Chapter 4

PLANNING PARAMETRES
CHAPTER 4 PLANNING PARAMETERS 4.0 INTRODUCTION On Indian Railways so far there are no high speed tracks. The maximum speed of the trains on Indian Railways is 160 KMPH i.e. on A; routes. Normally, the speed of 200 Kmph and more is considered as High Speed. The track gauge followed on Indian Railways is Broad Gauge. Hence, there are no planning parameters as such for High Speed tracks in our country However, most of the high speed routes available worldwide are being run on Standard Gauge (Track Gauge: 1435 Kms). The speed of high speed trains worldwide and the gauge used threin is given in the Tables below: Design Maximum High Speed Japan Tokaido Shinkansen Design maximum speed 210 km/h Snayo, Tohoku, Joetsu, Hokuriku and Kyushu Shinkansen 260 km/h
Other High Speed Routes
Railway line
Country Design maximum speed
TGV lines
France 300 km/h 350 km/h
ICE lines
German 300 km/h 330 km/h
AVE Direttissima KTX line line

Spain 300 km Italy Korea
THSR line
Taiwan
300 km
350 km/h
350 km/h
Track Gauge The track gauge used for the Shinkansen is 1,435 mm, which is world standard gauge. The standard gauge is used for other worlds high-speed rails as well.
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Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -
Pre Feasibility Report Sept 2011
PLANNING PARAMETRES
Railway line Country Gauge (mm)
Gauges used for worlds high-speed rails NBS Shinkansen TGV lines AVE line (ICE) German Japan Taiwan France Korea Spain y 1,435 1,435 1,435 1,435 1,435 1,435
Direttissi ma Italy 1,435
Therefore; the best track planning parameters available worldwide are to be adopted for Kerala High Speed Rail. Japan is the pioneer in the field of High Speed tracks. At present the total network for High Speed trains is about 2350 Kms. Japanese technology has successfully been used in number of countries like Taiwan, China, United Kingdom, Brazil , United States, Canada and Vietnam. 4.1 PLANNING PARAMETERS BEING USED ON VARIOUS HIGH SPEED RAIL PROJECTS.
4.1.1 Horizontal Curve Radius 11.8 x V2 R= Cm + Cd Of which: R: Minimum curve (m) Cm: Maximum cant (mm) Cd: Deficient cant (mm) V: Design speed (km/h) (1) Tokaido Shinkansen 2,500 m (Design maximum speed: 210 km/h) (2) Sanyo Shinkansens and others The deficient cant of Tokaido Shinkansen is given as follows. 11.8 x V2 - Cm R
Cd =
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PLANNING PARAMETRES
11.8 x 2102 180 2,500
= 28 mm Since safety of the deficient cant used for Tokaido Shinkansen was ensured, the value was used for other Shinkansens as well. 11.8 x 2602 R1 = 180 + 28 Safety is kept by use of actual set cant of 180 mm and deficient cant of 90 mm for design maximum speed of 300 km/h. 11.8 x 3002 R2 = 180 + 90 Curve radius required for cant deficiency and train speed Cd (mm) V 200 (km/h) R (m) 2,000 = 3,933 => 4,000 m = 3,835 => 4,000 m
65 250 300 350 200 250 2,800
90 300 350 200 1,700 250 2,800
110 300 350
3,100 4,400 5,900 1,800
4,000 5,400
3,700 5,000
Railway line Country
R (m)
Minimum curve radius for worlds high speed railways TGV ICE AVE line Direttissima KTX line lines lines Franc Germa Spain Italy Korea e n 4,000 4,545 6,000 7,000 3,900 Excep Excepti Exceptio 5,510 7,000 tion: on n 3,500 5,100 2,300 4,200 5,100
THSR line Taiwan
6,250
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PLANNING PARAMETRES
Horizontal curve radius and speed limit for the Shinkansen Horizontal curve Speed limit Actual set Cant radius (maximum) cant deficiency More than 3,500 300 km/h 200 mm 110 mm m More than 3,000 270 km/h 200 mm 110 mm m More than 2,500 255 km/h 200 mm 110 mm m More than 2,200 230 km/h 200 mm 90 mm m More than 2,000 220 km/h 200 mm 90 mm m More than 1,800 210 km/h 200 mm 90 mm m More than 1,500 190 km/h 200 mm 90 mm m More than 1,200 170 km/h 200 mm 90 mm m More than 1,000 155 km/h 200 mm 90 mm m More than 900 m 145 km/h 200 mm 90 mm More than 800 m 140 km/h 200 mm 90 mm More than 700 m 130 km/h 200 mm 90 mm More than 600 m 120 km/h 200 mm 90 mm More than 500 m 110 km/h 200 mm 90 mm More than 400 m 95 km/h 200 mm 90 mm
4.1.2. Cant (1) Cant Definition : Differential between level of the center of inner rail and level of the point 1,500 mm away from the center of inner rail Inner rail is lowered in one second of required cant and outer rail is raised in one second of required cant to avoid up and down movement of the centre of gravity.
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PLANNING PARAMETRES
Cant x 1/2
Cant x 1/2
Cant (Cm)
How to set cant (a) Equilibrium cant (Ideal cant) (C) The formula of equilibrium cant is as follows; 11.8 x V2 C= R V: Train speed R: Curve radius (b) Maximum cant (CO) 1) Comfort Initially 7.50 (degree) was set as maximum inclination in the point of comfort. The cant is calculated as follows. CO = 1,500 mm x tan (7.50) = 198 mm => 200 mm
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PLANNING PARAMETRES
Vibration is not taken into consideration
Overturn to inside curve
Equilibrium speed 203.1 km/h Limited wind speed V (m/s) Vibration is taken into consideration More than 80km/h: H = 0.1g Up to 80km/h: Limited wind speed is proportion to running speed Weight of rolling stock Running speed V (km/h)
Ov ert urn to out sid e cur ve
Relation between running speed and limited wind speed which car is overturned at curve
11.8 x 203.12 CO = 2,500 Maximum cant of worlds high-speed railways

