Tracking for High-Speed Trains in India

J. S. Mundrey
Former
Additional Member (Civil Engineering)
Railway Board, Ministry of Railways.

Prologue

Indian Railways have drawn up ambitious
plans for developing high speed train
systems in India. The Author, who is an
expert in track structure and bridges, has
brought out the different track structures
needed for operation of high speed trains.
Various types of tracks, both ballasted
and ballast-less track structures, have
been covered.
A very informative Article indeed.
- Editor

Concept of High-Speed Train

The council of the European Union in their directive no. 96/48/EC has defined
the term High Speed covering all railway express services operated at speeds in the
200 to 300 km/h range. This includes railway lines:

i) Built specially for high speed generally equal to or greater than 250
km/h.
ii) Specially upgraded for high speed travels of the order of 200 km/h.

The provision of a High Speed service is not restricted to reducing journey

times. Its undoubted success is also due to the quality associated with High Speed
travel, viz:

The frequency of service,

Regular-interval timetables,

RITES Journal 7.1 January 2010

 7.2 Tracking for High-Speed Trains in India

A high level of comfort,

A pricing structure adapted to the needs of customers,
Complementarity with other forms of transport,
More on-board and station services.

A High Speed system is designed to incorporate the whole range of services

which the customer has come to expect when traveling on High Speed trains, including
both pre-travel services (information, ticket purchasing, seat reservations, etc.) and
post-travel ones (after-sales service).

High-speed railways, in addition to providing a high level of mobility of people,

are greatly advantageous as an environmentally friendly means of transport.

Transport is responsible for 25% of the worlds carbon dioxide (CO2)

emissions, with 80 to 90% coming from cars and highway trucks, and only 2% from
rail. Moreover, emission levels are increasing faster than technological progress due
to the total dependence of road and air transport on oil, and the continuing growth of
traffic. On High-Speed railways the energy consumption per passenger-kilometer is
three and half times less than for a bus, five times less than for air and ten times less
than that for a private car.

The social cost of noise, dust, carbon dioxide, nitric oxide and sulfur oxide
emission for high-speed rail is one fourth of road transport and one-sixth for air. It
requires the construction of an eight-lane highway to provide the same capacity as a
double track high-speed railway line.

Table 1 gives a list of some of the high-speed lines operating at a maximum

speed of 200 Km/h and above with a start-to-stop average speed exceeding 150
Km/h.

Table 1 : Start-to-stop Runs Exceeding 150 Km/h

Country & Train From To Distance Average

Speed limit km speed
in km/h km/h
France 320 TGV Lorraine Champagne- 167.6 271.8
mph TGV Ardenne
Japan 300 Nozomi Hiroshima Kokura 192.0 256.0
Belgium 300 Thalys Brussels Valence 831.7 236.5
Midi TGV
Germany 300 ICE Frankfurt Siegburg/ 143.3 226.3
Flughafen Bonn
Spain 300 AVE Madrid Zaragoza 307.2 236.3
Atocha Delicias

Table contd.
J. S. Mundrey 7.3

Sweden 200 X2000 Skovde Sodertalje Syd 277.0 173.1

South Korea 300 KTX Seoul Main Daejeon 160.0 200.0
UK 300 Class 395 Ebbsfleet Ashford 53.8 179.3
International International
Italy 250 Eurostar Roma Firenze SMN 261.1 168.4
Termini
USA 240 Acela Baltimore Wilmington 110.1 161.1
Express Penn
Finland 200 Pendolinos Tikkurila Tampere 177.0 151.7
China 200 High speed Beijing Tianjin 118.0 236.0
C class
Taiwan 300 Train 598 Chiayi Taichung 85.9 245.4
Austria 200 Railjet St.Polten Linz Hbf 122.7 153.4
Hbf

Technologies for High-Speed Operations

The following two distinct technologies have been adopted for high-speed
operation; these are:

i) Improvement of the conventional railway operational system.

ii) Construction of dedicated High-Speed corridors.

Improvement of the conventional Railway Operational System : In

adopting this technology the hindrances existing in the operation of high-speed are
removed to the extent possible. These hindrances are in the form of :

a. Tight horizontal curves The centrifugal forces generated on the curves,

vary with the square of the speed. The curves are therefore required to be
eased out to keep the centrifugal forces within a manageable limit.

b. Vertical Curves The desirable values of radii of vertical curves for high-
speed operation are much higher.

c. Level crossing/Grade Separations For high-speed operation, all level

crossings are required to be replaced by suitable grade separation works.

d. Fencing On high-speed lines trespassing on tracks cannot be permitted.

