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“Introduction of High Speed corridors on IR Impact and challenges before Civil Engineers”. by Tribhuvan Gupta Chief Engineer/Const./Central Northern Railway & Vineet Kumar Srivastava Dy. Chief Engineer/Const./D-I Northern Railway. Definition of High speed. As per UIC :
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“Introduction of High Speed corridors on IR Impact and challenges before Civil Engineers” by Tribhuvan Gupta Chief Engineer/Const./Central Northern Railway & Vineet Kumar Srivastava Dy. Chief Engineer/Const./D-I Northern Railway
Definition of High speed As per UIC : • As regards infrastructure, - A line is described as a “high speed line” when it is a new one designed to enable train operation at speeds above 250 kmph throughout the whole journey, or at least over a significant part of the journey. • In case of upgraded conventional lines, speeds of 200-220 kmph can be considered high speed if it results in substantial reduction in journey time.
Milestone in High Speed (Kmph) • 1964 JNR 220.0 (max.) • 1988 DB 407.0 (test run) • 1990 SNCF 515.3 (test run) • 1997 JNR 285.0 (max.) • 1998 SNCF 300.0 (max.) • 1999 DB 330.0 (max.) • 1999 JNR (Maglev) 552.0 (test run) • 2000 New York-Boston line 240.0 (comm.)
Issues in High Speed Trains • Identification of corridors on IR up to 2020 • Techno-economic feasibility studies • Competition from cheap air travel & expressways • Safety, reliability and comfort • Expected tariff structure • Energy and environmental responsibility • Involvement of imported technology & technology transfer
Up gradation of existing lines • Loss of line capacity by about 3 paths for each high speed train • Intermittent speed restrictions leading to lack of long stretches for high speed • High energy consumption; energy ∞ (speed)3 • Environmental issues : noise, objections, law suits
Construction of new dedicatedhigh speed lines • Curves to be flat • Grade separation at crossings • Dedicated rolling stock • Advanced signaling • safety devices • High cost & Low return
Rolling stock • The rolling stock should be compatible with high speed and should provide safe and comfortable travel. • Locomotive WAP-5(cleared for max speed 160 Kmph) • Coaches LHB (cleared for max speed of 160 Kmph) (28 No. available) (Only nominated rakes to be permitted for high speed)
Track structure as per RDSO • Rails : 52 Kg (90 UTS) • Sleepers : PSC (60 Kg) • Ballast Cushion : 250 mm (minimum) • Sleeper Density : 1540 nos/km (minimum)
Track maintenance • Mobile maintenance unit (MMU) should be operational. • Each division to have dedicated fleet of track machines. • Fixed maintenance corridor blocks to be available. • No push trolley/motor trolley inspection in face of the high speed train. • On foot inspections schedule to be laid down. • Real time communication of engineering staff with station masters, drivers and guards for imposing engineering speed restrictions, availing engineering blocks, etc
Contd…. • Fuel and other imprests for petty repairs of small track machines and T&P items to be liberally upgraded • Adequate material imprest and separate vehicle for PWIs • Non-core P-way works like de-weeding, cess repairs, etc. to be out sourced through P-way zones. • Adequate leave reserve of PWIs to be maintained. • No vacancy to be left in P.way and other safety categories. • IRSE Officers to be posted with tenure of 4 to 5 years (AEN & DEN).
Track monitoring • Track monitoring by machines. • The frequency of track recording by TRC shall be once in two months as existing. • OMS recording to be conducted at 15 days.
Permissible track tolerances • Track geometry standards, as per RDSO report (C&M Vol. 1), are proposed to be adopted for 150 kmph train, as an interim measure on NDLS-AGC section. • One round of through gauging on all the sleepers. • No backlog of deep screening. • DTM should be introduced. • Gangs to be headed by PWI grade III. • Zero missing fittings.
Detection mechanism of discontinuity in rails • To provide walkie-talkie sets to key men, patrolmen, PWMs & PWIs and Officers. • VHF sets to have channels of S&T and operating Branches also. • Adequacy of existing system of USFD to be reassessed. • USFD organisation to be modified to have sub-divisional control.
Increased emphasis on passenger comfort • The limits of TGI values to be enhanced from existing 80 to 85 to ensure better maintenance of track. • No fish plated joints to be allowed except under suitable speed restrictions.
Review of maximum permissible cant, cant deficiency, cant gradient etc. on curves. • Board have tentatively permitted cant deficiency (Cd) of 125 mm against 100 mm permitted on curves upto 20. Final clearance after trials. • The existing limits for rate of change of cant i.e. 55 mm per second for design of transition length for a curve will be applicable.