Railway line Tokaido Shinkansen Japan Germany Taiwan France Korea Hokuriku Spain Kyushu Italy Tohoku Sanyo Sanyo Country TGV ICE AVE Direttissima
= 195 mm => 200 mm
Maximu m cant 200 (mm)
180
200
180
200
200
180
180
180
150
140
105
(c) Actually set cant (Cm) Actual cant is usually set in slightly lower than equilibrium cant allowing future speed increase.
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PLANNING PARAMETRES
(d) Maximum cant deficiency (Cd) Cant deficiency (Cd) is calculated as follows. Cd = C Cm 1) Safety Maximum speed for the case of R of 2,500 m, Cm of 200 mm and Cd of 100 mm
(Cm + Cd) x R V= 11.8
(200 + 100) x 2,500 = 11.8 = 252 km/h
In this case wind speed which causes overturn of car to outsider is 38 m/sec and it is ensured that safety is kept for running curve.
2) Comfort Cd = 0.08g x 1,500 mm / (1+0.25) = 96 mm
3) Maintenance Since abrasion of outer rail and destruction of outer shoulder ballast are caused by cant deficiency, it is desirable that cant deficiency should be decreased as much as possible.
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PLANNING PARAMETRES
Permissive cant deficiencies of worlds high-speed rails are as follows; Railway line Tokaido 90 (110) Diretti ssima Italy
Shinkansen Taiwan France
TGV
ICE Germany
AVE
Korea
Spain
Hokuriku
J a Tohoku p a Sanyo n
Sanyo
Kyushu
Country
Permiss ive cant deficien cy (mm)
90 90 (110) (110) (115)
90
90
90
60
90 75 55
90
60
100
92
4.1.3
Transition Curve
(1) Shape of transition curve Since gradual diminution of cant for sine curve is not straight line, but curved line, in principle sine curve is used for the Shinkansen as transition curve. But cubic parabola curve can be used for main line less than design maximum speed 80 km/h and siding tracks.
Gradual diminution of cant and shape of horizontal curve for transition section Cubic Parabola Sine Curve Straight Transition Curve
Radius of curvature and Cant
Straight Transition
Curve
Straight Section
Shape of horizontal curve
R a di u s of c ur v at ur e
Transition Curve
Curve Section
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PLANNING PARAMETRES
Formula for sine curve is as follow. x2 y= 4R 22R X2 (1 cos x/ X)
Formula for the radius of curvature for sine curve is as follows. 1 = (1 cos x/ X)/ 2R r Formula for gradual diminution of cant for sine curve is as follows. C0 C x= 2 ( 1 cos X
x)
For main tracks Shape of transition curve
Sine curve
For main tracks of design maximum speed less than 80 km/h and siding tracks Cubic parabola curve can be used
(2) Length of transition curve a) Safety L1 = 0.4 x Cm (400 times of Cm is required to avoid tree wheels supporting.) b) Comfort L2 = 0.0062 x Cm x V (The above coefficient is found by change ratio of cant to time for comfort.) L3 = 0.0075 x Cd x V (The above coefficient is found by change ratio of lateral acceleration cased by cant deficiency for comfort.) Since gradient of sine cure at center is two times as linear decrease line for cubic parabola curve, transition curve length is prolonged in/2 (1.571) times.
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PLANNING PARAMETRES
Half Sine Curve Gradient: (Cant/transition curve length) x /2 Straight Line for Cubic Gradient: (Cant/transition curve Parabola length)
Comparison of gradient between sine curve and cubic parabola L2 = 0.0062 Cm V x 1.571 = 0.0097 Cm V L3 = 0.0075 Cd V x 1.571 = 0.0117 Cd V L1 = 1.0 Cm V
For main track of maximum design speed more than 160 km/h L1 1.0 Cm
Formula for transition curve length For main track of For deadheading line maximum design speed and siding track less than 160 km/h For sine curve For cubic parabola curve For sine curve For cubic parabola curve
0.80 0.63 0.5 Cm Cm Cm 0.0097 0.0062 0.0062 0.0062 L2 Cm V Cm V Cm V Cm V 0.00117 0.0075 0.0075 0.0075 L3 Cd V Cd V Cd V Cd V L1, L2, L3: Transition curve length Cm: Setting cant Cd: Cant deficiency against equilibrium cant for design maximum speed V: Design maximum speed Formula for transition curve length (for unavoidable case) For For maximum maximum speed less speed more than 200 than 200 km/h km/h L1 0.3 Cm 0.45 Cm L2 0.0062 Cm V 0.0062 Cm V
0.4 Cm 0.0062 Cm V 0.0075 Cd V
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PLANNING PARAMETRES
L3 4.1.4 Gradient
0.0075 Cd V
0.0075 Cd V
Basic parameters for maximum gradient of the Shinkansen are as follows.
Conditions For ordinary sections For section of less than 2.5 km in total For section of less than 1.0 km in total For deadheading line and section of less than 250 m in total For stations
Gradient (1/000) 15 18 2 30 3
For newly built Shinkansen lines, a steepest gradient of 1.5 % (up to 3.5 % where required) Maximum gradient used for Shinkansen lines Tokaido Sanyo Tohoku Joetsu Hokuriku Kyushu Shinkansen Shinkansen Shinkansen Shinkansen Shinkasen Shinkansen 20 15 15 15 30 35
Line Gradient (1/1000)
Railway line Country Gradient (1/1000)
Maximum gradient used for worlds high-speed rails TGV ICE AVE KTX Direttissima lines lines line line France German Spain Italy Korea 35 12.5 12 18 15
THSR line Taiwan 35
4.1.5
Minimum Radius of Vertical Curve
Comfort: V2 R= (127 x a) a: vertical acceleration It is generally regarded that allowable value of vertical acceleration a is 0.050 g. In case of non-high-speed train, value of vertical acceleration a is approximately 0.033 g for R of 3,000 m and speed of 110 km/h. It was discussed which radius,
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PLANNING PARAMETRES
10,000 m or 15,000 m should be adopted for Tokaido Shinkansen and 10,000 m was determined. The other hand, 15,000 m was adopted for Sanyo Shinaksen in assumption that design maximum speed is 250 km/h and vertical acceleration a is 0.033 g.
2502 R= (127 x 0.033) a V (km/ h) R (m) Safety: It has been confirmed that rail car does not rise up by vertical acceleration of less than 0.1g and safety is kept for vertical curve of 15,000 m. Labors view: Since labors view is prolonged in 100 m to 150 m, 15,000 m is better than 10,000 m. 0.050g 200 250 300 350 200 250 15,00 0 0.033g 300 21,50 0 350 = 14,913 = 15,000
6,300
9,900
14,200
19,300
9,600
29,300
Minimum vertical curve radius used for worlds high-speed rails Railway TGV ICE AVE KTX Direttissima line lines lines line line Country France German Spain Italy Korea 16,000 R (m) 25,000 24,000 25,000 25,000 25,000
THSR line Taiwan 19,000
4.1.5 Minimum length of circular curve and length of straight line between curves (a) Minimum length of circular curve Main line: In case of more than 110 km/h: more than 100 m In case of less than 110 km/h: more than 50 m
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PLANNING PARAMETRES
(b) Length of straight line between curves Main line: more than 100 km In case of less than 110 km/h: more than 50 m In case that straight line of required length cannot be set, transition curve can be connected to another reversed transition curve directly. Having mentioned the planning parameters of track of important High Speed rail Project, it is important to mention that the latest High Speed rail done with Shinkansen Technology is in Taiwan where the tracks have been designed for the maximum speed of 350 Kmph and the trains are presently being operated at the maximum speed of 300 Kmph. As decided, Kerala High Speed Rail, will also be planned with maximum speed of 350 KMPH and initially run with maximum operational speed of 300 KMPH. It is recommended to follow the available parameters of Taiwan High Speed Rail which are briefly given in the undermentioned paras:4.2 4.2.1 ALIGNMENT DESIGN SPECIFICATION INTRODUCTION The parameters for the layout of the track shall comply with the requirements of a 1435 mm gauge High Speed Railway (HSR) operating at 350 km/h. The track design shall provide for Safe Operations Comfortable ride Minimum life cycle cost Minimal impact on the environment in terms of noise and vibration.
All parameters calculated using these criteria shall be based on the design speed for the line of 350 km/h, except for locations defined in accordance with Subsection 4.6 and Appendix A On the general layout the length of transition curves (ballasted and ballastless tracks) and ballastless cant shall be designed for 350km/h. The initial operating speed of 300km/h shall be used with respect to the cant applied for both ballasted and ballastless tracks. Desirable values are the preferred values of a variable. Limiting values are the values which may be used without consulting with the ER. Exceptional values are those which shall only be used upon receipt of PROJECT AUTHORITYs written statement of No Objection.
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PLANNING PARAMETRES
4.2.2 HORIZONTAL ALIGNMENT 4.2.2.1 Curvature
4.2.2.1.1 Radius Unless otherwise specified in this Section, the minimum radius of curvature to be used in the design of the alignment shall be as follows: desirable value: 6250 m limiting value: 5500 m
The minimum radius shall be applied at the alignment centre line (the median line between the two tracks of the twin track railway). 4.2.2.1.2 Length All horizontal curves shall have a minimum length that allows attenuation of the lateral vibration in the rolling stock. This length shall be calculated using the formula:
L
where:
V 3.6
L = the length of the curve in m V = design speed in km/h T = attenuation time in sec (1.8 sec shall be used for HSR) For the design speed of 350 km/h this minimum length is 175 m. In an exceptional case where there is a particular constraint on the alignment T = 1.5 sec may be used upon receipt of PROJECT AUTHORITYs written statement of No Objection. In this case the minimum length is 146m. 4.2.2.2 Cant (Superelevation) Cant shall be applied by lifting the outer rail of each track, and the gradient shall be continuous on the low rail of each track. Cant application requirements are given in Appendix A.
4.2.2.2.1 Balanced Cant The cant required on a 1435 mm gauge railway curve to have the resulting force vector from the centroid of the rolling stock act through the center of the track structure shall be calculated using the formula:
Cb
where:
11.8
V2 R
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PLANNING PARAMETRES
Cb = balanced cant in mm V = train speed through the curve in km/h R = radius of the curve in m 4.2.2.2.2 Maximum Cant Desirable value: 160 mm Limiting value: 180 mm Curves of a fixed radius shall use a single value of cant throughout their length.
4.2.2.2.3 Cant Deficiency It is desirable applied cant be such that trains normally operate at a slight cant deficiency. A minimum cant deficiency of 25 mm shall be used with the 300 km/h design speed. The maximum cant deficiency shall be as follows: desirable value: 60 mm exceptional value: 100 mm, except 60 mm at a rail expansion joint.
