UIC CODE Diagnosis of the OCL conditions

Transcription

1 UIC CODE 1st edition, May 2009 Original Diagnosis of the OCL conditions Diagnostic de l'état de la caténaire Diagnose des Oberleitungszustands

2 Leaflet to be classified in Volumes: VII - Way and works Application: With effect from 1 May 2009 All members of the International Union of ailways ecord of updates 1st edition, May 2009 First issue The person responsible for this leaflet is named in the UIC Code

3 Contents Summary General Scope eferences Field of application Definitions Catenary diagnosis esources Main goals and benefits Parameters to be measured or calculated Geometrical parameters Electrical parameters Mechanical parameters Auxiliary data Main objectives to be achieved Fault prevention and fault finding Maintenance planning Quality of OCL - pantograph interaction Improvement of safety conditions Measurement and diagnostic systems Fixed systems On board systems Portable systems... 22

4 7 - Vehicles available for diagnostic purposes Trolleys Measuring cars Commercial trains Diagnostic trains Periodicity of measurements Continuous measurements Periodic measurements Ad hoc measurements Performance of measuring and diagnostic systems General specifications Quality requirements Data elaboration and processing Data for immediate use Post processing activities Trend analysis OCL quality indices Appendix A - OCL diagnostic systems Appendix B - Use of the sigmoidal and exponential functions in the definition of OCL quality indices Bibliography...65

5 Summary This document was prepared, within the UIC Infrastructure Forum by the Energy and Electric Traction experts of the Technology Support Group, to provide all the railways with guidelines for testing, monitoring and diagnosing the OCL conditions and performance, on the basis of uniform criteria and common objectives. All the needs regarding the checking and testing of the OCL characteristics, depending upon the required or expected performance, were investigated by analysing the relevant context and the objectives to be attained. In particular the main parameters that characterise the behaviour of the OCL in static or dynamic conditions were enhanced, together with the methods to be applied, the procedures to be followed and the diagnostic systems to be adopted. 1

6 1 - General Scope These guidelines relate to the need for periodical or continuous understanding of the OCL conditions with the relevant parameters to be measured, the analyses to be performed, the means and the diagnostic systems to be adopted. The reference contexts and the objectives to be attained are integrated into the primary objective of checking, testing and monitoring the OCL lines, improving the reliability and the availability of the installations, supporting the maintenance interventions, reducing failures and bringing down the total costs of maintenance and management. Lastly, the tests to be performed and the data in question cover not only the needs relating to behaviour conditions of the operating OCL but also the requirements regarding the putting into service of new lines or the certification of their interoperability performance eferences See Bibliographie - page Field of application This leaflet sets out to diagnose the conditions of all overhead railway contact lines (OCL) supplied with either DC or AC current, under different traffic conditions, speeds, etc. The leaflet can be applied in particular to the OCL operating at the following voltages: - 1,5 kv and 3 kv DC, - 15 kv /3 Hz, - 25 kv - 50 Hz. 2

7 2 - Definitions The main definitions below refer not only to the parameters to be measured or to the characteristics of the OCL to be checked but also to general information about the testing devices and procedures, methods, etc. Contact line Conductor system to supply electrical energy to vehicles through current collection equipment. Overhead Contact Line (OCL) Contact line placed above the upper limit of the vehicle gauge and supplying vehicles with electrical energy through pantographs. Diagnosis The art or act determining the nature of a fault from its symptoms. Diagnostic testing Test procedure carried out in order to make a diagnosis. Technical diagnostics The procedure of determining the technical condition of a device with defined accuracy and reliability. Diagnostic system Organized system consisting of the diagnostic means, device under test and staff: its function is to determine the technical condition of the device under test. Diagnostic means The set of technical (diagnostic) facilities, methods and procedures (e.g. software) that permits the performance of the analysis and the evaluation of the technical condition of the device under test 1. Diagnostic signal The signal which bears information on the technical condition of the device under test or its parts. Diagnosing (diagnostic verification) The set of works associated with the preparation of tests, their performance in a given order and the evaluation of the technical condition of the device under test. Failure detection Failure identification of the device based on the diagnostic signal values. Failure location The device failure location based on the diagnostic signal values. Fault simulation The method for discovering the reaction of the device in an artificial fault condition. Measurement vehicle Any facility in which the measurement unit is mounted and used for measurements. 1. Diagnostic means may be applied as part of a device or independently. 3

8 Maximum measurement speed The maximum speed of the vehicle in which the measurement unit is mounted. Mobile diagnostic system The measuring devices or the diagnostic systems installed on board vehicles. Measuring car The measuring car is a special carriage, generally added to commercial trains, that makes it possible to check, monitor or control some important characteristics of the OCL. It has the advantage that it is possible to acquire a great deal of data without the necessity of track possession. Diagnostic train The diagnostic train is a special train with the sole purpose of checking the characteristics and the performance of the rail lines (infrastructure and installations). Fixed diagnostic system The measuring or diagnostic systems installed within substations or along the line. Measurement with contact The measurement method in which the device under test (OCL) is mechanically connected to a reading mechanism. Measurement without contact The measurement method in which the device under test (OCL) is mechanically isolated from the reading mechanism, but is isolated through other method, e.g. through air, and the connection between the reading mechanism and the device under test is made optically, for example, or through an electric or magnetic field. Measurement under voltage Measurement in which the device under test is tested under the catenary's voltage. Measurement without voltage Measurement in which the device under test is tested not under the catenary's voltage. Static measurement Measurement conditions in which neither the device under test nor the measurement unit changes its position during testing. Mobile measurement Measurement conditions in which both the device under test and the measurement unit change their position during testing. Thermovision (Thermography) The diagnostic method based on contact-free measurement of temperature. It is based on the temperature distribution analysis of the item surface under diagnosis. Diagnostic measured parameter OCL The OCL parameter, the values of which are determined by measurement for diagnostic purposes. Static parameter OCL The parameter describing a conducting wire performance under static OCL conditions; it includes, in particular, OCL geometric parameters, for example: height, stagger, sag, etc. 4

9 Dynamic parameter OCL The parameter describing conducting wire performance under dynamic OCL conditions; it includes, in particular, such parameters as contact force, arcs, etc. Diagnostic calculated parameter The diagnostic parameter value derived from a calculation using other measured or calculated parameters. Diagnostic post-processed parameter OCL The OCL parameter, the values of which shall be determined when the diagnostic measurement is performed. Diagnostic auxiliary parameter The parameter needed to measure and evaluate the OCL diagnostic parameters to be measured. Geometrical parameter OCL The parameter describing the OCL geometrical structure. Mechanical parameter OCL The parameter describing the OCL mechanical performance. Electrical parameter OCL The parameter describing the OCL electrical performance. Height Distance from the top of the rail to the lower face of the contact wire, measured perpendicular to the track. Stagger Displacement of the contact wire(s) to opposite sides of the track centre at successive supports to avoid localised wear on the pantograph strips. Sag Difference in height between the support points of the catenary and its lowest point. Gradient atio of the difference in height of the overhead contact line above the rail level at two successive supports to the length of the span. Uplift Vertical upward movement of the grooved contact wire due to the force produced from the pantograph. Tension lengths Length of overhead contact line between two anchoring points. Span The overhead contact line from one support or suspension point to the next. Overlap span An arrangement of adjacent mechanical sections of the overhead contact line providing continuous contact of the pantograph with the contact wire(s) and continuous current collection. Span length Length of overhead contact line between two masts. 5

10 Arcs Flow of current through an air gap between a contact strip and a contact wire usually indicated by the emission of intense light. Forces between pantograph and OCL Vertical force applied by the pantograph to the overhead contact line. 6

11 3 - Catenary diagnosis In a modern railway it is increasingly important to develop and improve activities for checking, testing and monitoring the characteristics and performance of infrastructure and fixed installations to verify their quality of construction before they are put into service, and to continuously check that the reliability, availability and safety of the lines are maintained at the levels determined within the project or expected based upon real operating conditions. For the energy subsystem in particular, it is crucial that the catenary performance and its behaviour under the pantograph forces, depending on the line speed, be verified esources To pursue the aims assigned or expected, the railways have to provide means, equipment and diagnostic systems that are technological advanced in their hardware and software performance. In fact, even though some parameters could be measured manually, it is becoming very important to acquire and promote the use of new means, both to improve productivity and to provide the maximum feedback for examining the data measured and analysing parameters and trends. The development of catenary diagnosis requires the organisation and management of new kinds of resources, consisting of innovative technologies and experts in this field. The following, in particular, could be foreseen: - the introduction of means and devices for checking, testing and measuring the OCL characteristics; - the adoption of diagnostic systems, to be installed along line or on board of trains or trolleys, for the automatic checking or monitoring of the OCL performance; - an increase in the capability of software to study, analyse and compare data, functions and trends in different measurement situations or recording runs; - the capability of diagnostic personnel to optimise the use of resources, to be employed for the needs of the whole network, to analyse the results and to elaborate upon data that has to be released in structured and scheduled ways for different objectives Main goals and benefits The development of OCL diagnosis represents a sort of revolution in the management of electric traction installations and the relevant resources, facilitating the passage from "time-based" to "condition-based" maintenance. In particular, starting from a proper diagnosis of the catenary, it is possible to reach many important goals in the field of the electric installations, such as: - optimisation of maintenance planning; - steering and selecting of maintenance activities; 7

12 - support for the interventions to rectify failures that have occurred; - guidance of maintenance personnel in the rectification of failures; - organisation and use of track possessions with the maximum productivity on the part of the maintenance personnel; - improvement of the reliability and the regularity of operating; - focussing upon the main causes of poor functioning of the installations; - tracking down the poor or missed performance of maintenance activities. The use of diagnosis soon has a very positive effect upon the management of rail lines and the regularity of the train circulation, due to the: - reduction in the number and severity of failures; - reduction in the time spent rectifying failures; - reduction in the need for track possessions; - increase in the availability of the track. General benefits could be appreciated, due to the contribution to the: - increase in the regularity of circulation; - assurance of safety of circulation; - provision of margins for current absorption or speed increase; - containment of maintenance costs; - reduction of total costs. 8

13 4 - Parameters to be measured or calculated To acquire and maintain an in-depth knowledge of the conditions and performance of the OCLs, it is important to introduce both the main parameters, that it is recommended be checked and measured, and the main functions and trends, that it is suggested be elaborated and analysed, referring to the operating condition and/or to the project data. Some parameters, to be measured under static and/or dynamic conditions, are particularly significant and characterise the quality of construction and installation of the OCL and its behaviour during operation and in the interaction with pantographs. All the relevant parameters can be grouped into three areas, depending upon the aspects to be verified: - geometrical, - electrical, - mechanical Geometrical parameters First of all, the geometrical parameters allow us to understand the position of the OCL's wire conductors in relation to the track under static conditions. In particular, the height and the stagger of the contact wires characterise the so called "contact plane" for the running of the pantographs. All the geometrical parameters have to be measured under static conditions, or "without contact", because only starting from these values can maintenance personnel plan and implement the corrective measures and verify the quality of results. Some of them could also be measured under dynamic condition for checking specific aspects of the OCL's behaviour under the forces exerted by pantographs. Some diagnostic systems, so called "with contact" systems, can check the height and the stagger under the running of a special pantograph (generally adopted for measurements of electrical and mechanical parameters). In this case the data output is affected by dynamic conditions. The tolerances admitted for the measures generally diminish as the performance expected for the OCL under test increases. Some of the geometrical parameters, e.g. the height, are also influenced by external conditions, such as air temperature, and by the characteristics of the measuring systems adopted or of the vehicles on which the systems are installed. In consequence, all the auxiliary data that can influence the measured values must be contemporaneously checked to ensure the correct analysis necessary for the diagnosis of the geometrical characteristics and performances of the OCL. 9

