The style of crossing depends on the local conditions and regulations at the time the power line is constructed.

Later in Germany and some other countries on each end of a powerline crossing of a state-operated railway, a dead-end tower was required, which can still be seen on some old power lines.

For example, the Koersch valley bridge near Esslingen, Germany carries the 110 kV, three-phase line of the EnBW AG with 2 circuits.

In the course of undercrossings the pylon picture is frequently changed, and because of its small height it is preferable to create an arrangement with conductors on one level.

Such constructions may be seen at 110 kV power line crossings of the Penkenbahn at Mayrhofen, the Patscherkofelbahn at Innsbruck and south of Zermatt.

Overhead line crossings of broad rivers and of straits, if the terrain on both sides is relatively even, frequently consist of four pylons: two particularly substantial anchor pylons for bracing the conductors of the crossing section, and two tall carrying masts to keep the line high over the water.

In contrast to normal pylons, the two carrying masts at both ends of the crossing are frequently equipped with flight safety lamps, and have stairways for easy access to the top.

Overhead line crossings of rivers and straits with spans of over 2 km are frequently prohibitively expensive to build and operate; because of the danger of wind-induced oscillatory movements of the conductor cables, it is necessary either to install very large leader distances or to mount insulators between the conductors in the area of the span.

For this reason, for crossings with a span width of more than approximately 2 km, those in charge of construction should consider laying an underwater cable as the more practicable solution.

They are, however, only used when it is more economical and practical to do so than to lay a cable underwater, such as when the water is not very deep and no large passage heights are needed for vessels.

Also, such construction can be very problematic as far as getting legal permission to build, because pylons standing in the water are likely to be considered dangerous obstacles for ships, especially in foggy conditions.

In these cases there is frequently a further anchor pylon behind the crossing, used in order to realize the angle change of the conductor cables behind these.

These pylons are designed with integral scaffolding so that the tramway cars can be reached without touching a live power line.