4.2.2.2.4 Excess of Cant Excess of cant shall be avoided to the greatest extent practicable. There shall be no excess cant in any curve for the normal through train operating speeds. Excess of cant shall be examined with respect to the actual speed of traffic running at reduced speed. The excess cant situation usually occurs near stations where trains are slowing or accelerating on the main tracks in approach to or departing from the station track turnouts. maximum value: 60 mm exceptional value: 110 mm
4.2.2.2.5 Applied cant Applied cant shall be based on the operational speed requirements of the railway and limitations of cant deficiency and excess. The applied cant value shall not be varied through the body of the curve. Applied cant values shall be set in increments of 5 mm. If the formula 8.4V2/R indicates an applied cant value of less than 20 mm, the applied cant shall be zero. Applied cant should be near the value obtained by application of the formula: C = 7.8 V2 / R, but shall not exceed: Cmax = 8.4 V2/R
and shall not be less than the lesser of: Cmin = 5.9 V2/R or (11.8 V2/R 60) where V is the maximum anticipated speed on the curve. The value obtained shall then be adjusted as required due to the average range of speed over the curve and the best fit cant deficiency and excess. For the two minimum radius curves where there are no other restraints, the applied cant should be:
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PLANNING PARAMETRES
Radius 5500 m 6250 m
Cant for 7.8 V2/R 128 mm 112 mm
Set Cant 130 mm 120 mm
Deficiency at 300 km/h 58.1 mm 49.9 mm
Excess at 160 km/h
Excess at 100 km/h
80.1 mm 113.5 mm 71.7 mm 101.1 mm
Note that these values are above that determined by 7.8 V2 / R. The governing value is to keep the cant deficiency to under 60 mm.
4.2.2.2.6 Rates of Change of Cant and Cant Deficiency The rate of change of cant and cant deficiency are governed by rotational considerations on the rolling stock and passengers. This rate per unit time is then divided by speed to convert the requirements to a rate per unit length. These parameters are set out as a rate of change per unit of length in Table 4.1 Table 4.1: Maximum Rates of Change per unit length (mm/meter) Desirable Limiting Cant 180 / V 216 / V Cant Deficiency 144 / V 180 / V
When relating the above rates to trains travelling at the design speed of 350 km/h, they shall be converted to rates of change of cant and cant deficiency per unit length as shown in the Table 4.2. Table 4.2: Maximum Rates of Change of Cant and Cant Deficiency (mm/m) Cant 0.51 0.62 Cant Deficiency 0.41 0.51
Desirable Limiting
The above values shall establish maximum rates. Lower rates are acceptable and are often produced by the application of conditions for the lengths of horizontal transition curves as set out in Subsection 4.2.3.1 Smooth transitions of the cant for the track between tangents and curves shall be made by setting up the track as shown in Figure 4.1.
Lt
SC
C1=0 TS
C C2 1 2
C
cos . Lt
C2
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PLANNING PARAMETRES
Figure 4.1: Transition of Cant 4.2.2.3 Horizontal Transition Curves Horizontal transition curves shall be used between all tangents and curves and between curves of different radii. 4.2.2.3.1 Length The length of horizontal transition curves shall be set by the level of cant designed for the particular curve, the allowable rate of change of cant, and the train speed. It shall be established by using the maximum value of length calculated using a series of equations. These are shown in Table 4.3 below for the desirable and limiting values. Table 4.3: Length of Transition Curves (m) Length Parameter L1 L2 L3 L4 Lt where: Lt C Cd V = length of transition curve in m = designed cant for the curve in mm = designed cant deficiency for the curve in mm = train speed in km/h Desirable Value Limiting Value 0.0087C V 0.0073 CV 0.0109 Cd V 0.0087 Cd V C C 150 m -Maximum value of the four values calculated above
The Desirable and Limiting lengths of horizontal transition curves are based on the maximum rates of change of cant and cant deficiency that occur at mid-length of the Sine Rule transitions. For clothoid or other forms of transition different formulae apply. See Subsection 2.6.
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PLANNING PARAMETRES
4.2.2.3.2 Characteristics Transition curves shall be laid out as sine half wave diminishing curves. The characteristics of the curvature of the transition curve shall be expressed as:
1 1 R R1
where: R2 : R :
1 R2
1 R1
1 2
1 cos
Lt
:
Lt : R1 :
Second radius of the circular curve in m, radius of the transition curve, (R2= where straight) at the point in consideration in m, partial length of transition curve from the point in consideration to the point of change from tangent to transition curve in m, and length of transition curve in m. first radius of circular curve (R1= where straight) in m.
4.2.2.4
Minimum Tangents The minimum length for tangents shall be established, as for curves, to allow attenuation of the lateral vibration in the rolling stock, as the equation below:
L
where:
V T 3.6
L = the length of the tangent in m, V = design speed in km/h, and T = attenuation time in sec. ( 1.8 sec.) The design speed of 350 km/h requires minimum tangents of 175 m between two curves in either the same or opposite directions. In an exceptional case where there is a particular constraint on the alignment T = 1.5 sec may be used upon receipt of PROJECT AUTHORITYs written statement of No Objection. In this case the minimum length shall be 146m. Reversed curves shall be connected by two transition curves. The distance between the beginning points (r = ) of these transition curves shall be V/2 but not less than 0.4 V, where V = design speed (km/h). In exceptional cases, the beginning points of the two transition curves may be congruent with no tangent between them. In curves with cant, the gradient shall continue on the low rail on the curved, canted track. The cant shall be applied by lifting the outer rail on each track
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PLANNING PARAMETRES
4.2.2.5 Track Centers 4.2.2.5.1 Main Tracks The distance between the track centers of main line tracks shall be 4.5 m. 4.2.2.5.2 Main Tracks and Sidings The distance between the track centers of main lines and sidings shall be 6.6 m. 4.2.2.5.3 Fouling Point The fouling point for two converging tracks is the point to which trains can approach without interfering with the safety of train operation on the adjacent track. The fouling point for turnouts from the main line of HSR shall be at the point where the track centers are 4.0 m apart. 4.2.2.5.4 Clearances The clearance requirements for the HSR project are defined in Subsection 1.8.
4.2.3 VERTICAL PROFILE 4.2.3.1 Gradients 4.2.3.2 Limits The maximum gradients to be used in the design of the alignment shall be as shown below: Desirable value limiting value 25 35
In addition minimum gradients in tunnels and cuts shall be 3 0 00 , except over the length of vertical curves at summits. Maximum gradients in stations shall be 1.5 0 00 . In exceptional conditions, the maximum gradient may be modified provided that normal operating and system safety is maintained. 4.2.3.3 Length The minimum length of grades between vertical curves shall be set to allow 3.0 seconds of travel time between the curves as the desirable situation and 1.5 seconds in the limiting case. The resulting minimum lengths between vertical curves at the design speed are: desirable value: 292 m. limiting value: 146 m.
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PLANNING PARAMETRES
If the gradient is 35 0 00 , the maximum length shall be 3 km and total length of gradient in the same rising (or falling) direction shall not exceed 9 km. 4.2.3.4 Vertical Curves Vertical curves shall be parabolic. The use of radius in defining vertical curves is only for convenience in determining vertical accelerations and defining lengths of vertical curves. Rate of change of grade in a vertical curve in meters per 1.0 % (part per 100) of grade is equivalent to Radius / 100. Vertical curves need not be provided in the structure or embankment if the difference in gradient is less than 1.0 0 00 in full speed sections, or if the calculated vertical curve mid ordinate is less than 10 mm in lower speed sections. 4.2.3.5 Radius The minimum radius vertical curve shall be 2000 m, except where larger values are required by speed related formulae. There is no maximum vertical curve radius. The desired vertical acceleration limit is 0.20 m/s2. The exceptional vertical acceleration limit is 0.40 m/s2. Using these limits, the radius of vertical curves shall be calculated as: Desirable: RV = 0.40 Vd2 Minimum: RV = 0.20 Vd2 Where: RV = vertical curve radius, meters Vd = design speed, km/h Minimum vertical curve radius in full speed main line sections shall be: - Desirable value - Exceptional value 4.2.3.6 Length Minimum lengths of vertical curves shall be set to ensure a travel time of at least 1.5 seconds, which is equivalent to a length of L = 0.42 V. At the design speed of 350 km/h, this length is 146 meters. The length of vertical curve based on radius requirements described above may be calculated as: Desirable: LVC = 0.00040 g Vd2 Minimum: LVC = 0.00020 g Vd2 Absolute minimum in full speed sections: LVC = 19.0 g Where: LVC = vertical curve length, meters g = difference in grades, 0/00 (parts per thousand) 25,000 m 19,000 m
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PLANNING PARAMETRES
Vd = design speed, km/h If the vertical curve length calculated by these formulae is less than the required minimum, the vertical curve radius shall be increased as necessary to provide the required minimum length. For vertical curves connecting very small changes of grades, the minimum length may be reduced if the calculated vertical acceleration approaches imperceptibility. This may be taken as occurring where the acceleration is under 0.05 m/s2. For 300 km/h, the radius at 0.05 m/s2 acceleration is 140,000 m. This radius gives an acceleration of 0.0675 m/s2 at 350 km/h, which is barely perceptible, and can therefore be considered as the radius above which vertical acceleration is imperceptible. On the long viaducts and at grade sections, large radius vertical curves should be used at small changes of grade for aesthetic reasons. Vertical curves in long straight or near straight sections appear as vertical kinks unless they are very long. Therefore, unless otherwise restrained, the minimum length vertical curves in viaducts should be 300 m. 4.2.4 Constraints Excluding exceptional cases which shall be subject to ERs written statement of No Objection, horizontal transition curves (alignment) and vertical curves shall not occur simultaneously. A dipping vertical curve shall not create a low point in cuts or in tunnels. To avoid water passing through tunnels, there shall normally be a high point in the profile. The portal of a tunnel shall not be located near a water stream. Where the HSR line in cut crosses an existing road, the following solutions shall be considered: preserve existing road overpass modify road overpass or rebuild bridge