14 Height As is well known, the height of the contact wires in relation to the rail plane must be held as constant as possible in order to ensure the best possible interaction with the pantograph. The height is generally measured by an insulating device, at steady arm and in the mid-span, but can be measured automatically by optical devices (without contact) installed on board trains, carriages and trolleys, with the advantage that checking takes place continuously. If the automatic checks are performed by a measurement pantograph (with contact), the values checked have to be interpreted and adjusted by mathematic algorithms to extrapolate the corresponding values under static conditions Stagger The stagger indicates the displacement of the point of contact between the contact wires and the collector strips in relation to the centre of the track. Its value may not exceed the maximum permissible value to ensure that wear to the contact zones of the collector strips is as uniform as possible. Stagger measurements are also generally performed manually, at steady arm and in the mid-span, but can be checked automatically by optical devices, together with the height. Height and stagger are project parameters that characterise the OCL performances. They have to be measured to check correspondence with project requirements before new lines are put into service. They obviously have to be measured regularly to guarantee that the expected characteristics of the OCLs are maintained during operation Critical points (distances between earthed parts and other parts) The OCL may have "critical points" along the lines, which should be periodically checked to prevent failures, due to the increased probability of changes in position in relation to tunnels ceiling or/and earthed parts of bridges, infrastructures, crossings and so on. In this case, some geometric parameters that define the distance between live conductors and elements of the OCL and earthed parts and/or other conductors should be checked at specified intervals. Other (unscheduled) measurements are required if visual inspections on foot or by train, raise doubts regarding the probability of electric discharges towards earthed parts or of mechanical interference involving OCL parts, components or elements in pantograph running Wear For maintenance it is important that the wear of the contact wires, generally indicated by the residual thickness, be measured. The main aim is to plan maintenance measures such that the uniform wear of the contact wires is ensured until they are replaced. Using modern technologies it is possible to measure the wear almost continuously. This also facilitates the prompt discovery of so-called "rigid points", where the wear could be rapidly increased. 10

15 Sag and gradient Some parameters are usually calculated by the elaboration of the height measures, such as the sag and the gradient of the contact wires alongside their length. The maximum sag, generally calculated in the mid-span, may not exceed the permitted values for the OCL's performance in the project. Likewise, the gradient, which specifies the height variation in relation to the spanned distance (dh/dx), has to be as low as possible. These parameters give a good idea of the quality of the current collection, as the pantographs suffer the changes of height overcoming predetermined limits depending on their speed. The TSI (see Bibliography - page 65), requiring a constant height for the OCL in high speed lines, reduces to zero the permitted sag and gradient values. Particular attention has to be paid to the evaluation of the position of the conductors approaching or along the overlap spans Longitudinal sizes Other geometrical sizes (lengths or distances) must be considered for the optimum analysis of the trends for the above-mentioned parameters that are checked or calculated along the line, including the tension lengths and the span lengths. These lengths, with the position of the poles and/or of the suspensions, are necessary to permit a complete investigation on the OCL layout and performance Uplift So-called "uplift" is a geometrical parameter relating to dynamic conditions that is of great importance for the quality of captation and the pantograph/catenary interaction. It indicates the difference between the height measured with pressure from the pantograph and the corresponding one measured in static conditions. This parameter has to be correlated with the force exerted by the pantograph pushing against the contact wires, depending on train speed, wind and other conditions. Its measurement, together with that of the forces, is generally performed in dynamic conditions, but it is important to plan apposite checks by suitably equipped trolleys in static conditions. The trend of the uplift under a constant force has to be as constant as possible to characterize a good uniformity of elasticity (see point page 16) of the OCL. Uplift could be measured along the line, in single sections, by special fixed posts able to detect this parameter whilst pantographs are running. As a consequence it could be possible to use the measurement system to request that trains to lower their pantographs when they seem to be broken or malfunctioning. 11

16 Uplift uniformity The difference between the maximum and the minimum uplift along the spans could be considered a very useful parameter for evaluating the quality of the OCL characteristics and of the catenary/pantograph interaction Electrical parameters The electrical characteristics of the energy subsystem and of the OCL performance can be only checked by "with contact" measures, using a specially equipped power pantograph or a measuring pantograph. Generally it is possible to determine the condition of the OCL performance by the interpretation of the electrical phenomena that arise during the run, such as the generation of arcs between the contact wires and the pantograph strips. Sometimes it is possible to detect oncoming failures and emerging damage by the automatic checking of the over-temperature of OCL components caused by current flow. Thermal imaging can be used as a diagnostic system to recognise the so called "hot spots" Voltage The voltage of the OCL for every electric traction system can vary within the range set by the EN (see Bibliography - page 65). The temporary value obviously depends on the substation's output voltage and on the load absorbed along the line. The voltage at the feeding points (immediately outside the substations) is generally measured and recorded by the instruments installed within the substations. The voltage at the pantograph is generally monitored, though with insufficient accuracy, on board the cabins of commercial trains. Besides checking the voltage with optimum precision, the availability of a measuring pantograph on board a diagnostic train or a special measuring coach added to a commercial train, permits the tracking and recording of periods of sudden voltage drop due to loss of contact. This can represent one of the methods for demonstrating the quality of the interaction between catenary and pantograph Current As we know, the current collected, together with the line voltage, is usually checked on board the trains. Accurate checks are possible by equipping the power pantograph of a diagnostic train with special systems able to measure and record the trend of these functions and to determine the generation of arcs and the corresponding voltage drops, which also demonstrate the so-called "losses of contact". Other parameters of current are generally measured and recorded inside substations. Furthermore, if these parameters relate to the total load supplied by a branch of the OCL, their reading could be of interest in helping to discover some types of emerging failures caused by losses of insulation; if low currents are found to flow when there are no trains on the line this may indicate that an insulator is about to break. 12

17 Losses of contact and arcs As mentioned above, loss of contact between the pantograph and the contact wires can be demonstrated by a temporary interruption of current or a decrease in voltage. Using special equipment installed on board diagnostic trains or measuring cars, it is possible to monitor the arcs and to measure their duration. According to EN (see Bibliography - page 65) an important parameter to be calculated is the percentage of arcing found using the formula: where t arc is the duration of an arc lasting longer than 5 ms and t total is the measuring time for which current is greater than 30 % of the nominal current. The result of the formula is strongly dependent upon the speed reached during the measurements. In the new high speed line, according to TSI and EN (see Bibliography - page 65), the maximum value of the NQ is 0,1 or 0,2, depending on the type of OCL line Electric warming and thermal imaging As we know, the flowing of the current, along the conductors of the OCL and through terminals, connections and clamps, produces warming and increases the temperature of the parts in question. This phenomenon could be monitored by thermal imaging systems, with the aim of determining the so called "hot spots", that provide evidence of the increased electrical resistance of oxidized or loose contacts. The thermal imaging systems are installed in special carriages, from which it is possible to focus upon the OCL and record the temperature reached. For measurements to be of use, it is necessary for the OCL to be quite warm. This can be achieved by planning the circulation of the train with the test coach after having warmed the OCL using special devices or after a period of intense traffic. This method of discovering emerging damages is particularly indicated more for DC voltage traction systems (1,5 and 3 kv), that require high levels of currents flowing along the lines, than for AC systems (15 or 25 kv) that need of low currents and produce limited over temperatures Mechanical parameters NQ = ( Σ t arc t total ) 100 The mechanical performance of the OCL can only be dynamically checked "with contact" by a pantograph equipped for checking the quality of the catenary/pantograph interaction, by measuring the force of pressure against the contact wires. Static measurements are required to measure the elasticity parameters and to test the OCL reaction under assigned forces at individual points. 13

18 Forces The forces exchanged between the pantograph and the OCL depend on the real pressure exerted by the pantograph, as in static conditions, and the added aerodynamic force exercised by the air and increasing with speed. These forces are generally measured on board the diagnostic train, by an instrumented pantograph with special dynamometric cells. The total force exchanged between the pantograph strip and the contact wires is calculated as the sum of the elementary forces measured by the individual cells applied along the supports of the strip. An elaboration system enables to calculate the average value of the force and the standard deviation. In the new high speed lines, according to TSI and EN (see Bibliography - page 65), the average value of the force (F m ), in relation to speed reached, has to follow the trends indicated by the curves reported in Figures 1 and 2 - page 15, respectively for AC and DC lines and 25 kv AC lines Fm (N) v (km/h) Fig. 1 - Trend expected for the average contact force (F m ) as a function of the running speed (v) for AC systems In particular the target values of F m (expressed in Newtons), are calculated using the following formulas: - F m = 0,00097 x v (for AC lines, see Fig. 1); - F m = 0,00097 x v (for 3 kv DC lines, see curve a of Fig. 2); - F m = 0,00228 x 10-4 x v (for 1,5 kv DC lines, see curve b of Fig. 2), where v is the value of the speed, to be indicated in km/h. 14

19 For the optimum interaction with the catenary, it is important that the force should be as constant as possible and continuously positive. This concept is also described by the generally adopted formula: F m - 3σ max > 0 In the new high speed line, according to TSI and EN (see Bibliography - page 65), the standard deviation at the maximum speed (σ max ) has to be in line with the following formula: σ max 0,3 x F m kv DC lines b Fm (N) kv DC lines a v (km/h) Fig. 2 - Trend expected for the average contact force (F m ) as a function of the running speed (v) for DC systems In the case of trains with multiple pantographs operating simultaneously, the mean contact force F m for any pantograph may not exceed the values indicated by the curves in the Fig. 1 - page 14 and Elasticity As a consequence of the forces exerted by the running pantographs, the contact wires are pushed upwards and the corresponding uplift (delta height between the dynamic and the static condition, see point page 11) may not exceed the limit permitted by the OCL characteristics, to avoid pantograph strips coming into contact with arms or other cantilever elements. This dynamic behaviour of the OCL is strongly dependent upon its mechanical characteristics, such as elasticity, which could be verified by measuring the uplift along the line under assigned forces in static conditions. 15

20 The elasticity of the OCL, calculated point by point, is a parameter (expressed in mm/n) indicated by the ratio between the maximum uplift (measured in mm) and the force exerted (measured in N): e = Δh/f Elasticity should remain as constant as possible as line speed increases. It is a result of the OCL performance with particular reference to the tensioning forces exercised on the conductors through the tensioning devices. For high-speed lines, elasticity calculated at the mid-span should be limited to values less than 0,5 mm/n Elasticity uniformity For the reasons mentioned above, to provide evidence of the OCL behaviour for the optimum quality of the catenary/pantograph interaction, a new parameter called uniformity of elasticity is generally calculated (see TSI - Bibliography - page 65), expressed as a percentage, and being the ratio of the difference between the maximum and the minimum elasticity and the sum of both: u(%) = (e max - e min )/(e max + e min ) x 100 where e max and e min are the maximum and minimum elasticity along a span. For example, in the new high speed lines at 300 km/h without stitch wire, the TSI require that the u (%) may not exceed 40 % Auxiliary data For the analysis of the measures taken and the provision of objective data that is immediately useful for maintenance interventions and suitable for comparison or processing on any occasion, it may be necessary or opportune to also record some other parameters or situations related to the outside temperature and weather conditions, the operating conditions of the OCL, the behaviour of the vehicles used and the characteristics of the diagnostic systems employed. Clearly, as all the OCL data measured or calculated have to be related to the checked location along the line, it is crucial that the exact starting point and the subsequent distance travelled are known. All the reference points encountered along the line such as tunnels, bridges, level crossings, singular points of the line and of the OCL also represent valuable data for the optimum analysis of the measurements performed. Taking into account the above aims, the main auxiliary data to be checked or recorded are: - the outside temperature; - the weather conditions (sun, rain, wind, ice, fog, etc.); - the speed and direction of the wind; - the method of checking (static, dynamic, with or without contact, etc.); - the characteristics of the observed line and of the existing infrastructures (curves, gradient, inclinations, presence of tunnels, bridges, level crossings, etc.); 16

