Erasmus Line - Traction Power

Traction Power

Trains run on 750 volts DC power which is supplied through a bottom-contact third rail throughout most of the system. There are multiple spring-loaded contact shoes on both sides of the vehicle, which are loaded and unloaded automatically due to the slanted edges of third rail ends. This allows the rail to be installed on either side of the track, a necessity around points and station platforms. There is sufficient overlap between the two rails on either end to avoid a "gapped" train, a situation where none of the shoes are in contact with the live rail. To reduce the risk of electrocution, the rail consists of a sturdy yellow insulating material, with the live current carried on a thick metal strip on the bottom side. This also guards against grime (such as from fallen autumn leaves) reducing or preventing electrical contact.

Three lines do however use overhead wires. After passing Capelsebrug station, trains bound for Binnenhof (Line A) or Nesselande (Line B) raise their pantograph while the vehicle is in motion. They will now pass (with priority) several protected level crossings at street level. For this reason, trains with a pantograph (series 5200 and 5400) are equipped with turn signals just like any road vehicle. This makes it easy to see the difference between series 5300 and series 5400 Bombardier-built trains. Note that Line B trains, bound for Nesselande, will run on third rail again for the final leg of the journey, from the penultimate station De Tochten to Nesselande. The other line with overhead wires is line E. Trains bound for The Hague raise their pantograph while halting at the Melanchtonweg station, while trains heading the otherway lower it there, this leads to the only level crossing with third rail in the country being at the Kleiweg just outside the tunnel heading to Blijdorp station.