4.2.4 TURNOUTS 4.2.4.1 Introduction Switches and crossings shall comply with the necessities of high speed operations. Speeds on through routes shall comply with the main line design speed regardless of the allowed speed on the diverging route. The primary application of heavily used turnouts is as connections to the station platform tracks. Since these will be heavily used, the geometry selected is based on minimizing forces for the twin objects of improved ride quality and low wear on turnout components. The basic design concept followed for the high speed turnouts is the transitioned turnout design of the German Federal Railways. The crossing ends and other features were modified as appropriate to the specific conditions applicable to the Taiwan High Speed Railway. Other turnouts, including the main line crossovers which are anticipated to be used in disturbed operations and maintenance only, are based on the designs given in UIC Code 711 and other designs commonly used in Europe.
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PLANNING PARAMETRES
4.2.4.2 Turnout Geometries 4.2.4.2.1 Geometric Concepts and Applications The geometric concepts for the turnouts are as follows: Ref. No. 1 2 3 4 5 6 7 8 NOTES: Note Ref. (1) (1) (1) (2) (2) (2) (3) (2) (4) Line speed on Turnout Track 160 km/h 130 km/h 100 km/h 80 km/h 60 km/h 40 km/h 100 km/h 30 km/h Tangent angle Internal Radius of crossing 1:33 10000/4000 transition 1:26 4800/2450 transition 1:20.25 3000/1500 transition 1:16 / 1:21 900 1:12.75 600 1:9 / 1:12 300 1:18.5 1200 1:7 / 1:9 190
(1) Transition is on the switch end. Frog end transition is outside turnout unit. (2) In certain locations straight crossings will need to be used in these turnouts.
Radius is not changed. Total angle turned in the turnout is smaller.
(3) Main track crossovers to be used in disturbed operations and maintenance only. (4) For use in yards and depots only.
4.2.4.2.2 Turnout and Crossover Unit Dimensions The length of a turnout unit is defined as the length from the theoretical beginning point to the location of the last long sleeper. The length of a crossover unit is defined as the length from the theoretical beginning point of the first turnout to the theoretical beginning point of the second turnout. The location of the last long sleeper may be defined as being at the point where the track centerlines are separated by 2.600 m. The fouling point is defined as the point where the distance between track centerlines is 4.000 m. Usable track space begins at the fouling point. For alignment and structural design purposes, the lengths of turnouts and crossovers and distances to fouling points for the various turnout and crossovers are as follows:
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PLANNING PARAMETRES
Ref. No. 1 2 3 4 4 5 6 6 7 8 8
Tangent angle of turnout & radius 1:33 / 4000R-T 1:26 / 2450R-T 1:20.25 / 1500R-T 1:16 / 900R 1:21 / 900R 1:12.75 / 600R 1:9 / 300R 1:12 / 300R (3) 1:18.5 / 1200R 1:7 / 190R (4) 1:9 / 190R (4) NOTES:
Unit Length for 4.500 center XO (1) (1) (1) (2) 128.195 (2) (2) 78.957 148.068 (2) 61.546
Unit Length for single turnout 156.7 125.7 98.7 71.3 78.2 58.0 41.0 44.9 82.4 32.5 34.9
Turnout Fouling point 193.9 153.3 118.5 92.2 105.5 74.7 52.8 60.7 106.5 41.8 46.7
(1) Not for use in crossovers at 4.500 m track centers. (2) Insufficient distance between turnout curves for use in crossovers at 4.500 m track centers. (3) Main track crossovers to be used in disturbed operations and maintenance only. (4) For use in yards and depots only 4.2.4.2.3 Geometry Constraints on Turnout and Crossover Location 4.2.4.2.4 Constraints on Location Relative to Through Tracks Turnouts shall be laid in straight tracks. Turnouts may be laid on vertical curves with radii at or above 10,000 m for crest (concave down) and 6000 m for sag (concave up) vertical curves. Curves in the through track shall be clear of the turnout sleepers. Where space is available, the curve shall clear the sleeper set by 30 m. Curves on the switch end of the turnout shall begin no closer than the greater of 30 m or V/2 ahead of the switch point, where V is the allowable speed through the turnout. This length may be reduced to 0.2 V, but not to less than 12 m in exceptional circumstances. Turnouts will be located where practical: outside of structures (particularly not on long span bridges) on low gradient slopes with road access
These restraints are not to be taken as requiring the shifting of turnout locations to operationally deficient locations. Where more than one turnout is in the same track they shall be spaced so that the long sleeper sets do not interfere with each other. A length of 30 m between sleeper sets shall be provided where other geometric features permit. Where turnouts are both facing in the same direction, no other restrictions are applicable. Where turnouts are point to point in relation to each other, and there is potential for trains going through both turnouts, the distance between switch points shall be the greater of 30 m or V/2, where V is the speed (in km/h) over the lower speed turnout. Where there is no potential for trains going through both turnouts, the minimum
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PLANNING PARAMETRES
distance shall be 30 m, regardless of turnout speed. These lengths may be reduced to 0.4 V and 12 m in exceptional circumstances. 4.2.4.2.5 Constraints on the Diverging Track out of the Turnout Curves out of the curved side of the turnout may be a continuation of the curve radius of the turnout, or may have a transition curve to straight. If the turnout is other than a turnout to a station platform track, the alignment beyond the turnout curve may be straight without a transition. The distance to a reversal of curvature shall be no less than the greater of the distance providing a cant deficiency transition rate of 90 mm/s or 18 m. In the case of infrequently used crossovers, the minimum distance may be reduced to the greater of either 15m or that providing a cant deficiency transition rate not greater than 150 mm/s. Reversals of curvature may also be made by using point to point transition curves with a cant deficiency transition rate of not more than 90 mm/s. (With no cant, the minimum length of transition = (11.8 x V3) / (3.6 x Transition rate).) 4.2.5 Constraints on Turnout and Crossover Location Relative to the Structure
4.2.5.1 General The relative positions of turnouts and structural movement joints shall be such that turnouts avoid free (expansion) ends of the structure and comply with a minimum length between the structural movement joint and the turnout. The maximum limit from a fixed point to a free end of structure permitted without a rail expansion joint is 100 m. Therefore, all turnouts and crossovers should fit within a 200 m length if at all practical. Since rail expansion joints are noisy, high maintenance devices, the expansion length of structures should in all cases be kept to 100 m or less wherever practical. 4.2.5.2 Bridges with an expansion length of 100 m or less. (No rail expansion joint required.)
The minimum distance between the structural movement joint and the switch point end of the turnout shall be: 10 m if the structural expansion length is less than 60 m. 20 m if the structural expansion length is between 60 m and 90 m. 25 m if the structural expansion length is between 90 m and 100 m. In the case of crossovers, these distances apply on both ends. The set of long sleepers shall end before the first structural joint beyond the turnout on the crossing end. 4.2.5.3 Bridges with expansion lengths of over 100 m. (Rail expansion joints required.) Structural expansion joints requiring the use of a rail expansion joint shall be located no less than 40 m from either end of a turnout or crossover. 4.2.5.4 Rail Expansion Joint Location The rail expansion joint shall be located adjacent to the structural expansion joint, and shall be assumed, for purposes of turnouts, alignment and structural joint locations, to occupy a track length of 10 m each side of the structural expansion joint. Rail expansion joints should, where practical, be located on straight track.
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PLANNING PARAMETRES
4.2.6 STATION, CROSS-OVER AND YARD TRACKS 4.2.6.1 Introduction The layout of each type of facility shall be in accordance with the requirements given in the following sections. 4.2.6.2 Typical Stations Simple stations comprise two through main tracks and two platform tracks as shown on the Employers Drawings. Track layout at stations shall be designed as simple, and these shall meet the following requirements: station tracks shall be on tangents throughout their length the station tracks shall have a maximum gradient of 1.5 0 00 . The dead-end line of possible parking (extension of the platform tracks) shall be level or have a slope toward the buffer stop the distance between stopping point and next fouling point shall be set in accordance to operational and signaling requirements. dead-end line of security shall be included at the extremity of the station tracks in the following cases: if the station track is prolonged by a dead-end parking, a dead-end line of security shall be situated at the opposite side if the station track has a gradient > 3 0 00 , a dead-end line of security shall be placed at the low side if certain distances of protection of the fouling point FP cannot be respected, a dead-end line of security shall be placed behind the concerned marks. the effective length of tracks between two fouling points or between fouling point and dead ends shall be based on operational maintenance, signaling, and safety requirements.
Cross-Overs Cross-over tracks shall be installed along the length of the line. The minimum length of plain line between crossovers shall be 30 m. Where a rail expansion joint may be eliminated thereby, crossovers on viaducts shall be separated by at least two spans of structure. Main track crossovers will be designated as 100 km/h crossovers. Since it is anticipated that their use in revenue service will be minimal, main track crossovers shall be formed with 1200 m radius 1:18.5 turnouts. When located on viaducts near station entry tracks, they shall be placed so that there is at least two spans of structure between the end of the station entry turnout and the crossover turnout. No special support structure related restrictions are required for at-grade and underground crossovers. 4.2.7 Station Entry and Exit Tracks Station platform tracks are set at 6.600 m centers with the adjacent main track. Station entry tracks shall have 130 km/h connections or 160 km/h connections to the main tracks, depending upon the anticipated maximum speed over the connection. If the distance beyond station center to switch point is less than 850 m, the design will be for 130 km/h. Longer distances require a determination of operating speed. Station exit tracks shall have 100 km/h connections or 130 km/h connections to the main tracks, depending upon the
