SESSIONS COURSE No.

723

PROJECT ON

DESIGN PARAMETERS OF TRACK AND BRIDGES
FOR
HIGH SPEED CORRIDOR

PREPARED BY

SHRI:- P.VEERA KUMAR SHRI : ABODH KUMAR
Dy. CE / BR.D AM/CIVIL
SC.Rly IRCON,SRINAGAR

GUIDED By
SHRI: R.K.YADAV
Sr. PROF./TRACK



















KEY NOTE

The Indian Railway system is the largest in the world under a single management having over
63000 routes Km on which 17,395 train ply, handling 15 million passengers and 2 million
tones freight per day. Volume of traffic moved & its relatively low cost to common man
makes IR the prime mover of the nation. But due to development & strengthening of road
network and availability of better & improved road vehicles , the roadways are not only
offering stiff competition to the Railways but are also attacking the passenger traffic from
Railways. Apart from this transportation requirement is arising out of accelerated growth of
the Indian economy & forced Indian Railways to gear up for the challenges offered by the
present scenario. The Indian Railway needs to convert this challenge into an opportunity &
formulate device various mean to meet the demand. As there is considerable growth in
passenger movement it has become necessary for Indian railway & an attempt is being made
through this paper to study and evaluate the implications of proposed high speed trains duly
taking into consideration of design parameters required for track & bridges.








1.0 OBJECTIVES:

The improved intercity transportation provided by a proposed high speed train system
would deliver predictable , consistent , and shorter travel times to augment the existing
infrastructure and help relieve congestion and capacity constraint with a reliable , safe ,
low-emission , time- efficient travel alternative.

2.0 NEED FOR HIGH SPEED TRANSIT SYSTEM:

The capacity of intercity transportation system now existing on Indian railways is
insufficient to meet the future demand / congestion and shall result in deteriorating air
transport quality, reduces reliability and increased travel time. The interstate highway system,
commercial airports and the present Rail transport serving the intercity travel are currently
operating at or near capacity and will require large expansion in the transport industry to meet
existing demand and future growth over period of thirty years.

2.1 The need for improvement in service & intercity travel in India relates to the
following issue.
Future growth in demand for intercity travel
Capacity constraints that will result in increasing congestion and travel delays and other
factors that affect the quality of life and economic well-being residents, business and tourism
places in India.
Increasing frequency of accidents on National Highways / Railways in congested routes of
travels
.Reduced mobility as a result of increasing demand on limited connections between major
Airports and Railways.
Poor and deteriorating air quality (pollution) and pressure on natural resources as a result
of expanded highway and airports.
The travel time is an important economic factor & business travel, as it is a business cost
that affects worker productivity and scheduling of business activity.

3.0 Taking into consideration of present scenario / trend of traffic on Railways,
Highways & Airways it is high time to go for rapid transit system of Rail transport.
Keeping in view of the present demand it is necessary to introduce intercity high speed
trains directly connecting the important & major cities with less travel time where in
most of the business community and tourism, thus voluminous traffic will be generated.
In order to minimize the travel time, it is necessary to go for higher speed in the order of
250 to 350 kmph.

4.0 FOR SPEED AIMING AT 350 kmph, the track structure and bridge shall have
to be built and maintained to high standards. Even within stringent limits tracks will
experience large dynamic load at high frequencies during the passes of high speed train. As
well as care full design of wheel suspension the track structure needs to be special design to
accommodate these loads and need horizontal geometry with large radius curves vastly
different that of existing on Indian railway .
The construction of the track on high speed corridor constitutes the major
proportion of the total capital cost of the projects. Hence it is obvious that defining an
alignment that satisfies numerous non technical aspect and at the same time minimizes the
construction cost and is an essential element in the over all feasibility of the high speed train
proposals.

5.0 At a glance and in brief the following are the design Parameters required
for high speed train as proposed in India based on the geographical / topographical
conditions , at proposed speed of 350 Kmph .

5.1 Track:

The dynamic load patterns produced at the wheel / rail interface are complex and generated
from numerous sources .At higher speed the magnitude of this forces increase dramatically in
a velocity squared relationship. The frequency of loadings during the passage of train also
increases with speed and this aspect is important with regard to the ballast settlement
characteristics for the high speed trains. On considering light weight vehicle, not exceeding
20t with pay load , low unsprung mass of axial and high standard of track geometry , the track
forces can be kept within range where acceptable levels of maintenance are expected . Thus
the peak vertical dynamic forces at the proposed maximum speed of 350 Kmph are likely to
up to 172 kN for locomotive power and 164kN for passenger vehicles.

