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Recently, during overhaul of the railway track using modern materials such as geotextiles and penoplex. In turn, they make significant changes to the structure of the ballast, t. To. Are almost insulators. OSTU experimentally it has been ascertained that the contact resistance in the case of using a new type of cloth can be raised to 45 - 150 Om*km. Obviously, this leads to a significant increase in the capacity of the rail relative to a distant ground and can cause injury to personnel operating the traction members network. To determine the capacity of the rail at any point area must take into account the redistribution of power in the elements of the rail network, ie. E. In the rail and the transition resistance «rail - the land». The rail network is characterized by longitudinal rails Zp kilometricheskim resistance, transition resistance «rail - land» rp-s, and the characteristic impedance ZB kilometricheskim spreading factor γ rail network. Analysis of the results lead to the following conclusions: 1) contact resistance «rail-to-earth» has a significant impact on the value of the potentials arising on the elements of reverse current flow circuit; 2) the growth of the resistance «rail-to-earth», associated with seasonal fluctuations in soil resistivity, as well as in recent times, with the capital reconstruction of the roadbed, resulting in a significantly longer (up to several tens of kilometers) area, for which the potential can reach hazardous the value of human life; 3) in the circuit mode on a rail (m. E. When a metal short circuit) almost always rail network will occur potentials exceeding admissible values for several kilometers in both directions from the point of fault, which leads to removal of the dangerous potential at all metal construction connected with the rail and therefore requires a review of the principles of grounding structures.