Thus the entire high-speed line has to be fenced.

e. Track Geometry:- Very close tolerances in track geometry are required

to be maintained requiring sturdy track layouts and sophisticated track
maintenance and monitoring system.

The problem in respect to tight curves has, to some extent, been solved by
adopting tilting train technology.
 7.4 Tracking for High-Speed Trains in India

Tilting Train Technology

All along, since the advent of the railway transportation system, the maximum
permissible speed on the railway lines has been governed by the cant (super elevation)
and cant deficiency values. The development of bogie tilting technology, in which
vehicles are tilted depending upon the degree of curvature, has opened a new era of
high-speed operation. The tilting of the bogies is achieved by utilizing hydraulic or
pneumatic power, while lately electric power is also being utilized. (Fig. 1)

What tilt achieves

Tilting trains exploit the fact that speed through curves is principally limited
by passenger comfort, and not by either lateral forces on the track or the risk of
overturning. The principles and basic equations related to tilting are well known.

Two primary decisions need to be made. The first is the maximum tilt angle
to be provided (tilt); this is based upon the mechanical design of the vehicle. The
second decision is what cant deficiency the passengers should experience on a
constant radius curve (CD tilt), which is of primary importance to comfort.

Given these two decisions, and the value of cant deficiency that applies for
the non-tilting case (CD non-tilt), it is possible to derive an equation for the increase
in curving speed, or speed-up, offered by tilt:

Vtilt sin (cant + tilt + CD tilt )

=
Vnon-tilt sin (cant + CD non-tilt)

Maximum track cant is usually 6, and typically 6 of cant deficiency is

specified for a non-tilting train. Applying 9 of tilt and with a cant deficiency of 6 for
the tilting train, the calculation indicates a speed-up of 32%.

In the light of the above facts tilting trains speed up the trains by about 30%.
It is however important to design the transition curves properly, so as to ensure the
comfort level to be within the acceptable limit.

Dedicated High-Speed Corridors and their Construction Parameters

For High-Speed operation exclusive corridors have been designed and

constructed. On these corridors construction parameters have been appropriately
selected for smooth, efficient and safe operation at the designated speed. The
construction parameters, which need special attention on these corridors, are:

a. Horizontal Curves: their radius, cant, cant-deficiency etc. easiest

possible curves are provided on high-speed corridors.
J. S. Mundrey 7.5

b. Ruling Gradient : As the High-Speed trains are lighter in load and are
provided with high tractive power, steeper gradients can be allowed on
high-speed lines.

c. Vertical curves : For better passenger comfort, gentler vertical curves

are provided on high-speed lines as compared to that adopted on
conventional lines.

d. Spacing of tracks : On high-speed tracks, provision of wider center-to-

center spacing for double lines is important in view of the higher air
pressure generated during the crossing of the trains.

e. Track Structure : Both ballasted and ballast-less track structures have

been adopted on high-speed lines. The first, high-speed line, New Toikado
line (Tokyo to Osaka) has ballasted track construction. High-speed lines
in France and Spain have generally adopted ballasted track construction.
Germany and South Korea have also adopted ballasted track structure
on some of their high-speed lines. There is however a positive trend
towards the adoption of ballast-less track for high-speed lines.

The merits and demerits of the two types of track structures have been
discussed in the succeeding paragraphs.

Ballasted Track Structure for High Speed (Fig. 2)

Ballasted track structure is a simple structure consisting of rails, sleepers,

rail-to-sleeper fastening system and ballast. Well-compacted subgrade and an efficient
drainage system helps in the maintenance of ballasted track structure to closer
geometrical tolerances, an essential requirement for high-speed operation.

Main Characteristics of Ballasted Track

In ballasted track, impact forces generated by the oncoming loads are

dissipated by the elastic deformation of ballast and the formation underneath,
approximately 50% by each of them. In this process, there is also permanent settlement
of ballast and formation. In course of time, the ballast gets pulverized/contaminated,
loosing its elastic property. Periodical building and recuperation of ballast is required
for the ballast to function effectively. Deep screening of ballast is carried out when
finer particles in the ballast increase the specified limit. The advantages and
disadvantages of adoption of ballasted track for high-speed operation are as under:

Advantages of ballasted track over ballast-less track are:

(i) Known and proven method, up to a speed of 350 Kmph.
(ii) Low construction cost.
 7.6 Tracking for High-Speed Trains in India

(iii) Availability of highly mechanized construction technology.

(iv) Good elasticity for efficient absorption of noise and vibrations.
(v) Reasonably good maintainability with track machines.
(vi) Less sensitive to construction defects.