The specification for track geometry as recommended is mentioned below:

Rail.. 60kg/ metre (100UTS) welded
Fastening.. Elastic clip
Pads.. 9mm thick high resilient
Sleepers 265kg, 600mm centres, prestressed concrete
Ballasts.. 350mm minimum below sleepers, crushed stone
5.2 Curves and Gradients:

The relationship between maximum operating speed and minimum curve radius is
inextricably linked with the super elevation or cant of the track and the lateral acceleration
applied to the vehicles (and passengers).
For a speed of 350Kmph and an installed cant of 180mm a minimum horizontal curve of 7000
metres is necessary to keep lateral accelerations within acceptable passenger comfort criteria
and minimize track damage. The curvature and super elevation requirements for high speed
corridor are different from those existing on Rajdhani routes and are of higher magnitudes.

The horizontal curvature of 7000 metres radius does impose severe constraints on the
alignment selection process and limits the designers ability to examine alternative alignments
and to minimize adverse effects. The proposed ruling gradient shall be 3.5% ( 1 in 28.5) to
5% ( 1in 20) with minimum depth of cutting and to avoid tunneling . The use of steep
gradients will substantially reduces the extent cost of civil engineering works.
The normal limit for vertical curves of high speed corridor shall be 22 Km radius. Absolute
limits of 17Km radius in sag curves and 20Km radius for crest curves are based on operating
experience from overseas and are controlled by passengers comfort for sag curves and safety
for crests.

5.3 On transitions of curves local defects should not excess 1mm /metre, except
that at isolated locations this may go up to 2.1mm/metre.

5.4 In reference to C & M -1 issued by RDSO, the design criteria for curves and
track tolerances prescribed for high speed ( for speed of 160 Kmph) track are as under :
The recommended limits are prescribed:
# Alignment defects (Versine measured on a curve of 7.5 m)
Maximum lateral acceleration & lateral forces instrumented in respect of WDM4
locomotive & ICF coach is as under:
WDM4 locomotive ICF Coach Alignment
( versine
in mm )
Lateral forces
( tones) Maxi. lateral
accln.
Most freq.
lateral accln.
Maxi. lateral
accln.
Most freq.
lateral accln
5 2.5 0.24 0.18 0.14 0.09
10 3.7 0.33 0.26 0.20 0.15
Themaximumlateralaccelerationiswithinlimiting/maximumvalueof0.35g&preferred
valueof0.30g,
*Unevenness:Themaximumvaluesofverticalacceleration&springdeflection
instrumentedinrespectofWDM4&ICFcoachareasunder;
Unevenness
(mm)
WDM4locomotiveICFCoachWDM4
locomotive
Maxi.VerticalAccln
Spring
deflection
(mm)
Off
loading
(tones)
Spring
deflection
(mm)
Offloading
(tones)
WDM4ICF
6 15 1.715 0.8 0.20g0.11g
10 20 2.220 1.0 0.24g0.13g
15 26 2.925 1.3 0.29g0.17g
Themaximumverticalaccelerationiswithinlimiting/maximumof0.35g&preferablevalue
of0.30g.
The respect of locomotive acceleration is being restricted to 0.29g the vertical ride index does
not exceed 3.95 as against an acceptable limiting value of 4.0. In case of ICF coach maximum
vertical acceleration 0.22g dually keeping ride index value to 3.25.
The above values required to be modified for the high speed train at 350 kmph duly
considering the configuration of power car and parameters of track geometry of the
high speed track.
(a) On straight track 5mm
(b) Cross level defects: No special tolerance limit.
(c) Twists- On a straight at curved track, other than on transition 2mm/ metre, except that at
isolated location, this may go up to 3.5mm/ metre
(d) Gauge variation No special specification
Taking into consideration of above discussion a detailed study of design parameters
required for the proposed high speed corridor at speed of 250 to 350 kmph is dealt in the
subsequent paras.

6.0 DESIGN PARAMETERS OF TRACK & BRIDGES IN RESPECT OF HIGH
SPEED CORRIDOR:

6.1 TRACK:
The type and magnitude of forces that the formation must support is basic to its design .the
combined vertical, lateral & longitudinal live forces exerted by a train & transferred to the
formation through the track superstructure determine the dynamic loading environment that
the formation has to undergo.
Additional forces that come into play due to the high speed, in addition to what mentioned in
above paragraphs High lateral forces because of hunting motions & train reaction to
geometry deviations.
The bearing capacity for track has to consider not just a single load application but repeated
loading. The allowable stress repeated loading is far less than the static loading.

6.2 FORMATION:

The design of formation for high speed adds certain additional factors as discussed above for
consideration, as

.. Critical speed issues over soft ground
High Dynamic effect on low embankment / ground.
In totality the design aspects in present case would be short listed as :

1. Finding stresses on sub grade.
2. The Dynamic effect & its considerations on sub grade behaviour.
3. Experimentations & assurance- i.e Geo- technical testing of soil and triaxial testing for
Sub-grade modulus.
4. A rational approach for Sub-grade & ballast design.