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PLANNING PARAMETRES
anticipated maximum speed over the connection. If the distance beyond station center to switch point is less than 500 m, the design will be for 100 km/h. Longer distances require a determination of operating speed. Refuge tracks on the departure end will have a 300 m radius 1:12 turnout connection set 20.000 m beyond the platform end. Switch point in all cases is the theoretical beginning of turnout point, not the actual switch point which is slightly cut back from this position. Tracks within the platform shall be designed for 100 km/h. STANDARD STATION CONNECTIONS Connections to a parallel alignment at 6.600 meter track centers Speed Center platform to main track switch point Switch point to fouling point End platform to begin curve Connection length, switch point to ST curve Total angle turned, each direction (degrees) TURNOUT END CURVE Turnout Reference Number Turnout Entry Radius Turnout Body Radius Curve Length Switch end spiral length Frog end spiral Length RETURN CURVE (2) Curve Radius Spiral Length Curve Length NOTES: (1) Minimum distance required by geometry. May be increased as required by operations. (2) An applied cant of 30 mm shall be used in all return curves. 2300 33.000 72.576 3600 40.000 91.861 1300 25.000 52.791 1300 25.000 52.791 2 4800 2450 63.441 41.075 36.000 1 10000 4000 99.263 37.500 42.000 3 3000 1500 55.509 27.000 28.000 3 3000 1500 55.509 27.000 28.000 2.6300243 2.0986395 3.4285562 3.4285562 153.6 20.000 278.981 194.2 20.000 350.536 118.7 64.900 258.056 118.7 20.000 213.156 130 km/h 508.981 (1) 160 km/h 580.536 (1) 130 km/h entry 160 km/h entry 100 km/h exit with 100 km/h exit without
refuge trk refuge trk 100 km/h 488.056 (1) 100 km/h 443.156 (1)
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PLANNING PARAMETRES
4.2.8
Yard and Depot Tracks (1) (2) (3) (4) (5) (6) Yards will be imputed to have a design speed of 40 km/h or less. The minimum curve radius shall be 250 m, other gometric constraints permitting. The limiting radius of curve shall be 190m and the exceptional radius of curve shall be 175 m. Yard track curves shall be constructed without cant and without transition curves. Yard lead tracks shall be constructed with cant and transition curves. The design speed will be as designated. Other heavily used tracks shall be constructed with 20 m long clothoid transition curves if space is available. Cant may be applied to tracks not normally used for storage nor on which trains and equipment will stand for long periods of time. The cant shall be the lesser of 30 mm or one-half that required to balance 40 km/h. If the calculated cant is less than 20 mm, none shall be applied. The minimum distance between track centers shall be 4.2 m. The desirable minimum vertical curve length is 20 m and the desirable minimum vertical curve radius of 2000 m. The exceptional minimum vertical curve radius shall be 1000 m. Tracks in buildings shall be at a flat grade. (0.0 )
(7) (8)
(9)
(10) Storage tracks and other single ended tracks shall be constructed with a grade down toward the dead end of not less than 3.0 and not more than 5.0 where it is practical to do so. Such tracks shall not be down grade toward the turnout end. (11) Double ended tracks shall be constructed with a bowl profile, that is down grade from both ends toward the center, where it is practical to do so. The grades on such tracks shall be not less than 3.0 and not more than 5.0 . (12) Yard and depot turnouts shall be 300 m radius or 190 m radius turnouts as listed in Article 2.4.2. Governing dimensions for these turnouts, with straight track continuing at the set angle, these distances are: Tangent angle Ref. Note of turnout No. Ref. & radius 6 (1) 1:9 / 300R 6 1:12 / 300R 8 (2) 1:7 / 190R 8 1:9 / 190R End to end for 4.200 center XO 71.031 75.357 (2) 58.846 Beginning to: 2.600 m Fouling separation point (3) 41.0 51.0 44.9 58.2 32.5 40.4 34.944.9
NOTES: (1) For exceptional use as a crossover at 4.200 m track centers. (Straight distance between turnoul curves is 4.802 m) (2) Not for use in crossovers at 4.200 m track centers. (3) Fouling distance in depot is at 3.80 m track centers. (13) It is desirable to place turnouts so that sleeper sets do not overlap. Steelwork of the turnouts shall not overlap. In point to point installations, it is desirable to provide 20
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PLANNING PARAMETRES
m between points. Not less than 7.0 m shall be provided point to point in exceptional conditions. (14) Twenty meters shall be provided between reverse curves where it is practical to do so. A shorter distance may be used, but shall not be less than the greater of 5 m or the following: Limiting: L 250000 / R12250000 R22 Exceptional: L 150000 / R12150000 R22
4.2.9 PARAMETERS FOR DESIGN SPEEDS < 160 km/h The design specifications in this subsection covers those items of design criteria that are not covered or at variance with the requirements given in subsections 4.1 through 4.2. Therefore, the requirements of subsection 4.1 through 4.2 apply to lower speed tracks except as modified in this subsection. These design criteria apply to station tracks, yard and depot lead tracks, except as covered in subsection 4.2.8, and the lower speed approaches into the stations. 4.2.10 Transition Curves The clothoid spiral with a radius inversely proportional to the distance along the curve shall be adopted for all transition curves. The cant shall increase proportionally with the curvature in the clothoid spiral transition curve. The length of curve shall be not less than that required to meet the governing criteria of either minimum cant gradient, maximum rate of change of cant, or maximum rate of change of cant deficiency. Table 4.4 Length of Clothoid Transition Curves (m) Length Parameter Desirable Value L1 L2 L3 Lt Where: Lt C Cd V = = = = length of transition curve in m designed applied cant for the curve in mm designed cant deficiency for the curve in mm train speed in km/h Limiting Value 0.0056 C V 0.0046 C V 0.0069 Cd V 0.0037 Cd V (see Note) C 0.75 C Maximum value of the three values calculated above
Note: may be reduced to 0.0031 Cd V for curves out of or adjacent to turnouts 4.2.11 Applied Cant Applied cant shall be as described in subsection 4.2.2.2.2, except that the desirable value for applied cant in curves normally operated at relatively constant speed should be based on 7.1 V2/R rather than 7.8 V2/R. Applied cant in station approach tracks, depot lead tracks and other tracks where the speed may be highly variable should be near the value obtained by application of the formula: C = 6.0 V2 / R, but shall not exceed: Cmax = 7.5 V2/R
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PLANNING PARAMETRES
and shall not be less than the lesser of: Cmin = 4.0 V2/R or (11.8 V2/R 80) where V is the maximum anticipated speed on the curve. 4.2.12 Rates of Changes of Cant and Cant Deficiency The maximum rates of change shall be those given in Table 4.2, except as follows: The minimum rate of change of cant shall be not less than 1.333 mm/m. The limiting value for the rate of change of cant deficiency may be 270/V, and may be further increased to 320/V for a curve that is either an extension of a turnout curve or adjacent to a turnout curve. 4.2.13 Minimum Lengths between Curves Tangent between two curves in the same direction: Desirable Lm = V/2 Where this is not achievable, the preferred solution is a compound curve, with an appropriate combining spiral. If a compound curve can not be fitted, the tangent may be: Minimum Lm = V/10 The required length of combining spiral between compound curve segments shall be determined by using the formulae in Table 2.3, except that the difference in C and Cd for the two curve segments shall be inserted in the formulae. Tangent between two curves in opposite directions (reverse curves): Desirable Lm = V/2 Minimum Lm = 0.4 V Where this is not achievable, the length shall be reduced to 0 by extending the transition curves such that one continuous transition is formed between curves.
4.2.14 Vertical Curves The desired vertical acceleration limit is 0.20 m/s2. The exceptional vertical acceleration limit is 0.40 m/s2. Using these limits, the radius of vertical curves shall be calculated as: Desirable: the greater of: RV = 0.40 Vd2 or R = 2000 m Limiting: the greater of: RV = 0.20 Vd2 or R = 2000 m Exceptional: the greater of : RV = 0.15 Vd2 or R = 1000 m On tracks where passengers are not carried, the Exceptional value above shall be considered as the limiting value. Minimum lengths of vertical curves, if vertical acceleration is greater than 0.05 m/s2: Desirable: the greater of: L = 0.50 V or 40 m Minimum: the greater of: L = 0.40 V or 20 m On tracks where passengers are not carried, there is no speed related minimum length requirement. The 20 m minimum should be respected on ballasted track.
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PLANNING PARAMETRES
4.3 Gauge
1) Worldwide, only the 1,435 mm gauge has managed to reach the maximum operating speed of 300 km/h. The maximum operating speed for broad gauge stays at 200 km/h, achieved only by Finlands Pendolino S220. The high-speed train Sokol between Moscow and St. Petersburg is planning to achieve a higher speed of 250 km/h but it is still at a testing stage. Therefore, no broad gauge railways have technologically made it to the class of maximum operating speed of 300 km/h at this time. 2) Although it is conceivable to adopt the same gauge as the 1,676 mm gauge (5 feet 6 inches) of the Indian Railways, technological verification is necessary due to reasons mentioned above. The development of broad-gauge high-speed railways will require both time and investment, making it impossible to meet the schedule if construction of the high-speed railway is to begin in the near future. 3) To ensure the high safety level, the TrivandrumMangalore high-speed railway must adopt a high-speed railway system that is independent of the conventional line. 4) It is also conceivable to link up the high-speed railway with the conventional line running on the 1,676 mm broad gauge. However, since system and infrastructures of high-speed train are quit different from conventional train, it is advisable to be dedicated corridor for high-speed rail. For the reasons mentioned above, the high-speed railway between Trivandrum and Mangalore shall adopt the international standard 1,435 mm gauge.
4.4 PRELIMINARY DESIGN OF CIVIL, TRACK WORK AND STATION 4.4.1 Design Criteria
Design standard of railway facilities is shown in Table 4.5 taking into account safe operation and easy maintenance. Figure 4-1 shows the construction gauge and rolling stock gauge.
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PLANNING PARAMETRES
Table 4.5 Design Criteria