21 - the characteristics and the operating conditions of the observed OCL (energised or not, presence of singular points, tensioning places, etc.); - the characteristics and performance levels of the employed vehicle (speed, geometrical references, dynamic perturbation to the measures, etc.); - the characteristics and the performance levels of the measurement devices or of the diagnostic systems (speed, tolerances, dynamic perturbation to the measures, etc.); - the characteristics and the performance levels of the diagnostic fixed systems along the line (recording and monitoring instruments inside the substations, fixed stations for measuring of uplift and other parameters, etc.). 17

22 5 - Main objectives to be achieved The parameters checked, the variables measured and the data calculated are analysed and post processed to obtain quality indices, curves and trends, which will be introduced further on. The main objectives to be pursued through the analysis of the data collected relate to the following strategic aspects: - the capacity to develop fault prevention and fault finding; - the necessity of assisting the planning of maintenance works; - the necessity of having objective tests for controlling the quality of the interaction between catenary and pantograph and of the current collection; - the necessity of improving safety conditions Fault prevention and fault finding The capacity to use the diagnosis to prevent faults is the first important item to be developed. Fault prevention has to be quite fast due to the seriousness of the danger emerging in an initial diagnosis. For this reason, the initial outcome of the diagnosis process, even if it is approximate as well as quick, must be immediately put at the disposal of the maintenance personnel to help them intervene in an appropriate manner and promptly remove the potential causes of a failure Maintenance planning The art of maintenance organisation, management and planning can be increasingly assisted by using the diagnosis in an optimum and easily readable manner to further the maintenance objectives. Starting with a well organised package of diagnostic data, it is possible to perform the planning, optimise the maintenance interventions, schedule all the activities to be performed, improve the reliability of the OCL and reduce maintenance costs Quality of OCL - pantograph interaction The necessity of testing the OCLs, for the ad hoc checking of their characteristics and performance, is another objective of the diagnostic systems. This is particularly important for checking the characteristics of the the OCL and validating its conformity with TSI requirements before putting it into service, especially in high speed lines. The employment of the most sophisticated and technologically advanced diagnostic systems, installed in special trains, permit the assessment with the maximum accuracy of both the quality of current collection and the quality of the catenary/ pantograph interaction. 18

23 5.4 - Improvement of safety conditions The increasing use of automatic diagnostic systems strongly reduces the necessity of human involvement in measuring and checking activities and permits the optimisation of maintenance interventions. This evolution is continuously improving the safety of working conditions. Furthermore, the diagnostic information used to achieve the above-mentioned aims (failure prevention and reduction of intervention times) becomes an indirect factor in helping to improve the regularity of the circulation and the safety of passengers and goods. 19

24 6 - Measurement and diagnostic systems In the past, geometric parameters were measured manually by the maintenance personnel with the OCL de-energised and earthed, and the values were recorded in special notebooks and studied on a case-by-case basis. Nowadays, the static values of height and stagger are currently measured using optical devices installed on board trains or trolleys; problems regarding the measurement of wear will soon also be solved. Gradient and sag are normally calculated by software analysis and it is possible to check all the geometrical parameters automatically and semi-continuously from on board trains running at the maximum line speed, without de-energising the OCL. The example provided clarifies how technological development in measuring systems can increase productivity and the safety of maintenance staff and permits better management and planning of the activities required for the reliability and the availability of the OCLs. The parallel development of data recording and processing is facilitating the elaboration of trends and the calculation of special indices to improve the implementation of analyses and the presentation of the results for different aims. The mix of hardware and software is changing the characteristics of the measuring devices that are becoming new diagnostic systems, suitable for the measurement, calculation, analysis and postprocessing of the data relevant to the conditions and performances of the OCLs. These diagnostic systems can be essentially characterised with reference to the methods of acquisition or to their location, positioned along the line or installed on board vehicles. It is expected that all these systems should be designed and built so that they can be calibrated as easily as possible and should be always able to self-test and provide evidence of their correct operation Fixed systems The measurement or diagnostic systems installed in fixed posts, e.g. inside substations or along the line, will be called "fixed systems". Some of these systems are designed to detect the OCLs mainly in static conditions, while others are specifically designed to monitor OCL behaviour in dynamic conditions Substations The increase in the number of measuring, monitoring and recording instruments installed in substations and the development of their characteristics and performance increases the opportunities to be considered for diagnosing OCL operation. Voltage monitoring constitutes a first example of electrical parameter measurement for the analysis of the supply conditions of the OCL branches and the verification of their operation in accordance with the relevant standard. 20

25 At the same time, the monitoring of the current collected by the OCLs gives an idea of the average loads fed, the voltage drop under loads, electromagnetic exposure, etc. The temporary recordings (oscillo-perturbographs) of the current trend during a failure or a short circuit are crucial for the evaluation of the correct functioning of the protection systems. The measurement of low currents can help to detect loss of insulation, as seen in point page 12. And finally, the temperature of the feeders of the OCL branches could be monitored both to improve protection performance and to assess the duration of overload Other places Some instruments or devices could be installed along the line either to measure physical parameters or to monitor OCL dynamic behaviour. When the values of the parameters measured exceed the range expected, special signals could be suitably collected to initiate protective interventions, to evidence an emerging warning situation and/or to supply data to the diagnostic data archives. Voltage and current, for example, are frequently also checked along the line because their measurements are often linked to the breakers operating in the power circuits feeding the OCL. Nowadays, fixed positions could be introduced to monitor the temperature reached by conductors, climatic conditions, wind speed, uplift with trains running, etc. The installation of special cameras along the line, images from which are sent to a diagnostic centre, could assist in the continuous monitoring of some critical points. A new special fixed diagnostic system, that is revealing its importance as line speeds increase, is represented by a device installed at a point on the line, with the aim of measuring the uplift caused by the pantographs of running trains pushing on the OCL. This makes it possible, when the checked measurements are sent to a remote centre, to distinguish correctly functioning pantographs from others that are pushing too hard. On the basis of the excess uplift measured, it would become necessary to demand the prompt lowering of the pantograph in question to prevent damage to the OCLs and problems regarding train circulation On board systems The measuring devices or the diagnostic systems installed on board vehicles are generally called "mobile systems". These systems can work with or without contact and can be suitable for the detection of OCLs in static or in dynamic conditions With contact The devices that operate with contact are generally connected to the power pantograph or to a special measuring pantograph. For this reason they have to be suitably insulated and electric signals have to filter out the disturbances produced by the electromagnetic interference. 21

26 The best operating condition is with the diagnostic system installed on board trolleys or diesel trains. If the system is placed on board a measuring car added to a commercial train, the distance from the power pantograph and the position before or after it is significant. Before the introduction of suitable optical devices, insulated 'with contact' systems working through a special measurement pantograph, like those used for the checking of mechanical or electrical parameters, were also employed geometric parameters. In these cases the values measured were affected by the dynamic pushing of the pantograph and had to be converted in those measurable in "static" conditions using algorithms to compensate for the expected differences between the static and dynamic behaviour of the OCLs. The mobile "with contact" systems are obviously required both for measuring the forces exchanged between the pantograph and the catenary (see point page 14) and for measuring the relevant arcs (see point page 13). At least one such measurement is necessary, as above seen, to establish the quality of captation, especially in high speed lines according to the relevant standard Without contact Devices working without contact are generally optical systems, suitable for checking the geometric parameters of the OCLs in static conditions when the catenary is not being loaded by incoming pantographs. Another clear example of 'without contact' systems is provided by the equipment and cameras for thermal imaging measurement. The simple installation of a camera on the roof of the locomotives aimed at the operating pantograph, images from which are displayed on board, allows experts to monitor in real time the quality of current collection and of the catenary/pantograph interaction. The appropriate recording of these images added to the measurement data optimally supplement investigation options with diagnostic archives. A similar installation, set up as simply as possible, with a monitor in the cabin of commercial trains could represent a good opportunity for drivers to continuously or periodically monitor the integrity of the operating pantograph, with the aim of reducing the probability of failures due to poor pantograph/catenary interaction Portable systems Some devices and diagnostic systems are designed for specific measurements to be performed by operators at a planned or unplanned frequency. In such cases the equipment is generally easily portable or can be easily installed on board trolleys or vehicles each time it is needed. 22

27 7 - Vehicles available for diagnostic purposes Nowadays, the manual checking of OCL characteristics is often inadequate and unproductive. Manual activities are generally reserved: - for checking individual points or sections of the OCL, where automatic measurement is not possible or if it has not been planned for; - for monitoring OCL conditions, where the automatically measured data exceeds the permitted or recommended values; - for comparing data, where the results of the automatic measurements are unclear or could be considered unreliable; - for better investigating the field situation for planning and organising corrective interventions; - for monitoring the reliability of OCL conditions after work has been completed. Furthermore, for optimal knowledge of the static and dynamic conditions of the OCL, in addition to the examination of diagnostic data, trend analysis and video recordings, visual inspections by experts are still quite crucial. There follows a brief description of the main vehicles suitable for being equipped and used for checking the OCL characteristics and performance, along with a discussion of advantages and the difficulties to be taken into account for their correct use Trolleys Trolleys, ladders, mobile platforms and other rail vehicles generally adopted by maintenance staff for approaching or working on the OCLs are often equipped with devices or simple instruments for checking OCL conditions, with particular reference to the geometric parameters in a static situation. Special trolleys Some trolleys could be entirely dedicated to the automatic monitoring and measurement of OCL characteristics. To achieve this, such trolleys would have to be designed or adapted to contain onboard automatic devices, measurement pantograph, cameras, optical apparatus, special hardware and software, etc. If the characteristics and the technologies involved are important, this kind of special trolleys generally serves large zones and could be managed by specially trained staff. In some cases, the checking or measurement capabilities are also extended to other kinds of installation (signalling, telecommunication, etc.) and for monitoring track or infrastructure conditions. With reference to the checking of OCL characteristics, the trolleys can be distinguished by their measurement capabilities and performance in static or dynamic conditions, with or without contact. In any case it is important to know the optimum speed range of acquisition, the precision and tolerances of the values measured or calculated, etc. 23

28 Using a measurement pantograph and special cameras installed on the trolley roof or in suitable platforms, in addition to the expected measurements, it is possible to watch and video record the OCL conditions in order to assess the gauge, the dynamic behaviour expected under pressure of train pantographs, clearance from earthed parts, etc. This kind of equipment could also permit the measurement, proceeding at very low speed, of OCL uplift under assigned forces and the calculation of the relevant elasticity parameters. Obviously for the precision of static measurements, with particular regard to the height of the contact wire, the pushing force of the measurement pantograph itself also has to be taken into account. If the pantograph and the other devices touching the OCL are insulated, voltage measurements are also possible and the trolley can operate more productively, without the necessity of de-energising the line. This also prevents the likelihood of producing short circuits due to wrong operations during the runs. On the contrary, by the use of optical systems it is possible to take the best measurements of the geometric OCL parameters with the maximum precision, as the line presents itself in its static conditions, without any stress imposed by pantographs or by other devices touching it. The complementary use of trolleys equipped with measurement pantographs and/or optical devices, besides measuring OCL characteristics in static conditions with optimum reliability, also provides good opportunities for implementing knowledge on expected behaviour under dynamic conditions Measuring cars Measuring cars are special carriages generally added to commercial trains, which make it possible to check, monitor or control some important characteristics of the OCL, with the advantage of acquiring a lot of data without the necessity of track possessions. These cars are equipped with special systems suitable for measuring, filming and recording the OCL characteristics and performance during journeys. In particular, they could be equipped with measurement pantographs and optical devices with the relevant objectives as described above for special trolleys. The geometric values checked by the measurement pantograph are affected by the dynamic behaviour of the OCL, depending upon the force applied by the measurement pantograph during the run. On the other hand, if the measuring car is added to an electric train, as is frequently the case, the measurements taken depend upon the dynamic stress produced by the pushing of the power pantograph. In such cases it is important to consider the distance between the power and measurement pantographs so that the reliability of the measurements taken can be assessed. The optical devices avoid the pushing of the measurement pantograph and measure the dynamic geometric parameters, affected only by the oscillations caused by the pushing of the power pantograph. The error compared with static measurements could be negligible, if the distance between the measuring car and the locomotive is relatively long. Obviously, the best measurements of the geometrical parameters, as in static conditions, are obtainable by optical methods, using measuring cars added to diesel trains. 24