The must common track sub grade failures are due to (i) progressive shear failure and (ii)
excessive plastic deformation. These two failures can be best observed through the figures
below:-




















The disturbance in track geometry is mainly due to sub grade deformations. So the design
of sub grade should be such that during its life cycle such failures should not occur.
Subgrade strain can be calculated from the formula as below:-

Ep ( % ) = a ( d / s )
m

p = Ep
dt

Where Ep = cumulative soil plastic strain , N = the number of repeated stress
applications , ( d = 1- 3 ) = soil deviator stress caused by train axle loads , s = soil
compressive strength , ( a, m, b ) = parameters dependent on soil type ( see Table ) , p =
cumulative soil plastic deformation , & T = subgrade layer depth ( in Figure )

TABLE: values of soil parameters a, b, & m for various soil types

Soil type ( 1) a (2) b (3) m (4)
CH ( fat clay ) 1.2 0.18 2.4
CL ( lean clay ) 1.1 0.16 2.0
MH ( elastic silt ) 0.84 0.13 2.0
ML ( silt ) 0.64 0.10 1.7

Note: Values from Li & Selig (1996)

m is around 2.0 , which means a small increase in stress ratio has a bigger effect on
accumulated strain.
The dynamic wheel load [ p ( dy ) ] for the corresponding static wheel load [ p st ] is
calculated by the American Railway Engineering Association ( AREA ) recommended
equation as :
The represent the influence of all levels of wheel loads on subgrade performance, the
following equation is used to convert Ni cycles of wheel load Pdi to Ni
o
cycles of the
design wheel load Pd (Li & Selig 1996)

Ni
o
= Ni [Pdi / Pd]
m/b


Where m, b = parameters dependent on soil type (see Table)

Calculate Noi from various trains loading & sum all of them to get equivalent cycles.

6.3 Dynamic Consideration:

a) Sub- grade Modulus requirement
b) Critical Velocity
c) Dynamic factors.




Now each of the above factors will be deliberated in detail

a) Sub- grade Modulus requirement:
Modulus should be much higher than the usual deformation requirement.
There is a critical velocity, which should be more than the operating speed.
.Should be stiff enough to avoid resonance.
.should be sufficiently stiff to avoid amplification.
Track Modulus represents the overall stiffness of the rail support system including rail
fasteners pads, ties, ballast & subgrade: excludes the effect of rail bending
Where
U = ( k )
4/3
/ ( 64 EI )
1/3

U = The track modulus ( lb / in. / in. )
E = The rail modulus of elasticity
I = The rail moment of inertia.
K = Track stiffness- ratio of applied load to rail deflection ( p / y )

Study performed by Selig and li (1994 0 using the GEOTRACK model, indivated that
stiffness of the subgrade was the most influential parameter of ballasted track modulus.
Secondary influence parameters included the granular layer (ballast & Sub ballast)
thickness rail fastener pad stiffness, 7 sleeper types (wood or concrete). Sleeper spacing
and tie dimensions had minimal influence on the modulus.

These finding implied that
(1) Maintenance activities such as surfacing & sleeper renewals will not significantly
affect the track modulus and
(2) Environmental conditions that may affect subgrade properties and strength, such as
wet / dry can substantially change track modulus on seasonal basis.
The sub-grade moduli can be
Determined by lab testing.
Back calculated from non- destructive tests like Falling weight deflectometer test
[Collop & carbon].
Predicted from soil / granular properties by co-relation.

b) Critical Velocity

.. As discussed above in the effect of high speeds like maximum train speed gets limited
by Critical velocity regime due to surface Rayleigh wave propagation in the supporting
soil. The critical velocity is determined by shear wave velocity, where,
Vs = (G / r) , where G is shear modulus of soil & r is the density









When the train speed approaches the critical velocity the chances of resonance increases
and there is bowing effect under the wheels. In this case the soil may experience
liquefactions type of phenomenon. As determined by field experiments in Great _ Britain
& Sweden , Embankments with soil modulus Eva ~ 25 Mpa with value of DAF = 1.25
limit Vmax to 188 km/ hr.
C) Dynamic Factors :
The dynamic amplification is another factor affecting the design of the subgrade. In
ballasted track, the ballast layer acts as a wave guide, conveying as well as damping the
waves generated. In order that the damping effect is effective the ballast needs to be of
uniform gradation & have high inter- particle friction. The latter quality helps in
dissipation of energy, while the former helps in damping as uniform size particles favors
resonance.
It may be added here that the dynamic amplification is not only caused by train speed but
also by impact loads.
A more correct relationship of dynamic amplification factor is given by Esveld as







The above table shows that the stiffer the sub grade, lower is the DAF, It can be better
understood by the graph as drawn below






Eisenmann (1994) has given certain formula for calculating the dynamic factors for sub-
grade:

DAF = 1+ t F (V-60) / 140: t depends on track quality & F is a probability factor
American Railway Engineering association AREA (1996)
DAF = 1+ 0.0052 V/ D
Different Railway have used different model analysis of design to ascertain the dynamic
behavior of the soil and relate it to the field design.