Item Gauge Design Max. Speed Operation Max. Speed Minimum Horizontal Curvature Main line Line along Platform Side track, Depot Maximum grade Outside station Inside station Depot Minimum Vertical Curvature Distance bet. Track center Track structure Main lineViaduct, bridge Main lineEmbankment Side track, Depot Rail Divergence Main line Side track, Depot 1,435 mm 350 km/h 300 km/h 6250 m 1,000 m 250 m 15 3 Level (less than 3 ) 15,000 m 4,300mm (4,500 mm is recommended) Slab track Ballasted or slab track Ballasted track 60 Kg UIC Rails More than #18 More than #9 Parameter
Figure 4-1 Construction Gauge and Rolling Stock Gauge
4.4.2
Civil Works and Station

Railway structure shall be constructed to minimize the removal of existing buildings and facilities for maintenance of urban activities. Therefore, railway structure shall be viaduct structure in the city and embankment structure in suburban area. It is necessary to avoid grade crossings between the high speed railway and highway. Therefore, an underpass type crossing or crossing bridge over the railway is required at intersections between the high speed railway and highways.
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PLANNING PARAMETRES
(1) Type of Station

There are 2 types of viaduct station as follows; Type-A : Concourse floor at 1st floor of viaduct, platform at 2nd floor of viaduct (Viaduct station) Type-B : Concourse floor at 1st floor of viaduct, platform at ground floor (Ground station) Station Type-A shall be applied in the urban area and is constructed above the existing railway or road. Accordingly, it is convenient to keep access from existing railway and road. Station Type-B shall be applied together with new development of land and construction of stations. In this project, it is recommended to apply station Type-A taking into account the development plan of station and the convenience of passengers
(2) Viaduct station and Viaduct section

