHE
converted to 25 kV AC OHE, the gradient and relative gradient may be maintained as
10 mm/m and 5 mm/m respectively.

66
f) Cantilever assembly/ Catenary assembly: In 25 kV AC OHE the arrangement of
cantilever assembly is as per Para 19.0, whereas in converted OHE the arrangement
of cantilever assembly as existed previously in 1500 Volt DC will continue.

g) Size of catenary and contact wire for converted OHE: In 25 kV AC OHE,

catenary wire of 65 sq. mm and contact wire of 107 sq mm is provided as per table
given on page 235 of ACTM. In converted OHE, catenary wire of size 323/242/129 sq
mm and contact wire of size 193/150 sq mm, may also be used.

h) Droppers and Jumpers: The droppers and jumpers in 25 kV AC OHE is governed

by Para 10.0 and Para 12.0, whereas in converted OHE, the standard shedule of
droppers and jumpers may not be followed depending upon the requirement at
specific locations.

67
.

68