7.0 BALLAST:-

A typical Railway track consists of superstructure (Rail, Fastenings & sleepers) & sub-
structure (ballast, sub- ballast and formation including sub grade). The function of the
ballast is to transfer the load from the superstructure to the sub grade. Performance of the
track system depends on the effectiveness of the ballast in providing drainage, stability,
flexibility, uniform support to the super structure and distribution of the track loading to
the sub grade & facilitating maintenance. Increase in axle load, traffic density & sped
increase the rate of settlement of the track & to keep this within permissible limits,
stresses in sub grade should be reduced suitably to ensure stability of the track parameters.
There are two modes to achieve this- either by strengthening the track superstructure or by
strengthening the track sub structure. Studies world wide have shown that strengthening of
track super structure does not help much in reducing sub grade stresses & therefore, its
rate of settlement.

7.1 The maximum stress between the sleeper & the ballast bed under the wheel load
P is expressed based on Zimmermanns theory & by applying a Dynamic
Amplification factor due the speed of the Rolling stock as per Eisenmanns model.

Sb = [ DA * Pa/2 ( U/4EI )

] /Asb

= Fmax / Asb
Where,

p = Effective wheel load (T)
a = Sleeper spacing (cm)
U = Modulus of elasticity of rail support or track modulus (Kg/cm/cm)
E = Modulus of elasticity of rail steel (Kg / sq.cm.)
I = Moment of Inertia of rail section (cm4)
Asb = Contact area between sleeper & ballast bed for half sleeper (sq.mm)
DA = Dynamic augment factor.









7.2 Almost all leading world railway provide a layer of sub ballast along with
ballast. However, there is wide variation in the practices followed in different countries of
the world. The depth of ballast & sub ballast which are in use on the various railways are
given below:

S.No. Railway System DEPTH OF
BALLAST (MM) SUB-BALLAST
(MM)
1. Australia 200-300 150
2. England 225-375 Variable
3. France 150-350 Variable
4 UIC 250-550 Variable up to 450
5 Japan 300 200
6 Swedish Railways 240 90
7 USA 300 300

7.3 Studies conducted at FAST ( Facility for accelerated surface trials, Pueblo
USA ) have demonstrated that track geometry correction requirement both for alignment
& profile variations were least for test sections having ballast depth 300mm & these
increased for test sections having ballast depth both lower ( 150mm ) & higher ( 450mm )
than 300mm.

7.4 Based on the above discussion, it can be concluded that for high speed
corridor at a speed of 250 to 300 kmph, the following specification shall have to be
considered apart from properties of ballast metal:

Ballasted track on PSC sleepers can be adopted.
.Depth of ballast of the order of 300mm is adequate.
.Higher size of the ballast is preferred.
.Ballast material should be Granite / Basalt only.
.About 150mm thick Sub- ballast layer preferably of Bituminous ballast is necessary.
.The shoulder ballast may be increased to 500-700mm.
.The various design parameters should not be decided on the basis of initial cost of
laying but on the basis of principles of life cycle costing.

8.0 CURVES:

As the speed increases, the parameters governing the curve design get changed slightly.
New parameters (which other wise play insignificant role at lower speeds) become critical
& some parameters may assume less significance. Simple way to permit higher speeds is
to increase Ca & Cd. But this parameter has got following side effects:






1. More cant excess is experienced by slow trains.
2. Transition lengths increase, thus costs increase.
3. Cant is provided as per the relation:

Ca = GV2/gR

Where, G = dynamic gauge
V= equilibrium speed
R = Radius of curve
G = acceleration due to gravity

8.1 All the dynamics of curve design is simplified into a single factor equilibrium
speed. Though the relation is very simple, deciding equilibrium speed is a very subjective
though there are some empirical guide lines available.
Permitting more cant deficiency is advantageous to get higher speeds. But it has the
following safety implications:

.. Strained fittings on outer rail
.. Trains overturning about outer rail
. Excess wear on outer rail

Conventionally, comfort criteria govern the decision of cant deficiency. From various
field trials it is found that passengers do not feel much discomfort up to an ULA of 0.96
m/s2. 1 m/s2 is the absolute limit at international level. This works out to about 150mm of
Cd for standard gauge (170mm for BG) . Various world Railways permit Cd up to
about 100mm.