29 Sometimes it is opportune to connect measuring cars to the locomotive to allow the remote checking of the parameters relevant to the current collected and to voltage drops. In this case, it is useful to aim the cameras at the power pantograph in order that experts watching the monitors can assess the quality of the catenary/pantograph interaction. The maintenance and management of the measuring cars generally involve specialised staff whose tasks are planned according to the needs of the whole network Commercial trains Sometimes commercial trains and their locomotives are specially equipped for conducting particular series of measurements with experts on board who define and organise the tests without interfering in the planned regularity of circulation. Special runs can be also planned, with the agreement of the transport companies (the owners of the commercial trains), for the optimal testing of both new lines and new trains. New opportunities The use of commercial trains for the on-board installation of special devices capable of measuring specific parameters of fixed installations and on-board traction systems, including the pantograph/ interaction, could be possible but is, as yet, underdeveloped. The voltage and the current absorption recordings, the coordination between substations and onboard protection systems, the simple monitoring of the pantograph by camera (see point page 22), are measures that could be useful for evaluating the behaviour of the interoperable power and rolling stock subsystems. The devices that are sometimes provisionally installed on board for the ad hoc measurement of parameters, could be adapted for on-board integration for the acquisition and recording of important data to be exchanged between transport companies and infrastructure managers Diagnostic trains Diagnostic trains are special trains designed specifically for checking the characteristics and the performance of the entire rail line (infrastructure and installations). The cars are equipped with diagnostic systems suitable for checking, monitoring, measuring and calculating many parameters concerning the static conditions and dynamic behaviour of track and OCL, as well as ascertaining the correct operation of signalling and telecommunication systems, plus verifying the quality of the wheel/rail and pantograph/catenary interactions. As a consequence, diagnostic trains are divided into sections and managed by crews of experts from different sectors. The most advanced technologies, sophisticated computers and post-processing hardware and software characterise diagnostic trains as mobile laboratories, able to investigate the rail line behaviour at speeds up the maximum. In particular, only with this kind of trains is it possible to evaluate the quality of the catenary/pantograph interaction at the maximum line speed, using both the arc and force method. 25

30 The results of all the measurements taken are immediately sent to the managers responsible for maintenance, to allow them to organise intervention based upon condition as soon as possible, and to compare the new data with the old data in their possession. The optimisation of this data management greatly assists avoiding arising failures, providing the possibility of correcting the OCL before they could occur, depending on the frequency of the test runs. If the frequency is particularly high, as is generally recommended for high speed lines, it is estimated that it is possible to predict arising failures and thus avoid their occurrence by the examination of measured data and of information obtained from post-processing. 26

31 8 - Periodicity of measurements The diagnosis of the OCL is produced either from feedback from monitoring, inspections and maintenance activities, or from the results of monitoring and measuring of all the parameters that could contribute to understanding the actual operating conditions. The need to improve expertise for the objectives to be reached differs depending on the OCL's performance and the resources available. The total amount of work necessary to maintain the OCL conditions is represented by all the maintenance actions to be carried out within set cost limitations. The possibilities for more accurately monitoring the operating conditions of electric installations are increasing every day thanks to the availability of new technologies and diagnostic systems. With the renewal of substations and the introduction of new technologies, measurements of some parameters that are automatically checked for other objectives can be collected to help in ascertaining the OCL conditions. For example, the recording of voltage and current, the functionalities of digital protection systems, fault localizers, the availability of oscilloperturbography in case of failures, video recording and other sophisticated means provide many more details that are also useful for OCL operation. The art of examining all the above parameters, along with those that remain to be measured or monitored, is being developed in laboratories and data processing centres and is providing strategic support for maintenance activities Continuous measurements All the parameters that can be measured or continuously monitored by fixed instruments can provide maintenance personnel with an initial set of easily examinable data. As a result, some important information about OCL operation is available through the values provided by substation instruments, such as: - the voltage applied to the OCL branches; - the current collected by OCL branches in operating situations (with load); - the "low current" dispersed during the absence of traffic (without load); - the oscilloperturbographic curves; - the over-temperature of the conductors feeding the OCLs. Another example of continuous measurements could be provided by the stations located along the lines, checking the uplift of the OCL due to pressure from passing pantographs. The above parameters could be monitored continuously in a remote diagnostic centre and/or read periodically by maintenance personnel inside substations or other fixed posts. Data acquisition in modern diagnostic centres, which are generally developing together with the traffic control centres (from where more and more activities are planned and managed), allows for continuous monitoring of the main parameters and the analysis of their trends. It can also activate alarms in good time, if the permitted limits are approached or exceeded. 27

32 8.2 - Periodic measurements All the parameters that can be measured by mobile diagnostic systems are characterised by an ideal checking frequency. This frequency should be determined by considering the longest possible period that will allow maintenance personnel to intervene promptly and in time to avoid all potential failures. In any case, especially if this requirement leads to a high checking frequency, management must then make an analysis to determine the optimum frequency, taking into account overall cost, benefits and objectives to be attained (for example, regularity of circulation, importance of traffic, speed of line, etc.). It should also be taken into consideration that it is becoming increasingly convenient to concentrate the installation of diagnostic systems into fewer vehicles and that the frequency of the checking cycle often turns out to be a compromise, taking into account: - the maintenance strategies followed by the railways; - the set ratio of checking activities to be carried out manually and those performed automatically by diagnostic systems; - the quantity and distribution of diagnostic systems and allocated resources; - the general plan for the use of diagnostic trains and measuring cars; - the availability of other diagnostic vehicles and the conditions for using them (for example, journeys in periods of track possession, with OCL energised or not, etc.); - the recommended frequency for every parameter to be checked and the best aggregation of parameters to be checked at the same time for each run. The frequency of diagnostic measurements and OCL parameter tests used or recommended in several European ailways for different line categories (A to E), is given in UIC Leaflet 791-1, Appendix D (see Bibliography - page 65). The frequency range of stipulated periodic measurements of parameters to be diagnosed over time also depends upon OCL behaviour, the complexity of the operation, nature and climate conditions, national provisions and historical habits of particular railways. High speed lines and European corridors It is becoming more and more important, initially for high speed lines in the European corridors, that an agreed-upon set of maintenance and diagnostic frequency standards should be chosen and developed by all the affected railways. At the moment there are a significant number of differences between the conditions and the resources of the various railways, but it is hoped that future developments and improvements in methodologies and technologies will lead the goal of setting optimum standard frequencies for OCL checking and testing being achieved (e.g. more parameters checked per diagnostic run; common set of result evaluation criteria; etc.). 28

33 The development of the European networks by the building of high speed lines and the modernisation of conventional and corridor lines, by using low maintenance elements in the construction of the OCL should lead, over time, to a reduction in degradation rates. Therefore, these improvements should also lead to a reduction of the frequency range of diagnostic measurements, beginning with the high speed and corridor lines which correspond to categories E and (C+D). For these, as well as other line categories, the ranges for recommended measurement periods (from the shortest to the longest period) could be defined according to existing periods of diagnostic measurements as well as the target period value (see Appendix A - page 39). The longest period value for the measurement of particular parameters is the one recommended for consideration as the target value. Generally, it is possible to state that for the higher speed line categories the period between checkings is shorter and the periodicity of diagnostic measurements is increased. It is recommended that the period values in the given period range of diagnostic measurements, as listed in Appendix A, be used for high speed and corridor lines. The lengthening of given diagnostic measurement periods could be recommended only after the analysis of long-term results for measured parameters of diagnostic tests and the relevant intensity of the OCL failures that occur Ad hoc measurements Many parameters are specified by the project and need to be checked in order to verify the conformity of the "as built" situation to the project construction plan and to test the OCL performance before putting the new lines into service. This requirement also applies to the new OCLs built to for the electrification of existing lines and/or to replace old OCLs on electrified lines. Some of these parameters are also determined by the TSI and have to be checked to satisfy the interoperability requirements. For the above reasons, it is necessary to organise opportune, "ad hoc" series of controls and verifications by using diagnostic systems that are able to test and determine the characteristics and performance of the OCLs, ensuring the optimum accuracy of the results, especially for the new high speed lines. Other unscheduled measurements can be requested during normal traffic operation to check the OCL conditions for contingent reasons, such as after important adjustment interventions to the OCL. Opportune ad hoc checks of the geometric lay out of the OCL have also to be performed after important works to the infrastructure and/or to the track. 29

34 9 - Performance of measuring and diagnostic systems As the main characteristics and operating performance are generally defined for each measuring system, it is crucial that basic standards are established for assessing the quality of the measurements taken by a diagnostic system operating under assigned conditions and to compare the performance attained by different systems when the same parameters are measured and calculated General specifications Complex diagnostic systems, as well as simple measuring instruments, have to be characterised by proper specifications that determine their operating performance and quality. The main general specifications are as follows: - the main components and features (sizes, weight, hardware and software); - the supply conditions (electric power, voltage, consumption, batteries, emergency supply, surge protection and so on); - the method of measuring (mechanical, electrical, optical, with or without contact, by thermal imaging, laser beams, etc.); - the instructions for using or installing (in fixed posts, inside electrical substations, along the line, on board trolleys or trains); - the environmental conditions (temperature, humidity, wind speed, degree of luminosity, angle of the sun rays, rain, fog, snow, ice and other weather conditions); - the operating conditions (maximum speed and acceleration of the vehicles employed, vibrations, electromagnetic compatibility, pollution, during daylight or at night); - the parameters measured; - the parameters calculated Quality requirements On the basis of experience acquired in measuring the different parameters and analysing how they can change in space and/or time, the following data is generally provided for the correct and accurate measurement of each parameter: - range of variations, defined by the gap between the minimum and the maximum values expected or allowed by the project, by maintenance or by practice; - precision of the measurements, taking into account the margin of error or the uncertainty of the values measured; - number of measurements to be taken at the same point or OCL segment, depending on the characteristics of the systems adopted, to reduce the probabilistic uncertainty of the output data; - sampling, defined as a distance interval between two measurements taken along the line; 30

35 - the speed expected in using suitable vehicles or trains; - the corrective coefficients to be considered for adjusting the output data values that could have been influenced by measurements conducted in non-standard test conditions. As a consequence, it is crucial to evaluate the quality of the output data obtained and recorded (i.e. measurements taken and calculations performed) by the assessment of all of the parts of the diagnostic system, including those of the vehicles in which the system is installed. Therefore, the diagnostic systems have to be characterised by many detailed specifications, in addition to the above general descriptions, in order to give, for any parameter measured or calculated, the measurement range, the resolution and the accuracy of the measurements taken. Because many factors could influence the precision of the measurements, depending not only upon the quality of components, sensors and instruments that make up the diagnostic system but also upon vehicle characteristics, it is necessary to assess all the data gathered in the chain of measurements to determine the total uncertainty of the output values. Finally, the instructions for the calibration of the measuring systems must be specified in detail so that the personnel in question can always ascertain the performance levels expected. Self-calibration methods are preferred. 31