Viaduct structures shall be applied for each station, namely Trivandrum, Quilon, Ernakulam, Trissur, Calicut, Kannur and Mangalore, and the urban area. The location of the viaduct shall be selected from public land, vacant land and inside of road to avoid the disturbance of existing traffic. PC Box girder type shall be applied for superstructure because of their proven usage in India. Track layout Track layout plan at a turn-back station shall be determined based on incoming train, outgoing time of train, cleaning time of train, boarding and alighting time. For the two terminal stations which have starting and stopping trains, two side tracks and two lead tracks are arranged. Track layout at intermediate stations depends on stop pattern and train operation density and it is recommended to arrange two side tracks at Ernakulam station or Trissur station in order to do one stop and less than 30 minutes headway operation. For other intermediate stations side track is not arranged. Two alternatives for track layout are shown in Figure 2-2 and 2-3.
M angal ore Kannur C al i cut Tri ssur Ernakul am Q ui l on Tri vandrum
304. 5 km
307. 5 km
Figure 4.2 Track Layout- Alternative 1

M angal ore Kannur C al i cut Tri ssur Ernakul am Q ui l on Tri vandrum
411. 0 km
201. 0 km
Figure 4.3 Track Layout-Alternative 2
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PLANNING PARAMETRES
Figure 4.4 Track Layout at (Trissur or Ernakulam) station

Figure 4.5 shows typical section of viaduct station (with side tracks), Figure 4.6 shows typical viaduct section.
Figure 4.5 Typical Section of Viaduct Station (with side tracks)
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PLANNING PARAMETRES
Figure 4.6 Typical Viaduct Section
(3) Embankment Section

Embankment structure is applied between the cities and at the depot. An underpass type crossing or a crossing bridge over the railway is required at intersections between the high speed railway and a highway. A typical section of embankment structure is shown in Figure 4.7.
Figure 4.7 Typical Section of Embankment Structure
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PLANNING PARAMETRES
4.4.3
Track work
(1) General
For safe and smooth transportation, the track structure shall be designed for axle loading, side pressure, total loading and design speed. The track structure shall also take into consideration the minimization of annual maintenance cost. In addition, environmental aspects, namely noise, vibration, corrosion, electrolytic corrosion and drainage, shall be taken into account. There are two types of track structure, namely the ballasted track and the slab track, and it is desirable to apply the slab track in the view of safety, comfortableness and maintenance. The initial cost of the slab track is more than two times as the cost of the ballasted track, but the total cost of both types would be nearly same in terms of total life span.
Photo 2-1 Ballast Structure
Photo 2-2 Slab Structure
In this project, it is recommended that the ballasted track should be applied for embankment section of the main line, side tracks and the depot because of low construction cost, and the slab track should be applied for viaduct and bridge sections. (tunnel section if there are)
(2) Track Gauge

As explained in 2.1.3, the track gauge of existing high speed railways that applies an operational maximum speed at 300km/h is 1,435mm. If broad gauge (1,676mm) as adopted by Indian railways is used for the high speed railway, no experience is currently available for such a system and extended time and cost would be necessary to develop and verify all technical and safety aspects. Consequently, it is recommended that standard gauge (1,435mm) should be implemented at this stage.
(3) Rail
Basically, local material shall be used for the rail and quality shall be equivalent to JIS 60 rail (60kg/m) for main track and continuous welding is applied for all running rails. High carbon steel rail shall be applied (tension strength >80kg/mm2, extension > 8%) from the point of strength, wear resistivity and corrosion resistivity.
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PLANNING PARAMETRES
(4) Turnout
Movable nose crossing shall be applied primarily. Table 2-5 Track work
Track Item Rail Sleeper Track bed & thickness of ballast Turnout Main line 60 kg/m Long rail Concrete sleeper (43 ps/25m) Macadam track bed 300mm 18# Movable nose crossing Ballasted track Depot 52 kg/m Standard rail Macadam track bed 150mm More than 9# Solid manganese crossing Slab track Main line 60 kg/m Long rail Concrete slab
18# Movable nose crossing
4.4.4
Station Building and Facilities
(1) Station Planning