8.2 Considering the limiting values of 180mm for Ca & 150mm for Cd, (170mm
for BG), the radii required for various speeds are:



Speed R ( SG ) R ( BG )
250 2234 2458
300 3217 3540
350 4380 4818

8.3 Tilting Trains and effect on safety:

Tilting trains depending on the curvature & other parameters, the train tilts on the curve &
gives additional super elevation to the passengers & thus they experience less cant
deficiency & feel comfortable. With tilting trains, Cd of up to 275mm is permitted on
standard gauge. Considering this 275mm Cd & 180mm Ca. will workout to be less than
the radius requirements with conventional trains as seen below:


R ( standard Gauge ) R ( Broad Gauge ) Speed
Conventional Tilting Train Conventional Tilting Train
250 2234 1619 2458 1717
300 3217 2332 3540 2472
350 4380 3175 4818 3365

The huge cant deficiency causes heavy lateral forces on the track & there is more
tendency for gauge widening & buckling. Therefore, the track needs to have more lateral
strength. This lateral strength inversely varies with the axle loads as defined by
Prudhomme formula. Track structure should be specially designed to resist this heavy
lateral force.

8.4 Transitions:

In high speed curves , due to heavy cant deficiencies , rate of change of unbalanced
lateral acceleration also play important role .limits of various parameters governing the
transition length are :

Conventional train With Tilt Train
dCa /dt 60f 75d
dCd / dt 75f NA$9
D ( ULA* ) / dt 0.2h Not specified
dCa / dx Specific to the bogie design

ULA : Unbalanced Lateral acceleration
Subject to above limitations, transition should be decided such that its cant, curvature,
ULA various linearly along the curve, such linear variation is schematically shown as
under:


8.5 Limits permitted by various Railways:

Various railways laid down the parameters for curves differently depending on their field
trials, experiments & other local conditions. These limits are complied as under:

Japan Germany France Italy Spain Belgium TSI/CEN UIC
( tilt trains )
Speed 300 350 350 350 350 300
Ca 180 170 180 130 150 150 180 Not
specified
Cd 100 112 85 85 65 100 100 275
Ce 110
R @ design
speed
7000 6250 7000 6500 4800 3175 ( 350
Kmph )
dCa / dt (
mm/s )
37 55 37 30 37 60 75
dCd/ dt
(mm/s)
75
Transition 476 350 350 460



9.0 Vertical Curves:

At lesser speeds, normally vertical curves do not assume much significance. But at higher
speeds, when the gradients change, the vertical accelerations are so predominant that if
they are not dealt properly, some wheels may get off loaded. This will be further severe, in
case of heavier winds. Therefore, change in gradients should be suitably transitioned by
vertical curves. Radius of vertical curve is designed as under:






Rv > V
2

max /
12.96 a
v


where a
v is the permitted maximum vertical accelerations ( 0.22 m/ s
2
recommended 7 0.44 m/ s
2
maximum ) .
based on this , various Railways laid down the vertical curve radius limits as following :




Railway Rv ( in meters ) Remarks
Sweden 10000 ( 200 kmph )
30625 ( 350 kmph )

Germany 10000 ( 200 kmph )
30625 ( 350 kmph )
Again separate limits for
crest 7 hallow are laid
down: crests need larger
radius radius due to danger
of off loading of wheels.
Japan 15000













10.0 TURNOUTS:

Turnouts design is governed by following criteria:
Safety
Economy
Comfort
Maintainability








10.1 High speed turnouts are turnouts where the speed on curved track is at least 80
kmph , but in most cases more . The speed on straight track is normally at least 250kmph.
Up- gradation in turnout technology in the railway system has been guided by the
following considerations:
1. Higher speeds on straight & curved tracks with reasonable level of passenger comfort.
Designs have been evolved for a speed of over 220kmph on turn out track.
2. Least life cost with minimum traffic interruption for repairing.
3. track geometry maintainability comparable with the normal track
4. Safety and comfort
5. Planned maintenance without emergencies.

10.2 Switch entry angle:

For speed higher than 45 kmph tangential type of switches are used over
foreign Railways. In tangential type, very small switch angle is possible compared to
intersecting type. For speed greater than 250 kmph , SEA should be less than 0-04-23.












10.3 Transitions from straight to curve:

In SNCF Railway, Trial was conducted for 220 kmph . For Gauge of 1435mm, Radius
comes out to be 6720 meters (Design, construction & testing RGCF March, 1976 )

In Indian Railway condition, radius will be as :

Cd = G * V
2
/ g * R
85 = 1750 * 250 8 250 / 9.81 * R (for IR, G = 1750mm)
i.e. R = 10130M
Hence for 250 kmph cant deficiency will be 85mm & radius of curve without cant will
be 10130 m . for higher speed radius will vary accordingly.

