Transcript Document

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.
VHS tests
HS tests
steam
Competitive Advantage of High Speed Rail
High Speed Network Systems
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).
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/h
300 km/h
350 km/h
- Recommended
3846
4545
7143
- Normal
3226
4000
6250
- Exceptional
3125
4000
5556
- Normal
180
180
180
- Exceptional
180
180
180
- Normal
100
85
65
- Exceptional
130
100
85
Radius of curvature (m)
Maximum Cant (mm)
Cant Deficiency ( mm)
*French Railways
Track Parameters for High Speed
CURVES
Parameters*
270 km/h
300 km/h
350 km/h
- Normal
100
100
-
- Exceptional
110
110
-
Cant excess (mm)
Variation of cant deficiency (mm/s)
- Normal
30
30
30
- Exceptional
50
50
50
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 350/00
– Circular transition curves of 12000m radius
between two different gradients
• Japanese Railways
– Maximum gradient may attain 150/00
– Circular transition curves always provided
between two successive gradients
Spacing of Tracks
For Standard Gauge
Country
Minimum distance between tracks
(m)
250 km/h 300 km/h 350 km/h
France
4.2
4.2
4.5
Germany
4.5
4.5
4.5
Italy
4.5
5.0
5.0
Spain
4.3
4.7
4.7
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. 2006
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 - 430 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 12000 km of dedicated passenger railways costing US
$ 95.4 bn by 2020
200 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.
2.5
TF( 7.2 m Chord )
Transfer Function
2.0
TF( 9.6 m Chord )
1.5
1.0
0.5
0.0
0
10
20
Wavelength (m)
30
40
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