36 10 - Data elaboration and processing As mentioned above, in addition to the continuous development and improvement of the measurement and diagnostic systems, a corresponding simultaneous expansion of the analysis and processing systems and procedures must be undertaken. Therefore, the software used in these systems has to evolve rapidly and appropriately to satisfy the following needs: - the use and development of computerised analysis of the increasing volume of data gathered, due to the expansion of automatic systems for checks and measurements; - the interest in the automatic calculation of other parameters as a function of those measured, both directly and by algorithms; - the requirement to assist experts in the use of suitable tools for analysing the results, taking into account the great increase in automatic measurements and in the corresponding volume of the data to be examined, in the best way and the shortest time; - the requirement for data analysis to be performed on board diagnostic vehicles in order to immediately provide critical information to the maintenance staff for corrective interventions; - the development of post-processing activities to record, compare and provide evidence trend analysis; - to introduce suitable diagnostic archives, easily consulted and queried by the various railway departments on any occasion Data for immediate use Measurements with values exceeding the permissible range and that require immediate intervention by maintenance personnel to prevent failures, have to be promptly communicated from the diagnostic operators working on board measuring cars, diagnostic trains and other vehicles, preferably during the test runs. As a consequence, people operating both on board diagnostic vehicles and in fixed posts (where the values monitored are collected in real time) are required to inform the maintenance organisation of the warning data that is being checked or monitored as soon as possible. In case of serious emerging failures, it may be necessary to stop trains, de-energise the OCL, etc Post processing activities As seen above, the various diagnostic systems are generally suitable for measuring and analysing data in real time during operation. These performance levels permit to diagnostic operators, whilst tracking the measurements, to acquire the warning data and the values that lie outside the expected ranges in good time. As a consequence, the data analysis normally has the primary function of preventing the occurrence of faults (in real time) and the secondary function of helping, after a suitable post processing analysis, with maintenance planning and intervention optimisation. 32

37 Infrastructure diagnostic centres Nowadays it is becoming increasingly necessary for the railways to have at their disposal the best diagnostic data to analyse the different situations and to achieve many different aims. All this requires the creation of one or more diagnostic infrastructure centres, with special sections dedicated to the power and electric traction installations that carry out the following main tasks: - to acquire and manage the updated data of the network layout with the relevant characteristics and performance levels of the OCLs to be checked and monitored; - to provide all the standards to ensure the OCL characteristics for the installation types in question; - to acquire, through efficient means and procedures and a short space of time, all the information about the measurements either performed on board vehicles or derived from fixed posts; - to manage all the diagnostic data collected or incoming in different formats (notes, files, recordings, videos, etc.) and to process homogeneous data for suitable supply to different temporary storage methods for subsequent examination and post processing; - to manage the parameters acquired and the data temporarily stored for calculating other parameters and data that are useful for the different targets to be achieved; - to analyse and compare the incoming and archived data and to interpret all the information acquired for urgent integration with the data just provided to the maintenance personnel for the prevention of failures; - to post-process archived data for the analysis and examination of trends (see point 11 - page 35) of the values measured and/or calculated both along the line and in subsequent measurements; - to calculate the quality indices for different parameters and appropriate lengths of OCL extension and to compare them along the line and for different series of measurements; - to track and estimate, following comparisons with subsequent measurements, the quality of the interventions performed by the maintenance structures; - to send the results of post processing to the maintenance structures within set time periods to assist in maintenance planning; - to evaluate the operational quality of the maintenance staff and the relevant volume of work carried out and the attention paid by the different staff responsible for the OCL maintenance along the line; - to correlate the diagnostic results with the intensity of failure occurrence for different sections of the same line, different characteristics of the OCLs checked, different line categories and the entire electrified network; - to archive the results in suitable ways so that they can be easily consulted and requested; - to analyse suitable statistical data and so on. 33

38 The diagnostic centres should be designed for all the railway infrastructures and installations, with a special section dedicated to the OCL diagnostic data. The experts employed should be able not only to carry out analysis and post processing tasks but also to investigate the causes of failures using all the data stored or in their possession Data storage The art of archiving the data measured, calculated and in any case available for subsequent postprocession or examinations must be developed in the best way possible, with the aim of controlling the true state of the OCLs monitored, taking into account all the relevant information about technical, statistical, operating and external conditions, such as: - technical characteristics and expected performance levels; - failure types and relevant statistical data; - age and maintenance conditions; - traffic and operating conditions; - temperature and climatic conditions; - maintenance organisation and relevant resources, time intervention, etc. Easy access to the archived data should be assured for all the structures interested or involved. 34

39 11 - Trend analysis Merely examining the data measured or calculated might not always be sufficient for obtaining a dynamic and complete overview of the real conditions and modifying the OCL parameters over time, to predict the probability of future failures. For these reasons, and to promote completeness and productivity in the diagnosis of the OCL conditions, it is important to elaborate upon functions, trends and comparative data, with the aim of: - analysing the trend for the parameters measured as function of the distance covered; - evaluating discontinuities, gradients and other singularities, examining every function with suitable tools (derivative, integral, zoom, etc.); - determining the maximum/minimum values for any function/parameter examined; - comparing different parameter trends over the same distance to determine possible links and associate causes with effects; - highlighting examples of singular points/situations to be examined, such as current interruptions, voltage drops, hard points and height variations; - providing the possibility of the retrieval and examination of video images, to be compared and analysed with the corresponding parameters measured and the relevant trends; - comparing the values measured for the same parameters during different runs to calculate/plot the relevant trend as a function of time and over the same distance (taking into account temperature, climatic conditions and so on); - comparing results from subsequent measurements of the same parameters over time (for example, calculating the wear increment along the line between the last measurement and the previous ones). Time and space trends As mentioned above, it is becoming increasingly important to track and analyse in depth the trends for the parameters measured in order to discover anomalous or non-uniform degradation of the measured parameters. The trend of the values checked or measured, as a function of the distance covered, is normally shown by the curves, graphics and data analysed on-line or immediately after the test runs, as an expected result of the same run. Furthermore, in these cases the examination of the homogeneity of the values measured is also recommended, along with a consideration of the notable differences or gradients between measurements performed at nearby points or sections, even if the checked values still belong to the permissible range. To facilitate the examination of these changes, it is useful to calculate other functions (such as the derivative in relation to the distance covered) and to study the corresponding trend, assigning appropriate ranges of variations. 35

40 On the other hand, the degradation of the parameters measured along the line can only be obtained by comparing, point by point, the data measured and appropriately archived on a case by case basis. To achieve this objective it is important to analyse appropriate trends from the parameters measured at different times, to extrapolate the time expected for exceeding the value limits admitted and to promote maintenance interventions in the long term. The homogeneous trend for the degradation of the parameters measured is a very important element for the quality of maintenance and different rates of degradation require urgent examination because the rate of degradation could represent an important symptom of arising failures, even if the measured values are still within the permitted range. 36

41 12 - OCL quality indices Nowadays, a fundamental objective to be attained consists of defining suitable indices, providing an immediate and clear overview of the quality of maintenance done and of the actual OCL characteristics measured or calculated in static conditions. These results have to be compared with the project data and with the performance levels expected from the OCL checked under dynamic conditions when the pantographs are operating under the maximum running speed. The core of the diagnosis of OCL conditions consists of the analysis of the graphs drawn from the measured values of the parameters or calculated as a function of distance travelled. This analysis, generally done either visually or with the aid of appropriate software, allows the discovery of points or ranges in which the values exceed the ranges expected, and also permits comparison with the values checked in previous test runs and/or calculated as trends over time. The examinations could be improved by the availability of special indices, suitable for facilitating the evaluation of the correct installation of new OCLs, assessing the quality of work done by OCL maintenance personnel, implementing the diagnostic systems and procedures, and orienting the strategic choices regarding the amount of activities to be performed and the relevant sustainable costs. The availability of indices calculated on the basis of common criteria, agreed by the railways, could also be very important in comparing the performance levels of different diagnostic systems, with particular reference to the precision of the measurements taken and to the distance between the samples. Of course, the distance between samples is determined by the operating specifications of the measuring devices and the speed of the diagnostic vehicles. Consequently, all the considerations and comparisons could be performed with reference to indices calculated, taking into account the performance levels of the diagnostic system used, the nature of the test and environmental conditions, the characteristics of the vehicles used and so on. The quality indices as functions of the parameters measured To create a quality index, we can take each parameter, one at a time. For each parameter the output values derived from the measurements taken and/or the calculation performed by the diagnostic system can belong to the range expected for the OCL type investigated, or can be set higher or lower in relation to the target value. If the values measured for an assigned parameter all fell within the target values, the OCL conditions for that parameter would be perfect. The problem consists in assigning a weighting to each output value, depending on the deviation calculated in relation to the target. As a consequence, the amount of the deviation could be suitably weighted to be taken into account in the formula to be chosen for calculating the quality index. For each OCL type, different threshold levels (level 1, 2,, n) could be determined to weight the values measured for each parameter. 37

42 For a given parameter, such as height, we could define the following ranges within which the values measured can fall: - range 0, values corresponding to or very close to the nominal value (target expected), within the tolerances permitted by the project; - range 1, values exceeding project tolerances but within threshold level 1 (e.g. where there are excellent standards of maintenance); - range 2, values exceeding threshold level 1 but within threshold level 2 (e.g. where there are good standards of maintenance); - range 3, values exceeding threshold level 2 but within threshold level 3 (e.g. where there are acceptable standards of maintenance); - range 4, values exceeding threshold level 3 but within threshold level 4 (e.g. the point at which an intervention must be scheduled); - range 5, values exceeding threshold level 4 (e.g. the point at which immediate intervention is required). Therefore, all the values checked for each parameter that fall inside any range (N 0, N 1, N 2,, N n ), must be multiplied by the corresponding weight coefficient (W 0, W 1, W 2,, W n ), increasing from range 1 to range n, considering W 0 to be equal to 1. For example, the quality index, Q i, for the OCL parameter P i (with i varying from 1 to n), in relation to an assigned section length of line, may be expressed as the result of a function such as the following: Q i = f (N 0i *W 0i + N 1i *W 1i + + N ni *W ni )/section length The quality index for the geometric position of an OCL section length could be derived by an appropriate function of the quality indices calculated for the most important geometrical parameters. Similar considerations could be extended to the evaluation of quality indices of other parameters (electrical and mechanical parameters, for instance). 38

43 Appendices Appendix A - OCL diagnostic systems On the basis of the information given in the leaflet, this appendix describes some diagnostic systems actually used by the railways to check and monitor the OCL conditions. To promote understanding and the comparison of the characteristics and performance of the diagnostic systems, the vehicles on which they are installed, the parameters that they are able to check and measure and so on, suitable forms were filled in with homogeneous descriptions provided by the railways answering the following series of questions. A.1 - Diagnostic system Each diagnostic system is described by six elements: a) the name or code used by the railway for its identification; b) a brief description of its main characteristics and performance levels; c) the type of vehicle in which it is installed, coded as follows: V1 = diagnostic train V2 = equipped train V3 = measuring car V4 = trolley V5 = rail-road V6 = other to be described d) an indication of whether the system is in use, in experimentation, in planning, proposed/expected, etc.; e) the maximum speed at which the system is able to operate optimally; f) the maximum speed permitted by the vehicle in which the system is mounted. A.2 - Measurement methods The methods adopted for the measurements are described together with the parameters measured/ calculated, by the following points: a) a brief description of the measurement methods (optical, by pantograph, both, etc.); b) the parameters measured with contact; c) the parameters measured without contact. 39

44 Appendices The codes adopted for the parameters are: geometric [G] mechanical [M] electrical [E] [G1] = height [M1] = forces [E1] = voltage [G2] = stagger [M2] = uplift [E2] = arcs [G3] = wear [M3] = elasticity [E3] = other electrics to be described [G4] = sag [M4] = uniformity of elasticity [G5] = gradient [M5] = catenary/ pantograph interaction [G6] = change of gradient [M6] = pantograph acceleration [G7] = length of span [M7] = hard spots [G8] = overhead crossing [M8] = air pressure in contact strips of pantograph [G9] = height (dynamic) [M9] = horn contact [G10] = stagger (dynamic) [G11] = stagger/100 m [G12] = trend for wear [G13] = blow-off [G14] = angle of steady arm In the same way the auxiliary data [A] are provided with codes, such as: [A1] = location [A13] = level crossings [A2] = running speed [A14] = images by cameras [A3] = track/vehicle inclination [A15] = compensation of vehicle sways [A4] = temperature [A16] = diagram [A5] = speed/direction of wind [A17] = vertical acceleration of body [A6] = climatic/visibility condition [A18] = standard deviation [A7] = tunnels [A19] = mean contact force [A8] = bridges [A20] = position of droppers [A9] = portals [A21] = position of mast [A10] = supports [A22] = vegetation [A11] = clamps [A23] = temperatures of clamps - [A12] = obstacles thermal imaging 40