10.4 Permissible speed based on Non-Transitioning of Lead Curve:
Non- Transitioning of lead curve results in sudden change of curvature and gives rise to
lateral acceleration. Speed is given by following formula:















10.5 Permissible speed based on Non- provision of super elevation on Lead curve
:

The lead curves on turnouts are not provided with super elevation. The
permissible speed is therefore, restricted so that maximum permissible cant deficiency is
not exceeded.

V2 = R* C / 13.76
Where speed V is in kmph, radius R is in m & cant deficiency C is in mm.

i.e. V2 = 10130 * 85 / 13.76
V = 250 kmph

Permissible speeds for various types of turnouts calculated on criteria mentioned in Para
10.4 & 10.5 are as follows permissible speed based on entry conditions:

Turnout Switch Angle Speed due to non-
transitioning ( kmph )
Speed due to non-
provision of super
elevation ( kmph )
1 in 8.5 ( St/Sw ) 1
o
3437 43.6 35.8
1 in 8.5 ( Cu / Sw ) 0
o
4727 45 36
1 in 12 ( St / Sw ) 1
o
0800 68 50
1 in 12 ( Cu / Sw )

0
o
2735 69.4 51
1 in 16 0
o
2427 95.4 68.8
1 in 16 ( Sym. Spilt ) 0
o
1213 138 97
1 in 20 0
o
2427 122 86.4
1 in 65 0
o
0423 353 250

10.6 For calculating effect of entry condition on speed of turnout, ORE had
gone into the detailed analysis (ORE Report no. D72, April 1969) by taking all parameters
of track geometry and vehicle suspension & they obtained the solutions by using
computers. The results of theoretical analysis have been verified with experiments. Main
observations of the reports are as under:
A) The lateral acceleration determines the comfort of riding, while the lateral forces
exchanged during the passage of wheels determine the maintainability of switches.
The value of permissible lateral force on turn out should be fixed on the basis of same
limits of lateral loads which will ensure that the turn out does not entail unduly high
maintenance effort.
B) Permissible speeds on turn outs should be worked out by studying lateral acceleration
of vehicles affecting comfort & forces exerted on track.
C) The lateral forces & lateral acceleration are proportional to angle of attack & speed.
The values of lateral forces for typical values of angle of attack & various speeds are
given below :
The total change in direction at the entry is made up of the angularity of axle, the
switch angle & the increase in switch angle from the theoretical toe of switch to the
actual point of attack & is termed as angle of attack. In the figure shown below, is the
angle of attack.




10.7 The following switch entry angles were recommended for different speeds :

SPEED SWITCH ANGLE
40 kmph 0-40-30
60 kmph 0-25-00
100 kmph 0-15-00
160 kmph 0-08-00
220 kmph 0-04-23

.. Tangential type of switch is best suited as it gives small entry angles.

10.8 Details of Turnout components:

Based on SNCF Trial & as proposed :

DESCRIPTION SNCF TRIAL AS PROPOSED
Speed 220 kmph 250 kmph
Maxi. Cant Deficiency 85 mm 85 mm
Variation of Cant Deficiency 30 mm/ sec


30 mm/ sec
Radius of lead curve 6720 mtr. 10130 mtr
Gauge 1435 mm 1676 mm
Switch entry angle 0-04-23 0-04-23
Switch length 36.90 mtr ( Flexible
Part = 36.06 mtr )
44.633 mtr ( Flexible Part
= 43.793 mtr )
Tangential switch length 4.299 mtr 4.299 mtr
Circular switch length 13.854 mtr 18.963 mtr
Cubic parabolic switch length 18.747 mtr 21.371 mtr
Crossing length 27.00 mtr 27.00 mtr
Angle of crossing 1 in 65 1 in 65





11.0 BRIDGES AND TUNNELS:

11.1 The pressure waves produced in tunnels at high speed cause passengers discomfort
in un sealed rolling stock ,due to presence of Co2 & Co. Hence as far as possible the tunnels
may have to be avoided in high speed green field section of the high speed corridor. In case
unavoidable the larger cross sectional area of tunnels is required for high speed trains and
while passing through tunnels at high speed the passengers car/ rolling stock shall have to be
sealed . As far as possible the alignment of bridges should be straight & avoid curve
alignment on the Bridge.