There are two aspects for the station, namely stopping of rolling stock operationally and passenger terminal commercially. Therefore, sufficient area is necessary for stations operationally, in addition to station commercial aspects where large amounts of passengers are expected. An important element to decide the scale of station is traffic demand capacity. Scale of station is planned based on total passenger volume per day which is estimated for 10, 15 and 20 years after operation starting. Future extension of station shall be taken into account because increase of passenger volume is feasible by the development of areas complemented by new railway lines.
(2) Effective length of Platform

Effective length of platform shall be determined based on length of train with spare capacity. While demand forecast data is not available at present, it is recommended that the train unit should consist of 8 (eight) cars at opening stage and an estimated maximum of 12 cars in the future. Therefore, Platform length shall be considered equivalent to train units of 12 cars. (Effective length of platform) = (Train length:25m12cars) + (Spare length: 30m) = 330m
(3) Basic Concept of Station Facilities

Basic concept of station facilities is as follows; 1) Passenger moving zone Station square, access way, free way, concourse floor, ticket barrier, Passenger staircase (Elevator, escalator), platform. 2) Passenger service zone Lobby, public telephone, toilet, etc 3) Station office, reception zone Ticket gate office, ticket office, information bureau, station office, station master s
Kerala High Speed Rail between Thiruvananthapuram and Ernakulam Pre Feasibility Report Sept 2011 36/40
PLANNING PARAMETRES
office, meeting room, emergency room, resting room, maintenance labor office, waste disposal room, etc 4) Mechanical room Air-conditioner & ventilation room, electric& mechanical room, power supply room, water supply & drainage, signal & communication room, etc
(4) Basic Concept of Planning for Station Facility

1) Air-conditioner and ventilation A natural ventilation system shall be provided for the passenger moving zone, namely platforms, the concourse and the access way. The station office zone shall be equipped with an air conditioning. 2) Electric & mechanical room Electricity is supplied from the main electric room to each station office. Signal and communication equipment shall be arranged at each station accordingly. 3) Water supply and drainage Water is supplied from the main water tank to each place by a pumping system. Sewage is drained to the sewage tank and disposed into a sewer pipe in the area. 4) Emergency equipment Plan of emergency equipment shall be established based on the national fire laws and any related regulations for the particular region. Design of viaduct stations shall take into account the smoke extraction. Alarm devices such as an automatic fire alarm, a fire extinguisher shall be equipped in the station. 5) Evacuation plan of station An evacuation route for passengers shall be established from a platform to the ground level through the concourse. There are two routes required including a staircase. 6) Barrier free service A special route by an elevator from the ground level to a platform through a concourse shall be arranged for elderly and disabled people. An escalator for passengers shall be arranged for both directions i.e. upstairs and downstairs.
Elevator and Escalator Photo 2-5 Barrier Free Facility
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PLANNING PARAMETRES
7) Safety Measures Closed circuit TV cameras and emergency reporting devices shall be established in various locations to be used in the event of accidents or disaster. Protective device with doors shall be used to prevent people falling down onto the track.
Photo 2-6 CCTV Camera
Photo 2-7 Protective Wall with moving door
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PLANNING PARAMETRES
ANNEXURE 4.1
HSR ALLGNMENT DESIGN CRITERIA FOR 160 KMPH AND LESS

Nominal Gauge (mm) Design Speed (km/h) Maximum Speed V (km/h) Minimum Horizontal Curve Radius R (m) Minimum Length of Circular Curve (m) Minimum Tangent Length between Two Curves (m) Maximum Cant (mm) Maximum Cant Deficiency (mm) Maximum Excess of Cant (mm) Type of Transition Curve Minimum Length of Transition Curve (m) Based on max cant gradient Based on max rate of change of cant Based on max rate of change of cant deficiency Maximum Cant Gradient (mm/m) Maximum Rate of Change of Cant (mm/s) Maximum Rate of Change of Cant Deficiency Maximum Gradient on Straight Track (0/00) Mainline Tunnels Stations Compensation to Grade for Curves (0/00) Minimum Vertical Curve Radius (m) [V2/(3.62 0.49)] Minimum Vertical Curve Length (m) Minimum Main Line track Centres In Tunnels on Tangent Track (mm) Increase for Curves (mm) Minimum Tunnel Side Clearance (mm) Tangent Track (with walkway) Tangent Track (without walkway) Increase for Curves Increase for Cant on Inside of Curve 1435 160 0.291[R(C+D)]1/2 300 0.417V 0.417V (0) 180 (200) 100 (150) 100 (110) Clothoid 0.5C (0.4C) 0.0056CV (0.0046CV) 0.0069DV (0.0056DV) 2 (2.5) 50 (60) 40 (50)
20 (25) 20 (25) 1.5 800/R V2/(3.62 0.38) V/2.4
4500 (4300*) (40000/R) 2
3000 2200 40000/R 1.5C (2.4C)
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PLANNING PARAMETRES
Station Platforms Minimum Dimensions (m) Length Width at centre Width at ends Distance between Platform Edge and Track Centre (m) Distance between Platform Edge and Post on Platform Distance between Platform Edge and Building on Platform Effective Length of Mainline Track (m)
420 10.0 5.0
1.645
1.5
2.0 530
Notes:
Absolute values are figures in brackets
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PLANNING PARAMETRES

Other High Speed Routes

AVE Direttissima KTX line line

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -

Pre Feasibility Report Sept 2011

Railway line Country Gauge (mm)

Direttissi ma Italy 1,435

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -

Pre Feasibility Report Sept 2011

11.8 x 2102 180 2,500

65 250 300 350 200 250 2,800

90 300 350 200 1,700 250 2,800

110 300 350

3,100 4,400 5,900 1,800

Railway line Country

THSR line Taiwan

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -

Pre Feasibility Report Sept 2011

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -

Pre Feasibility Report Sept 2011

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -

Pre Feasibility Report Sept 2011

Vibration is not taken into consideration

Overturn to inside curve

Ov ert urn to out sid e cur ve

11.8 x 203.12 CO = 2,500 Maximum cant of worlds high-speed railways

= 195 mm => 200 mm

Maximu m cant 200 (mm)

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -

Pre Feasibility Report Sept 2011

(Cm + Cd) x R V= 11.8

(200 + 100) x 2,500 = 11.8 = 252 km/h

2) Comfort Cd = 0.08g x 1,500 mm / (1+0.25) = 96 mm

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -

Pre Feasibility Report Sept 2011

Shinkansen Taiwan France

Permiss ive cant deficien cy (mm)

90 90 (110) (110) (115)

Radius of curvature and Cant

Shape of horizontal curve

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -

Pre Feasibility Report Sept 2011

Formula for sine curve is as follow. x2 y= 4R 22R X2 (1 cos x/ X)

For main tracks Shape of transition curve

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -

Pre Feasibility Report Sept 2011

0.4 Cm 0.0062 Cm V 0.0075 Cd V

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -

Pre Feasibility Report Sept 2011

Basic parameters for maximum gradient of the Shinkansen are as follows.

Line Gradient (1/1000)

Railway line Country Gradient (1/1000)

THSR line Taiwan 35

Minimum Radius of Vertical Curve

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -

Pre Feasibility Report Sept 2011

THSR line Taiwan 19,000

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -

Pre Feasibility Report Sept 2011

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -

Pre Feasibility Report Sept 2011

4.2.2 HORIZONTAL ALIGNMENT 4.2.2.1 Curvature

Kerala High Speed Rail between Thiruvananthapuram and Ernakulam -