45 Appendices A.3 - Parameters measured and/or calculated The following is considered for each parameter checked: the measurement conditions, the need for post processing, the future evolutions expected and the frequencies adopted. A Parameters measured For each parameter coded above, there is a description of whether the values measured: a) are those to be considered in static conditions; b) are those to be considered at running speed; c) have to be post-processed to evaluate the OCL static conditions; d) have to be post-processed to evaluate the OCL behaviour at higher speed. A Parameters calculated/post-processed Starting from the data obtained, it is possible to derive other parameters by calculation or post processing in order to consider: e) the OCL in static conditions; f) the OCL behaviour at a speed higher than that of the run performed. A Parameters expected to be measured/calculated The same parameters and others could be measured/calculated in the future in order to implement knowledge of the: g) OCL static conditions; h) OCL behaviour at higher speed. A Frequencies of measurements Each parameter measured/calculated is given a periodicity of checking (see also UIC Leaflet Appendix D - see Bibliography - page 65): i) the OCL of conventional lines; j) the OCL of high speed lines. The periodicity is expressed in number of years, months, weeks or days, as follows: [ny] = number of years; [nm] = number of months; [nw] = number of weeks; [nd] = number of days. 41

46 Appendices A.4 - ate values and tolerances permitted For each parameter measured/calculated, the measuring range and tolerance are stated, which may be different for conventional or high speed lines, both with reference to the system integrated in the vehicle and/or the system characteristics. A For OCL checked in conventional lines For each parameter, nominal values or range expected and relevant tolerance permitted (absolute or percentile values) are stated, in relation to the characteristics of the OCL managed: a) in static conditions; b) in dynamic conditions. A For OCL checked in high speed lines The data of the previous point could be different and more rigorous for the OCL of high speed lines: c) in static conditions; d) in dynamic conditions. A For diagnostic system The parameter range measured/calculated and the relevant tolerance permitted (absolute or percentile) by the system, with reference to the vehicle speed and the aim of determining: e) static OCL conditions; f) dynamic OCL behaviour. A ecommendations for the use and calibration of the diagnostic system For each parameter measured/calculated, the frequencies and methods are also given for calibrating the diagnostic system: g) at rest, h) in motion. A.5 - Quality indices and formulas adopted For each parameter, the quality indices may be available by post processing, both for conventional and high speed lines. A For OCL in conventional lines Identification and description of each quality index and relevant formulas or algorithms: a) in static conditions; b) in dynamic conditions. 42

47 Appendices A For OCL in high speed lines Identification and description of each quality index and relevant formulas or algorithms: c) in static conditions, d) in dynamic conditions. A.6 - Output data Information is provided about the time necessary to obtain the output data for different objectives. A eal time Parameters immediately available to evaluate: a) the static situation, b) the dynamic behaviour. A Post processing Parameters/data available after post processing to evaluate: c) the static situation, d) the dynamic behaviour. A Trend analysis Parameters/data, the trends of which are normally followed for comparison and forecasting: e) in static conditions, f) in dynamic conditions. A.7 - Feedback for maintenance Information is provided about the objectives achievable with the data output. A To prevent failures Parameters/data immediately available for urgent interventions to prevent failures: a) in static conditions, b) in dynamic conditions. 43

48 Appendices A To avoid further damage Parameters/data available for intervention to avoid further damage: c) in static conditions, d) in dynamic conditions. A To plan maintenance Parameters/data available for planning "on condition" maintenance: e) in static conditions, f) in dynamic conditions. A To evaluate catenary/pantograph interaction Parameters/data available for evaluating the quality of interference between catenary and pantograph: g) in static conditions, h) in dynamic conditions. A Others Parameters/data available for evaluating other OCL performances, to be described: i) in static conditions, j) in dynamic conditions. A.8 - Feedback for other aims a) Parameters/data available for certifying the TSI requirements and targets. b) Parameters/data available for identifying pantographs that are broken or in poor condition. c) Others. A.9 - Devices installed on board new trains Specific information is provided on the possibility of installing and managing diagnostic systems or special devices on board commercial trains: a) devices/systems envisaged for measuring OCL parameters by normal trains or for preventing failures due to poor catenary/pantograph interaction; b) devices/systems expected in the future to measure OCL parameters by normal trains or to prevent failures due to poor catenary/pantograph interaction; c) others. 44

49 Appendices The following tables report the forms filled, to give some examples of the diagnostic systems actually adopted by some railways. ailway network State Table SNCB Belgium I, II, III MAV Hungary IV PKP Poland V ADIF Spain VI FI Italy VII, VIII D Czech epublic IX ŽS Slovak epublic X DB Germany XI, XII, XIII SNCF France XIV, XV, XVI, XVII 45

50 Appendices Table I - INFABEL 1. Diagnostic system 2. Measurement methods a) EM130 b) Trolley for geometry and profile of rails + static position of OCL a) optical (laser) (a pantograph applies a force - only in switches) c) V4 b) G1-2-7 A A (manual) d) in use c) G1-2-7 A A (manual) e) 140 km/h f) 130 km/h 3,1 3,2 3,3 3,4 3,4 4,1 4,2 4,3 6,1 6,2 7,1 7,2 7,3 7,4 a e g i j a c e a c a c e g [G1] height (1) (1) 6M 6M G1 > 4.74m (post-calculated)(1) G1 max ± 2cm see 4.1.and 4.2 [G2] stagger 6M 6M G2 ± 20 cm [in curves G2 < MAX (MAX = depending on the track)] G2 ± 20 cm, DG2 max ± 2 cm at the supports see 4.1.and 4.2 [G4] sag 6M 6M No tolerances [G5] gradient 6M 6M [G6] change of gradient M 6M G5 < 1 to 20 (depending of speed) G6 < 0.5 to 10 (depending on speed) G5 < 1 G6 < 0.5 [G7] length of span 6M 6M No tolerances No tolerances [A3] running speed [A4] temperature [A14] images by camera (1) at 60 C 46

51 Appendices Table II - INFABEL-2 1. Diagnostic system 2. Measurement methods a) I11 b) Measuring car for the dynamic observation of OCL c) V3 a) By pantograph d) IN USE b) [G1]; [G2]; [A2]; [A4]; [A14]; [M1]; [M6]; [E1]; e) 220 Km/h ( [A7]; [A8]; [A13]; MANUAL ) f) 300 Km/h ,1 3,1 3,2 3,3 3,4 3,4 4,1 4,2 4,3 4,3 6,1 6,2 7,1 7,2 7,3 7,4 7,5 a b f h i j b d e f b d a c f g i [G1] height dsf 1Y 1Y [G2] stagger 1Y 1Y [G4] sag [G5] gradient [G6] change of gradient [G7] length of span 1Y 1Y [M1] forces [M6] pant. acceleration average and standard deviation average and standard deviation 1Y 1Y Fm ± 3 between Max and Min See 4.1 See 4.1 See 4.1 1Y 1Y Fm ± 3 between Max and Min [E1] voltage 1Y 1Y [A2] running speed 1Y 1Y [A4] temperature 1Y 1Y [A14] images by camera 47

52 Appendices Table III - INFABEL-3 1. Diagnostic system 2. Measurement methods a) PALM-pantograph b) Trolley for measuring the wear of the contact wires a) Optical (laser) (a pantograph applies a force) and detection of obstacles b) G E1 A and A (manual) c) V4 c) A1-2-4 and A (manual) d) in experimentation e) 28 km/h (for the wear each 1 cm) 80 km/h (for detection of obstacles) f) 80 km/h 3,1 3,4 3,4 4,1 4,2 4,3 4,3 6,1 6,1 7,1 7,2 7,3 7,4 7,5 b i j a c e f a b a c e g i [G1] height see Leaflet Appendix D see Leaflet Appendix D see table 1 see 4.1 and 4.2 see 4.1 and 4.2 [G2] stagger see Leaflet Appendix D see Leaflet Appendix D see table 1 see 4.1 and 4.2 see 4.1 and 4.2 [G3] wear see Leaflet Appendix D see Leaflet Appendix D > 8 mm punctual >11.3 mm average >11.5 mm see 4.1 and 4.2 see 4.1 and 4.2 [G4] sag [G5] gradient [G6] change of gradient [G7] length of span see Leaflet Appendix D see Leaflet Appendix D see table 1 see 4.1 and 4.2 see 4.1 and 4.2 [E1] voltage see Leaflet Appendix D see Leaflet Appendix D see table 1 see 4.1 and 4.2 see 4.1 and 4.2 [A1] location see Leaflet Appendix D see Leaflet Appendix D see table 1 see 4.1 and 4.2 see 4.1 and 4.2 [A2] running speed see Leaflet Appendix D see Leaflet Appendix D see table 1 see 4.1 and 4.2 see 4.1 and 4.2 [A4] temperature see Leaflet Appendix D see Leaflet Appendix D see table 1 see 4.1 and 4.2 see 4.1 and 4.2 [A9] portals see Leaflet Appendix D see Leaflet Appendix D see table 1 see 4.1 and 4.2 see 4.1 and 4.2 [A10] supports see Leaflet Appendix D see Leaflet Appendix D see table 1 see 4.1 and 4.2 see 4.1 and 4.2 [A12] obstacles see Leaflet Appendix D see Leaflet Appendix D see table 1 see 4.1 and 4.2 see 4.1 and

53 Appendices Table IV - MAV 1. Diagnostic system 2. Measurement methods a) OCL measuring car b) Measuring of static and dynamic parameters c) V1 a) Static parameters optical, dynamic parameters by pantograph d) IN USE b) [G1]; [M1]; [M6]; [A1]; [A2]; [A14]; e) 180 Km/h c) [G1]; [G2]; [E2]; [A1]; [A2]; [A3]; [A13]; [A14] f) 160 Km/h ,1 4,1 4,2 4,2 4,3 4,3 4,4 4,4 5,1 5, a b g h j a b c d e f g h a b a b c d a c e f g h i(1) j(1) a b [G1] height 2Y [5050<G1<6150] [x%] [min<g1<max] [x%]; see 4.1b see 4.1b [4800<G1<6400] [x%] see 4.1b 1Y 1Y deviation from the mean and max values see 5.1.a [G2] stagger 2Y [± 300/400 = G2] [± 30] [± 600 = G2] [± 20] 1Y [G3] wear [G5] gradient [M1] forces 2Y 1Y [M5] cat.-pant. interaction [M6] 2Y 1Y [A1] location 1Y 1Y [A2] running speed 1Y [A3] inclination [A4] temperature [A13] level crossings [A14] images by cameras [A16] diagram (1) Other visible, but not measured characteristics, which can be dangerous 49