11.2 An adequate measures should be considered while designing the tunnels
wherein high air pressure is generated during the motion of high speed train through
the tunnels. A proper design of ventilation shafts and affective drainage should be
provided for smooth running of trains without speed restriction, as done on existing
tunnels of KONKAN RAILWAYS. Also the interior of the tunnel surface need to be
given a proper quoting with epoxy based tar / paint to protect the rock cutting surface
from excess air pressure due to aerodynamic forces. In lengthy tunnel a proper lighting
to be provided and properly design sensors to know the weld failures in advance to the
motor man the cab as well as ventilation shaft monitoring.








11.3 Bridge design standards shall have to be formulated considering appropriate design
parameters considering load deflection limits of span / 4000 controls structure depth and this
limit is in order that track tolerances are observed.

11.4 As the speeds on high speed corridor is ranging 250 to 350 kmph the superstructure
shall have to be of PSC nature for majors span & RCC for minor span including substructure.
The majors span Road under Bridges in the vicinity of major cities should be with elegant /
sleek design of superstructure which adds to the appearance good looking in which case, cable
stayed balance Bridges with large span is advisable. The track width on the superstructure
should be of adequate size with ballasted deck where in the oscillation / impact will be taken
care and gives riding comfort to the passengers.
In this respect expert committee / RDSOs recommendation should be taken into
consideration while standardsing the designs and detailed drawings for bridge structure.

11.5 As far as possible and to the extent possible number of under passage / subways
shall have to be provided at the appropriate locations considering adequate dimensions based
on the road traffic potential . So as to discourage the tress passing of pedestrians / cattle & to
avoid barricading through out the track and thus becomes cost affective.

11.6 The sources of noise and the changing proportion of noise generated by each sources in
proportion to speed is represented in a Bar chart. Wider bodies trains as proposed for VFT
(very fast train) shall reduce both aerodynamic drag & noise emission. At a distance of 200m
away from track the peak noise level ( over level ground ) is predicated to be 80 dB (A ). In
suburb / major town areas necessary barricading shall have to be provided to avoid the
pedestrians coming nearer to the track in view of noise.
To discourage the pedestrians over the Bridges necessary arrangement to be made so as to, to
prevent the accident / run over in view of higher speed. Necessary indicator shall be mounted
on the major & important Bridge approaches / power car cabin to give sufficient warning
about the heavy gale wind due to storm prevailing in & around the Bridge location as per the
metrological department warning.

11.7 Design criteria / parameters required for the following:
Superstructure
Substructure
Foundation
Subways/ Underpasses
Codes of reference Railway Bridge rule , Concrete Bridge code , Substructure code &
IS codes related to PCC, RCC & PSC ,Steel , Cables & Neoprene / Pot bearings etc.

Superstructure:
The design shall be based on live load with impact, surcharge load & superimposed load ,
force due to centrifugal force where alignment on the bridges in curve and extra force to
considered for eccentricity of track to the extent of 100mm . The live load would be
corresponding to maximum bending moment on considering the axle loads & spacing. The
live load shall be decided for two span loaded condition & single span loaded condition.
Alternatively the live load can also be computed by generating on computer for different
spans in respect of shear & bending. The necessary impact factor shall be applied to augment
the impact affect. The impact factor furnished in the Railway Bridge rules is for maximum
speed of 160 kmph; hence a modified impact factor for speeds up to 350 kmph shall have to
be evaluated. Apart from live load the following loads in different combination should be
considered.
Wind load, Seismic load & its magnitudes depending upon seismic Zone.
The superstructure shall be PSC for major span & RCC for minor span. The concrete mix for
PSC shall be M45 to M55 & M35 for RCC. The design shall be in accordance with concrete
Bridge codes (Railways) & IS codes of practices. The cube strength test shall be conducted
for every batch of concrete mix as per IS code & the values shall be tabulated & standard
deviation shall be calculated & should be taken as reference for quality control. At end of
work the load test of superstructure shall be conducted in accordance with IS code of practice.
Adequate number of spouts to be provided for drainage. The bearings of adequate size shall
be designed taking in to account of vertical load & moments.The type & nature of bearings
shall be of Neoprene & Pot bearing and sizes shall depend upon the type & span of the
Bridge.

Substructure:
Major span substructure shall be designed for vertical loads due to live load with impact,
eccentricity of vertical loads & predominantly horizontal loads due to tractive force & braking
force. As the speed element is of higher magnitude the corresponding longitudal forces
(tractive / braking) would be of higher order. Also as far as possible the height of substructure
i.e. the Bridge height should be at higher levels to keep the noise level minimum in view of
built up area. Thus the trestle column / pier will be subjected to maximum bending moment in
view of large lever arm of longitudinal forces. Therefore adequate care should be taken for
design with a suitable factor of safety & structure shall be RCC.

