INDIAN RAILWAYS INSTITUTE OF CIVIL ENGINEERING

Introduction of high speed corridors on IR– impact & challenges before us

What is High Speed Corridor? Generally, a corridor is considered High Speed –If trains run at speeds above 250 km/h for at least over a significant part of journey in case of new construction. –If trains run at 200 km/h in case of upgraded routes.

steam HS tests VHS tests

Competitive Advantage of High Speed Rail

Type 1 is the most classic and the "purest" high speed system. This constitute a network of lines used exclusively by high speed trains which do not operate on any other lines. The JR Central and JR West Shinkansen are such systems. High Speed Network Systems

Type 2 is a network of high speed lines, again used exclusively by high speed trains but the trains in question also run on conventional lines e.g. Korea Train Express (KTX) High Speed Network Systems

Type 3 is a system of high speed lines which are used not only by high speed trains (> 250 km/h) but also by conventional trains at lower speeds e.g. The Spanish system (AVE). High Speed Network Systems

Type 4 is a mixed system.There is separate rolling stock and infrastructure for high speed. All types of train run on the high speed lines and the high speed trains run on all types of lines e.g. German (ICE) and Italian (Eurostar Italia). High Speed Network Systems

Approach to high speed Improvement of conventional rail system Dedicated high speed corridors

Improvement of conventional rail system Advantages –Lower cost –Lesser time in implementation Limitations –Sharp curves Tilting train –Scheduling of trains (line capacity) –Old formation (only track renewed ) –Maintenance mixed traffic

Dedicated high speed corridors Necessary if speed > 250 km/h Least constraints Proven technology up to 350 km/h Cost intensive

Track Parameters for High Speed Corridors CURVES Parameters*270 km/h300 km/h350 km/h Radius of curvature (m) - Recommended Normal Exceptional Maximum Cant (mm) - Normal180 - Exceptional180 Cant Deficiency ( mm) - Normal Exceptional *French Railways

Track Parameters for High Speed CURVES Parameters*270 km/h300 km/h350 km/h Cant excess (mm) - Normal Exceptional110 - Variation of cant deficiency (mm/s) - Normal30 - Exceptional50 Length of parabolic connection (m) R=3125m L=270m R=4000m L=300m R=5556m L=350m *French Railways

Ruling Gradient Generally steeper gradients permitted. French Railways –Gradient allowed up to 35 0 / 00 –Circular transition curves of 12000m radius between two different gradients Japanese Railways –Maximum gradient may attain 15 0 / 00 –Circular transition curves always provided between two successive gradients

Spacing of Tracks Country Minimum distance between tracks (m) 250 km/h300 km/h350 km/h France Germany4.5 Italy Spain For Standard Gauge

Track Bed Long term settlement –Treating of material wherever necessary Drainage –Suitable graded granular material with minimum of fines – A layer of Geo-grid/concrete/ tarmac –Sub-ballast & Ballast Ballast less track bed

Tunnels Problem of airwaves –Increased cross-sectional area of tunnel –Avoiding double line tunnels –Operating only air sealed coaches –Provision of pressure release shaft

Bridges Sudden impact loading due to change in vertical stiffness between bridge deck and approach embankment Resonance with certain spans

Track Laying For high Speed corridors – Track laying quality is most crucial Stringent requirements for –Dimensions – Materials – Tolerances Very few contractors who can deliver.

Other Issues Level crossing –Normally not suitable for high speed operation grade seperation –Interlocking of train signal with that of road –Automatic road barriers Fencing –Generally fenced. Track Failures – Continuous track circuiting Environment -Noise problem

Track Geometry Monitoring Increased frequency of monitoring Track irregularity up to 80m wavelength important Present chords 7.2m & 9.6m grossly inadequate JR measures geometry based on 40m mid chord offset Tolerances either on 40m chord or absolute profiles

Track Maintenance Strategy Whether existing system of maintenance adequate or Separate agency for monitoring and a separate agency for maintenance Option Monitoring by railway and Maintenance on contract

High Speed Line – Construction Costs per Km

Cost Aspects Construction cost for a new high speed line - Euros 10 to 70 millions. (1 Euro = Rs.56) Investment on a high speed project can be divided as –40% for civil works – 20% for track and rail works – 15% for earth works – 10% for electrification – 10% for signaling and communication – 5% for others

Cost Aspects Average construction cost for  Tunnels - Euros 8 million / km  Bridges - Euros 16 million / km  Superstructures - Euros 1 million / km  Signaling system - Euros 1.5 million / km  Power supply - Euros 1.2 million / km

Some Asian Projects Taiwan’s high speed rail line Project –Between Taipei – Kaohsiung –Total distance 345 km –Design speed 350 km/hr –Initial speed 300 km/hr –Journey time 1hr 20min –Project cost US $ 15 bn –Due inauguration in Dec –System Shinkansen 700 series trains Structures  39 km of bored tunnels  8 km of cut and cover tunnels  251 km of box girder viaducts

Some Asian Projects Taiwan’s high speed rail line Build approach  Build – Operate – Transfer (BOT)  By Taiwan High Speed Rail Corporation ( THRC)  35 years concession period  Land provided by government

Some Asian Projects South Korea High Speed Rail Route Project –Between Seoul and Busan –Total distance 412 km –Design speed 350 km/h –Initial speed 300 km/h –Project cost US $ 16.3 bn –To be fully operational in 2010 – System French TGV (SYSTRA) Structures  Half of new track in tunnel  About 25 % of track on 148 viaducts or bridges

Some Asian Projects South Korea High Speed Rail Route Funding  45% by government  29% by Korea High Speed Rail Const. Authority  24% foreign loan  2% private funding

Some Asian Projects Chinese Railways Maglev  First commercial Maglev train  Pundong airport to the city center Shanghai  Total distance of 30 km covered in 8 min.  Maximum speed attained km/hr  Project cost $ 1.4 bn High Speed Lines China is building a 300 km/hr line from Beijing to Tianjin and has plans, including a 1300 km line between Beijing and Shanghai China plans to build km of dedicated passenger railways costing US $ 95.4 bn by Engineers are being trained on high speed systems.

Recommendations of seminar held at IRICEN on Foundation Day,2005 Imperative for IR to go for high speed routes because of rising competition from road and air sectors. With the boom in economy, more and more passengers will like to avail high speed transportation. Urgent steps required to introduce high speed trains as considerable time is required from inception to commissioning. IR will have to decide whether to construct dedicated corridors or go for upgradation of existing routes. In view of near saturation of existing routes, dedicated route option is more reasonable.

Recommendations of seminar held at IRICEN on Foundation Day,2005 Heavy investments required. Alternate methods of financing, setting of separate organisation and private participation may be considered. Execution of work for high speed lines will require quantum jump in technology. “ High Speed Centre” should be established at IRICEN. A task force should be set up to make use of expertise available with UIC and internationally.

Tilting Trains Carriages have tilting mechanism. 25 to 40% higher speed without upsetting the passengers. Speed up to 200 to 250kph Italy, Sweden, UK, Germany