54 Appendices Table V - PKP a) DST Diagnostic system 2. Measurement methods b) Computer system, based on Windows OS, adopting specialized, sophisticated software and specially constructed pantograph, to measure and store basic OCL parameters such as height, stagger, gradient, hard spots, voltage, arcs with reference to distance travelled and with recording of the run on the video tape. a) Optical (visual), by pantograph c) [V3] based on a passenger carriage type 111A (UIC type Y length 24,5 m) b) [G1]; [G2]; [G5]; [G6]; [G8]; [M7]; [E1]; [E2] d) IN USE e) 160 km/h f) 160 km/h c) [G7]; [E1]; [A2]; [A7]; [A8]; [A9]; [A10]; [A12]; [A14]; [A15]; ,1 3,1 3,1 3,2 3,2 3,3 3,3 3,4 4,1 4,1 4,3 4,3 4,4 4,4 5,1 6,1 6,1 6,2 6,2 6,3 6,3 7,1 7,1 7,2 7,2 7,3 7,3 7,4 7,4 a b c e f g h j a b e f g h b a b c d e f a b c d e f g h [G1] height 2Y; 1Y; 6M [4900<G1<6200] [G2] stagger 2Y; 1Y; 6M [straight line: 220 mm <G2< 380 mm] [curves: 350 mm <G2< 420 mm] see 4.1.a see 4.1.a 1 cm 1 cm 1 cm 1 cm at depot; before each departure at depot; before each departure [G3] wear [G5] gradient 2Y; 1Y; 6M [G6] change of gradient 2Y; 1Y; 6M [G7] length of span 2Y; 1Y; 6M [G8] overhead crossing 2Y; 1Y; 6M [M7] hard spots 2Y; 1Y; 6M [E1] voltage 2Y; 1Y; 6M 1 V 1 V [E2] arcs 2Y; 1Y; 6M [A1] location 1 m 1 m after km; on the test track [A2] running speed [A14] images by cameras [A15] compensation of vehicle sways on the spot; before test run after each repair; on the test track 50

55 Appendices Table VI - ADIF 1. Diagnostic system 2. Measurement methods a) GEOMETICAL O.C.L. EXAMINATION SYSTEM / DYNAMIC O.C.L. EXAMINATION SYSTEM a) By instrumented pantograph b) GEOMETICAL TESTING O.C.L / DYNAMIC TESTING O.C.L b) [G1]; [G2]; [G5] c) [V4] / [V3] d) IN USE / IN USE e) 15 km/h / 330 km/h f) 80 km/h / 330 km/h ,1 3,1 3,1 3,1 3,2 3,2 3,3 3,4 4,1 4,1 4,2 4,3 4,3 4,4 4,4 6,1 6,1 6,2 7,1 7,1 7,2 7,2 7,3 7,4 7,4 a b c d e f g j a b c e f g h a b d a b c d e g h [G1] height 2Y [min<g1<max] [x%] [min<g1<max] [x%] 5280<G1<5320 [min<g1<max] [x%] [min<g1<max] [x%] 1Y 1Y [G2] stagger 2Y 0,27<G2<0,30 1Y [G4] sag [G5] gradient 2Y 0<G2<0 [G6] change of gradient [G7] length of span [M1] forces 2Y Fm ± 3 [A1] location [A2] running speed [A14] images by cameras [A17] vertical acceleration of body [A18] standard deviation [A19] mean contact force 51

56 Appendices Table VII - FI 1. Diagnostic system 2. Measurement methods a) Archimede c) V1 a) Optical, by pantograph d) IN USE b) [E1]; [M1]; [M2]; [M6]; [G1]; [A2]; [A4]; [E2]; [E3] e) 220 Km/h c) [G1]; [G3]; [E2]; [A3]; [A7]; [A8]; [A13]; [A14] f) 200 Km/h ,1 3,1 3,1 3,2 3,4 3,4 4,1 4,1 5,1 6,1 6,1 7,1 7,1 7,2 7,2 7,3 7,3 7,4 7,4 a b c e i j a b a a b a b c d e f g h [G1] height 3M 2W 4300 mm 6200 mm [<5 mm] 4300 mm 6200 mm [<20 mm] (1) [G3] wear 3M 2W [10%] [G4] sag 3M 2W [<5 mm] [<15 mm] [G5] gradient 3M 2W [G6] change of gradient 3M 2W [M1] forces 3M 2W 0 50 kg [<1 kg] [M2] uplift 3M 2W [M6] pant. acceleration 3M 2W -50 g 50 g [<2 g] [E1] voltage 3M 2W [E2] arcs 3M 2W 1 s 10s [<10 s] [E3] other [A1] location [A2] running speed [A3] inclination [0,5 ] [1 ] [A4] temperature -20 C 400 C [<5 C] [A7] tunnels [A8] bridges [A9]portals [A13] level crossings [A14] images by cameras [A23] temperature of clamps IQLC e p e s gi parameter ti threshold of parameter gi ij (1) 1 shi=0.05 shift IQLC L 1 g sh e 1 e p 1 ei defect weight of parameter gi p=10 valutation constant eij defect weight of parameter gi of type j si threshold weight of defect i pj type weight of type j IQLC=0.8 reduction constant L [km] length j j i i i i t i t i i 52

57 Appendices Table VIII - FI 1. Diagnostic system 2. Measurement methods a) GEOCAT b) Measuring of the height a) By pantograph c) V4 b) [G1]; [G7]; [M1]; [M2]; [M3]; [M4]; [E1]; [A2]; [A10]; [A16]; d) IN USE c) [A14] e) 15 Km/h f) 80 Km/h ,1 3,1 3,2 3,4 4,1 4,2 6,1 6,2 7,4 a c e j a c a c g a [G1] height 1Y [4350mm<G1<6000mm] [<10 mm] [4350 mm<g1<6000 mm] [<10 mm] [G7] length of span 1Y [0<G7<80 m] [1 m] [0<G7<80 m] [1 m] [M1] forces 1Y [1 dan<m1<30 dan] [0.3 dan] [1 dan<m1<30 dan] [0.3 dan] [M2] uplift 1Y [0<M2<150 mm] [<10 mm]; [0<M2<150 mm] [<10 mm]; [M3] elasticity 1Y [0<M3<1 mm/n] [0.05 mm/n] [0<M3<1 mm/n] [0.05 mm/n] [M4] uniformity of elasticity 1Y [0<M4<100%] [5%] [0<M4<100%] [5%] [E1] voltage 1Y [0<E1<50 kv] [50 V] [0<E1<50 kv] [50 V] [A2] running speed 1Y [A10] support 1Y [A14] images by cameras 1Y [A16] diagram 1Y

58 Appendices Table IX - CD 1. Diagnostic system 2. Measurement methods a) Measuring coach for traction supply system b) Measuring of the height and stagger of the contact a) By pantograph wire and the dynamic parameters c) [V3] b) [G1]; [G2]; [G5]; [G6]; [G7]; [M1]; [M5]; [M6]; [E1] d) IN USE e) 160 km/h f) 160 km/h ,1 3,1 3,1 3,2 3,2 3,3 3,4 4,1 4,1 4,3 4,3 4,4 4,4 6,1 6,1 6,2 6,2 7,1 7,1 7,2 7,2 7,3 7,3 7,4 7,5 (2) (3) a(1) b c e f h i a b e f g h a b c d a b c d e f h i b c b [G1] height 6M [5550mm<G1] [G1<5750mm] see 4.1 a Simulation before each test, calibration stand is under construction Simulation before each test Standard deviation [G2] stagger 6M [G2<±500mm ] [G2<±500 mm] see 4.1 a see 4.1 b " " [G5] gradient [G6] change of gradient [G7] length of span [M1] forces 1Y [M1 < 300 N] see 4.1 b " " [M5] cat.-pant. interaction [M6] pant acceleration [E1] voltage [A1] location [A2] running speed [A7] tunnels [A8] bridges [A9] portals [A10] supports [A14] images by cameras (1) Calculated from the dynamic parameters (2) esults of the measuring are handed over to the maintenance groups (3) It is supposed to use simplified equipment on board of the traction unit (new Czech Pendolino) 54

59 Appendices Table X - ZS (page 1) 1. Diagnostic system 2. Measurement methods a) ŽS - DIAGNOSTIC SYSTEM OCL b) Diagnostic system for main conventional rails ŽS c) [V1] d) proposed/expected e) 200 km/h a) Optical or by pantograph: geometrical parameters, By pantograph or special devices: mechanical parameters, Optical (arcs) and/or by pantograph, or special devices: electrical parameters, Optical or special devices or calculated: auxiliary data [A1], [A23]. b) [G3]; [G5]; [G6]; [G9]; [G10]; [G11]; [M1]; [M2]; [M3]; [E1] ; [E3]; f) 200 km/h c) [G1]; [G2]; [G3]; [G4];[A10]; [A12]; [A21]; [A23]; ,1 3,1 3,1 3,2 3,2 3,4 4,1 4,3 4,3 4,4 4,4 6,1 6,1 6,2 6,2 6,3 6,3 7,1 7,1 7,2 7,2 7,3 7,3 7,4 7,4 (2) a b c e f i a e f g(1) h(1) a b c d e f a b c d e f g h b [G1] height 1Y [min 4900 < 5500 < max 6200] [± 30 mm] see 4.1a [G2] stagger 1Y [min < G1 < max 250 mm (direct line)] [± 30 mm] max 350 mm (curve line (track)) see 4.1a [G3] wear 1Y [min < G3 < max 22 %] see 4.1a [G4] sag 1Y [min < G4 < max 1 span] [v = 200 km/h] [G5] gradient 1Y [min < G5 < max 2 ] [v = 200 km/h] [G6] change of gradient 1Y [min < G6 < max 1 ] [v = 200 km/h] [G9] height (dyn.) 1Y [G10] stagger (dyn) 1Y [G11] stagger/100m 1Y [500 mm < G10 < max ] [l = 100 m] see 4.1a (1) With special calibration measures, 1x M (2) All parameters according to TSI and corresponding EN (e.g. EN 50119, pr EN 50367, EN 50317, etc. 55

60 Appendices Table X - ZS (page 2) 1. Diagnostic system 2. Measurement methods a) ŽS - DIAGNOSTIC SYSTEM OCL b) Diagnostic system for main conventional rails ŽS c) [V1] d) proposed/expected e) 200 km/h a) Optical or by pantograph: geometrical parameters, By pantograph or special devices: mechanical parameters, Optical (arcs) and/or by pantograph, or special devices: electrical parameters, Optical or special devices or calculated: auxiliary data [A1], [A23]. b) [G3]; [G5]; [G6]; [G9]; [G10]; [G11]; [M1]; [M2]; [M3]; [E1] ; [E3]; f) 200 km/h c) [G1]; [G2]; [G3]; [G4];[A10]; [A12]; [A21]; [A23]; ,1 3,1 3,1 3,2 3,2 3,4 4,1 4,3 4,3 4,4 4,4 6,1 6,1 6,2 6,2 6,3 6,3 7,1 7,1 7,2 7,2 7,3 7,3 7,4 7,4 (2) a b c e f i a e f g(1) h(1) a b c d e f a b c d e f g h b [M1] forces 1Y DC [min 0 N < 70 N < max 350 N] AC [min 0 N 70 N max 300 N] [M2] uplift 1Y [M3] elasticity 1Y [M2]; [min < M2 < max 120 mm] [v = 200 km/h] DC [min 0,37 < M3 < max 0,62 N/mm] [L = 65 m] AC [min 0,55 < M3 < max 0,93 N/mm] [L = 65 m] see 4.1a see 4.1a [M4] uniformity of elasticity 1Y AC [0,55 < M3 < 0,93 N/mm] [L = 65 m] [E1] voltage 1Y [E2] arcs [E3] other 1Y [A10] support 1Y [A12] obstacles 1Y [A21] position of mast 1Y [A23] temperature of clamps 1Y [min < A23 < max 90 ºC] see 4.1a (1) With special calibration measures, 1x M (2) All parameters according to TSI and corresponding EN (e.g. EN 50119, pr EN 50367, EN 50317, etc. 56