Foundation:
The major span Bridge foundation shall be designed for maximum vertical load & moment,
depending upon the nature of soils beneath the bed level the type of foundation like group of
piles of required dia. & length, well foundation of required dia. would be decided. This shall
depend on soil bore log details, shear strength of parameters of soil..
The vent ways / spans & height of Bridge shall be decided based on hydrological data, the
existing linear water way, discharge & velocity. The scour depth shall be calculated based on
the discharge & nature of material / soil of the existing bed.
Taking in to consideration of bore log details / nature of soil strata & scour depth the
foundation design shall be dealt with suitable factor of safety. The pile cap design shall be
done considering the pattern of number of piles. The pile load test shall be conducted in
accordance with IS code of practice to assess the adequacy of load carrying capacity of piles.

Subways / Underpass / Road over Bridges:

On Indian Railways at most of location of unmanned / manned level crossing gates the
subways / underpasses have been considered popularly. Hence it is recommended to adopt the
same for proposed high speed corridor. The best way is to provide RCC boxes of required
dimensions. The boxes shall be designed for live load with impact, dead loads due to earth
cushion, ballast, permanent way track & active earth pressure. For early completion of
project, RCC Precast box elements of required length shall be designed & provided with least
construction time, this activity shall be in parallel with other activities. Adequate measures
for drainage in the barrel length of box (Subway) should be considered so as to avoid
stagnation of water during rainy season, with necessary cross drains on approaches, in case it
is not possible necessary pumping arrangement shall have to be provided for draining out the
water.
The Road over Bridges where ever crossing the high speed track, required vertical clearance
/ horizontal clearance should be adopted over & above the schedule of dimensions ( Schedule-
I ) in view of high speed train .The design of superstructure , substructure & foundation shall
be in accordance with IRC codes & other related IS codes of practice.



12.0 Track tolerances & typical cross-section as recommended by TGV
high speed line in France:

For the TGV high speed lines in France, SNCF applies a mean absolute valve of 0.6-0.8mm
(standard deviation over 300 metres) in surface level, whilst, local peaks in cant and level are
kept to 10 to 12mm.

These limits apply to short wavelength variations in the range of 0-25 metres. Whilst this
wavelength accounts for the main vertical and lateral forces, at higher speeds longer
wavelength variations (using a measuring range around 150metres) will be important for the
low natural frequencies associated with the vehicle body at high speeds. Esveld
(2)
has
recommended higher waveband standard ( 70-120m) for high speed running of 2.7-3.4mm
standard deviation for cant and gauge of 1435 mm ( -0mm to +2mm ).


Track geometry parameters for 350Kmph speed:
Minimum radius at maximum speed 7000m
Maximum super elevation 180mm
Maximum gradient 3.5 to 5.0 %
Vertical curve (min. radius).. 22000m
Track centres .. 5300mm











12.1 Typical cross section:

Taking into consideration of higher speed and to avoid generation of excessive air pressure
pulses of passing vehicles it is recommendable to adopt track centre at 5200mm. The top
formation width approximately 15m shall have to be considered for high speed corridor which
would allow for electrical mast, walk ways on each side, cable ducts and drainage. On
considering 1m high formation embankment, better slope of 2:1, drainage ditches, access
roads and additional communication and pipe lines provision, a minimum right of way width
about 40m is required. See the figure below

Where the track passes through cutting or is on embankment the width of the right of way
shall be approximately 70m.
















REFERENCES:


1. Railway Turnouts, Markku nummerlin, Finish Railway administration.
2. Unification of geometry of Point and Crossing (ORE Report No. D 121).
3. Points & Crossing traversable at 220 kmph on the turnout, RGCF, March 1976.
4. High Speed Turnouts & Its Design calculation By A.K. Pramannik.
5. Permanent Way for High Speed Lines Experience & Evaluation in Germany
Andreas Beck, DB Netz AG.
6. Modern Railway Track by Wenraad Esweld.
7. High Speed train operation in winter climate A study on winter related problems &
their solutions as applied in Norway, Sweden & Finland.
8. Development of Noise absorbing Material for Track by Kouichi Kubomura , (
Formerly Engineer ) , Katutoshi Ando ( senior- Engineer , Dr. Eng. ) , Track Structure
& Component Group , Railway Technical Research Institute , Masanori Hansaka (
Engineer ) & Naoto Mifune ( Chief- Engineer , Dr. Eng. )
9. California High speed Rail Authority & the Federal Railload Administration.
10. The Institution of Engineers, Australia, National conference Publication No. 90/2.
11. The Contribution of Research to HEGHER SPEEDS on Indian Railways. A Paper
Presented by Shri M. Menezes , Director Research , RDSO .
12. Civil & Mechanical Engineering report no. C & M.I , Volume 1 & 2 issued by RDSO