The capability of aged bridges • To withstand the increased dynamic augment at high speeds • The tendency of resonance was noted on multiple spans of 18.3 m and above while doing trial at speed higher than 160 kmph with WDM4 loco. It needs to be observed during trial. • All bridges should be ballasted deck type with LWR on them.
Suitability of steel channel sleepers • Steel channel sleepers to be permitted as an interim measure. • No speed restrictions are considered necessary on steel channel sleepers. • Observe the behaviour of these sleepers at least for one year on a monthly basis. • Sub-structure of bridges with steel channel sleepers to be kept under watch. • FRP sleeper\ imported wooden sleepers.
Level Crossings • All Level Crossings enroute, to be manned, interlocked and provided with telephone. • All level crossings to be grade separated in a time bound manner. • Construction of ROBs to be on BOT basis.
Need of fencing along the track • Demarcation of Railway Boundary with verified land plans is must for construction of fencing. • Fencing to be provided selectively depending on the possibility of trespassing of stray cattle etc. • Height of fencing should be 2 m and the bottom 0.3 m to be left clear to allow passage to accumulate water etc. • Out sourcing of security patrolling to prevent tress passing and damage to fencing
Criteria for rolling stock • Board/RDSO to lay down the revised criteria for Rolling stock with due consideration for passenger comfort and safety against derailment,consider tilting body coaches and steerable bogies as available abroad. • Day light maintenance of R.S. to be laid down.
Study of yard lay out • No high speed if the run through lines is a platform line. • Speed restrictions to be imposed in such yards • Separate through lines to be provided in a planned manner. • Towns to have bye pass lines which will help to have separate line in future.
Signalling • Digital speed indicator showing max permissible speed, actual speed & speed to be maintained for punctual running • Provision of double distant wherever not provided • Automatic warning to Driver of signal aspect
C & M – I Report • Track parameters studied – Unevenness, Alignment, Gauge, X- level and twist • Max acceleration in cab and coach floor – 0.3g and occasional peak of 0.35g accepted, if no resonant tendency is shown • Ride Index (Loco) – 3.75 to 4.0 satisfactory • (3.75 is to be preferred) • Ride Index (Coach) – 3.25 to 3.50 satisfactory • (3.25 is to be preferred)
Planning on Indian RailwaysNDLS-AGC Section( targeted for March 2005) • NDLS – TKD 18 Km speed of 120 kmph (existing) • TKD-AGC 175 Km speed of 150 kmph Total 193 Km (existing 130 kmph) • NR NDLS-PWL 57 Km • NCR PWL-AGC 136 Km • Total 193 Km
Stations on NR (150 kmph) • Junction Cabin ( Tughlakabad) • Faridabad • Faridabad New Town • Ballabgarh • Asaoti • Palwal
Typical works for high speed by upgradation of conventional track being done by NR • Removal of wooden sleepers • Provision of thick web switches in facing direction • All turnouts to be fan shaped layout. Replacement of 72 UTS railswith 90 UTS rails. • Need based CTR & patch RR to remove small stretches of 52 kg rails between 60 kg. turnouts. • Fencing of vulnerable locations.
Contd. • AT welds to be joggled & provided with wooden block. • Removal of IMR defects and kinky welds. • Deep screening and destressing. • Tamping in design mode. • Panel interlocking of stations.
Observations during Foot plate inspection of NDLS-PWL section on 05.02.05 • AEN was having VHF set with facility of communication with Engineering and operating staff. • Trespassing has reduced but fencing is not fully effective. • Need for Exclusive AEN & his team for up gradation of Track • Separate high speed corridor may be better option as up- gradation interferes in the smooth traffic flow on the already saturated trunk route.
RUNNING OF 150 KMPH HIGH SPEED TRAIN ONNEW DELHI – AGRA SECTION. • CCRS vide his letter dt.21-11-03 had raised several issues pertaining to various departments. • Civil Engg - 35 • S&T - 14 • Electrical } • Locos } - 10 • Electric traction - 1 • Total - 60
Thalys train which link Paris, Brussels, Amsterdam, and Cologne/Düsseldorf
Abbreviations • JNR-Japanese National Railway • DBAG-Deutsche Bahn Auswirkungen • SNCF-Societe Nationale des Chemins de fer Francais • ICE-Intercity Express • ACELA- Excellence &Acceleration • TGV-Train a Grand Vitesse • MAGLEV – Magnetic Levitation • C&M – Civil & Mechanical