61 Appendices Table XI - DB-1 1. Diagnostic system 2. Measurement methods a) Contact force measuring system b) Compact measuring system, measuring at maximum line speed c) [V1], [V2], [V3] a) By instrumented pantograph, [T1] d) In use b) [G1]; [G2]; [A1]; [A2]; [A14]; [M1]; [M5]; [M6]; [M7] e) Unrestricted, presently operated at 407 km/h f) 407 km/h, presently operated at 365 km/h [V1], 280 km/h [V2], 200 km/h [V3], not limited by system ,1 3,1 3,2 3,2 3,4 3,4 4,1 4,2 4,3 5,1 5,2 6,1 6,1 6,2 7,1 7,2 7,3 7,4 7,5 (2) 9 a b e f i j b d f(1) b d a b d b d f h j a [G1] height 6M [G2] stagger 6M [M1] forces 6M [M5] cat.-pant. interaction [M6] pant acceleration 6M 6M [M7] hard spots 6M [A1] location 6M [A2] running speed [A14] images by cameras 6M 6M 6M, 2Y, daily till 6W for equipped regular train 6M, 2Y, daily till 6W for equipped regular train 6M, 2Y, daily till 6W for equipped regular train 6M, 2Y, daily till 6W for equipped regular train 6M, 2Y, daily till 6W for equipped regular train 6M, 2Y, daily till 6W for equipped regular train 6M, 2Y, daily till 6W for equipped regular train 6M, 2Y, daily till 6W for equipped regular train 6M, 2Y, daily till 6W for equipped regular train [min < M1 < max] depends on line [min < M1 < max] depends on line 40 N < M1 < 200 N 40 N < M1 < 200 N 57

62 Appendices Table XII - DB-2 1. Diagnostic system 2. Measurement methods a) Non-contact measurement system for measuring position and thickness of overhead contact wires b) Non-contact optical measuring system, measuring a) Non-contact optical measuring systems [T2] at maximum line speed c) [V1], [V3] c) [G1]; [G2]; [G3]; [G4]; [G5]; [G6]; [G7]; [A1];[A2]; [A15]; [A20]; [A21]; d) IN USE [M2]; [M3]; [M4]; [M5] e) Unrestricted, presently operated at 330 km/h f) 330 km/h [V1], 200 km/h [V3], not limited by system ,1 3,1 3,2 3,2 3,3 3,3 3,4 3,4 4,1 4,1 4,2 4,2 4,3 4,3 4,4 4,4 5,1 5,1 5,2 5,2 6,1 6,1 6,2 6,2 7,1 7,1 7,2 7,2 7,3 7,3 7,4 a b e f g h i j a b c d e f g(1) f(1) a b c d a b c d a b c d e f h a [G1] height 6M, 2Y 6M [G2] stagger 6M, 2Y 6M [G3] wear 6M, 2Y 6M [4,80m < G1 < 6,70m] [ 10 mm] [-500mm < G2 < +500mm] [ 20 mm] [9,6mm < G3 < 12mm] [ 0.2 mm] [G4] sag 6M, 2Y 6M [G5] gradient 6M, 2Y 6M 20 mm 20 mm [G6] change of gradient 6M, 2Y 6M 20 mm 20 mm [G7] length of span 6M, 2Y 6M [G9] height (dyn.) 6M, 2Y 6M see 4.1 a see 4.1 a see 4.1 a see 4.1 a see 4.1 a see 4.1 a [G13] blow-off [M1] forces [M2] uplift 6M, 2Y 6M depends on catenary see 4.1 b see 4.1 b 120 mm 120 mm [M3] elasticity 6M, 2Y 6M [M4] uniformity of elasticity 6M, 2Y 6M [M5] cat.-pant. interaction 6M, 2Y 6M [A1] location 6M, 2Y 6M [A2] running speed 6M, 2Y 6M [A15] compensation of vehicle sways 6M, 2Y 6M [A20]position of droppers 6M, 2Y 6M [A21]position of mast 6M, 2Y 6M (1) Check calibration system before every measurement campaign 58

63 Appendices Table XIII - DB-3 c) [V3] 1. Diagnostic system a) Diagnostic Vrailcar b) Compact measuring system, measuring at maximum line speed d) [G1], [G2], [G3], [G4], [G5], [G6], [G7], [G14], [M5] in use, [M2], [M3] in processing e) Unrestricted, presently operated at 90km/h, limited by the vmax of the measuring car f) presently operated at 90 km/h, not limited by the diagnostic system b) [G3];[G14]; [M5] c) [G1];[G2];[G4];[G7] 2. Measurement methods a) T1 with instruments and optical system mounted on pantograph, [T2] optical system on the roof [G1], [G2], [G4], [G7] 3,1 3,2 3,3 3,4 3,4 4,1 4,2 4,3 4,4 5,1 5,2 6,1 6,2 7,1 7,2 7,3 7,4 7,5 b f h i j b d f(3) h(4) b(5) d(5) b d b(6) d(6) f(7) h j [G1] height (2) [G2] stagger (2) [G3] wear (1) M M depends on the kind of contact wire i 120 thickness >10,1 mm [G4] sag ** [G5] gradient [G6] change of gradient [G7] length of span (2) [G14] angle of steady arm (1) 6 24 M 12 M [M2] uplift [M3]elasticity [M5] cat.-pant. interaction [M7] hard spots 55, 75 cm [A1] location [A2] running speed [A4] temperature [A7]tunnels [A8]bridges [A11] clamps (1) [A12]obstacles [A13] level crossings (1) [A14] images by cameras (1) [A15] compensation of vehicle sways [A20]position of droppers (1) [A21]position of mast (1) [A22] vegetation 7 (1) with contact (5) Depends on the kind of parameter tested (2) without contact (6) All results of the test runs as information for the person in charge (3) EN (7) The person in charge has to plan the maintenance activities (4) First action on using-day 59

64 Appendices Table XIV - SNCF-1 1. Diagnostic system 2. Measurement methods a) GEOMCAT SC b) Device to measure the static geometrical characteristics a) Optical (laser and cameras) of the OCL at 120 km/h without contact c) [V3] c) [G1], [G2], [G4], [G5], [G6],[G7], [A1], [A2], [A3], [A4], [A10] d) In experimentation e) 120 km/h f) 200 km/h 3,1 3,2 3,4 3,4 4,1 4,2 7,1 7,2 a e i j a c a c [G1] height 1Y to 2Y 1Y [G2] stagger 1Y to 2Y 1Y ,60 m (under bridge)< [G1] [G1]<6,20 m (on level crossings) 25 kv: 200 mm<[g2] <+ 200 mm; 1,5 kv: 220 mm<[g2] <+ 220 mm 200 mm < [G2] < +200 mm 4,60 m (under bridge) < [G1] [G1] < 6,20 m (on level crossings) [G4] sag 1Y to 2Y 1Y [G5] gradient 1Y to 2Y 1Y V>160:[G5]> 3%, [G6] change of gradient 1Y to 2Y 1Y [G6]>1,5% [G7] length of span 1Y to 2Y 1Y [A1] location 1Y to 2Y 1Y [A2] running speed 1Y to 2Y 1Y [A3] inclination 1Y to 2Y 1Y [A4] temperature 1Y to 2Y 1Y 60

65 Appendices Table XV - SNCF-2 1. Diagnostic system 2. Measurement methods a) MEDES b) Device to measure the thickness of 1 to 4 contact wires at 120 km/h a) Optical (laser and cameras) c) [V3] d) In use c) [A1], [A2], [G3] e) 120 km/h f) 200 km/h [G3] wear 1Y [G4] sag [G5] gradient ,1 3,2 3,4 4,1 4,2 4,3 4,4 5,2 b f j a c e g c OCL 25kV FC 107 mm²: point thickness > 8 mm, average thickness > 8.3 mm OCL 1,5kV FC 107 mm²: point thickness > 8.5 mm, average thickness > 8.8 mm OCL 1,5kV FC 150 mm²:point thickness > 9.5 mm, average thickness > 9.8 mm FC 150 mm²: point thickness > 10.5 mm, average thickness > 10.8 mm [min < G3 < max] [A1] location 1Y [A2] running speed 1Y 1Y 61

66 Appendices Table XVI - SNCF-3 1. Diagnostic system 2. Measurement methods a) DYNACAT and arcs b) Device to measure the efforts and accelerations of the pantograph to detect faults OCL and arcs detection a) sensors in the pantograph and optical detector for arcs b) [M1], [M2], [M5], [M6], [E1] c) [V1] c) [A1], [A2],[A3], [A4], [A10], [A14], [E2] d) In experimentation e) 350 km/h 3.1.a) [G3] wear f) 350 km/h 3.2.e) [G3] wear Table XVII - SNCF-4 1. Diagnostic system 2. Measurement methods a) VULCAIN + TEMOVISION b) Device to detect warm points in the OCL 1.5kV a) esistant pantograph and thermo camera c) [V3] b) [E1] d) In experimentation c) [A4] (ambient and in the OCL) e) 120 km/h 62

67 Appendices Appendix B - Use of the sigmoidal and exponential functions in the definition of OCL quality indices Point 12 - page 37 defined the OCL quality indices, to apply for all the OCL parameters, as function of number of values in each range and the weight coefficient for each range. Instead of using the "step function" to separate the weight between the different ranges, it can be useful to adopt the sigmoidal curve in order to avoid the uncertainty of the measurements causing significant differences. Specifically, the sigmoidal curve is as follows: 1 w i = ( p i t i ) k e Where: t i p i = measured parameter t i = threshold w i = weight coefficient k 1 = constant 1 0,9 0,8 0,7 0,6 0,5 0,4 0,3 0,2 0,1 0 Fig. 1 - Example of weight coefficient using the sigmoidal curve 63

68 Appendices In order to better indicate the index quality it can be useful adopt the exponential curve that has an asymptote for the points going to the infinity and allows the quality index to vary between 0 and 1. The next formula gives an example of quality index (Q i ) for one parameter and for unit length: Q i = e k 2 i ( w i xs i ) Where: w i = weight coefficient s i = weight of each threshold i k 2 = constant i = different threshold 1,2 1 0,8 0,6 0,4 0,2 0 Fig. 2 - Quality index using the exponential curve 64

69 Bibliography 1. UIC leaflets International Union of ailways (UIC) UIC Leaflet 704: ailway Transport Systems - Electromagnetic Compatibility (EMC), Withdrawn on UIC Leaflet 791: Quality assurance of overhead line equipment, 2nd edition of UIC Leaflet 791-1: Maintenance guidelines for overhead contact lines, 1st edition, October 2006 UIC Leaflet 794: Pantograph-overhead line interaction on the european high-speed network, 1st edition of European standards European Commission 2002/733/EC: Commission Decision concerning the technical specification for interoperability relating to the energy subsystem of the trans-european high-speed rail system, OJ L 245, 30 May 2002 European Committee for Electrotechnical Standardization (CENELEC) EN :2004: ailway applications - Fixed installations - Operation of electrical installations, 07/2007 EN 50119:2001: ailway applications - Fixed installations - Electric traction overhead contact lines, 06/ 2001 EN :1997: ailway applications - Fixed installations - Part 1: Protective provisions relating to electrical safety and earthing, 12/1997 EN 50163:2004: ailway applications - Supply voltages of traction systems, 07/2005 EN 50317:2002: ailway applications - Current collection systems - equirements for and validation of measurements of the dynamic interaction between pantograph and overhead contact line, 03/2003 EN 50318:2002: ailway applications - Current collection systems - Validation of simulation of the dynamic interaction between pantograph and overhead contact line, 04/2005 EN 50367:2006: ailway applications - Current collection systems - Technical criteria for the interaction between pantograph and overhead line (to achieve free access), 11/2006 EN 50388:2005: ailway applications - Power supply and rolling stock - Technical criteria for the coordination between power supply (substation) and rolling stock to achieve interoperability, 03/

70 3. International standards International Electrotechnical Commission (IEC) IEC : International Electrotechnical Vocabulary. Chapter 191: Dependability and quality of service, 12/1990 IEC : International Electrotechnical Vocabulary. Chapter 466: Overhead lines, 10/1990 IEC : International Electrotechnical Vocabulary - Chapter 811: Electric traction, 10/1991 IEC : Maintainability of equipment - Part 5: Testability and diagnostic testing, 09/ Miscellaneous International Union of ailways (UIC) eport IF - 7/96 on "maintenance of high - speed lines", 04/

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