Disadvantages of ballasted track when compared to ballast-less track are:

(i) Track tends to move both vertically and laterally- requires frequent tamping.
(ii) Limited uncompensated lateral acceleration possible due to limited lateral
ballast resistance.
(iii) At speeds of 275 Kmph and above, ballast churns up damaging both rail
and wheels.
(iv) Elasticity gets affected with pulverization and contamination; periodic
deep screening required.

Main Characteristics of Ballast-less Track

Ballast-less track rests on solid foundation with no or very little settlement.

The elastomeric pads replace the ballast. No maintenance is required except periodical
replacement of elastic components after their life span is over. There is considerable
scope for the reduction of cost of construction of track structure when laid in tunnels
or on viaducts.

Some of the advantages of ballast-less track are:

(i) High operational availability- time required for maintenance is almost nil.
(ii) Long lasting good track geometry.
(iii) Long life of track structure, 40 to 50 years.
(iv) Predictable behavior of track components and thus of track geometry.
(v) High resistance to lateral and longitudinal forces permitting steeper
grade and higher speed.
(vi) Regularity of the rheological (transmission of electric current)
properties.
(vii) Quiet vehicle running, even at high speed.

Ballast-less tracks however suffers from the following drawbacks:

(i) Comparatively higher construction cost, particularly when laid on earth

formation.

(ii) Highly sensitive to construction defects.

(iii) Mechanization of track construction and renewals still in infant stage.

J. S. Mundrey 7.7

Design Philosophy of Ballast-less Track

Ballast-less track assemblies are expected to provide the same degree of

elasticity in all directions as is available in ballasted track. This is necessary to
contain the static and dynamic forces within acceptable limits. Ballast-less track
assemblies are also expected to perform the following two important functions.

(i) Dampen the high frequency vibrations of the rail. For that purpose, all
ballast-less track assemblies have an elastomeric rail pad under the rail
seat, on which the rail is expected to be under compression at all times.
This is similar to the arrangement with the concrete sleepers in ballasted
track.

(ii) A medium to distribute the oncoming loads and absorb the energy
generated, functions which are performed by the ballast in the ballasted
track. This function is performed by incorporating an additional,
comparatively softer elastomeric pad in the assembly.

The above-mentioned basic requirements of the ballast-less track can be

met with by simple assemblies shown in Fig. 3, 4 & 5.

Further developments in the ballast-less track technology have been prompted

by the following considerations:

a) Construction of track with close tolerances It has to be noted that

ballast-less track requires great precision during construction, as any
change in level or alignment is difficult to be carried out at a later stage.

b) Mechanization of construction In developed countries, labour costs

being very high, systems have been developed to mechanize the track
construction to the extent possible. Pre-fabrication of track component
is one way of reducing labour costs and for increasing the speed of
construction

These technologies have been discussed in subsequent paragraphs.

Construction parameters as adopted on exclusive High-Speed Corridors

The geometric parameters as adopted by various world railways on their

high-speed corridors are as follows:

(i) Curves, Horizontals and Vertical

Horizontal curves are in the range of 7000m to 10000m. For standard gauge
track, radius and other curve parameters as adopted in various countries are given in
Table 2.
 7.8 Tracking for High-Speed Trains in India

Table 2 : Curve Parameters

Country
Parameters France Germany Spain Korea Japan
Speeds km/h 300/350 300 350 300/350 350
Radius of Horizontal
Curves (m) 10 000 7 000 7000 7000 4000
Maximum cant
in (mm) 180 170 150 130 180
Cant deficiency 85 150 100 65 50
Maximum grade
(mm/m) 35 40 12.5 25 15
Cant gradient
(mm/s) 50 34.7 32 NA NA
Minimum vertical
radius (m) 16 000 14 000 24 000 NA 10 000

(NA = Not Available)

Spacing of Tracks

Minimum distance between tracks centers adopted by some of the high-

speed networks using standard gauge are given in Table 3.

Table 3 : Minimum Distance Between Tracks

Country Minimum distance between tracks (m)

at the following speed
300 Km/h 350 Km/h
France 4.2 4.5
Germany 4.5 4.5
Italy 5.0 5.0
Spain 4.3 4.7
Japan 4.3 4.3

Indian Railways provide a centre to centre spacing of 5.35 m between tracks

on broad gauge for new construction projects, which is sufficient for a high-speed
corridor.

Ballast-Less Track Technologies of High-Speed Railway Lines

The following types of ballast-less tracks have been adopted by various world
railway systems on their high-speed tracks.

i) Slab track design based on the design adopted on Shinkansen, Japan

Fig .6
J. S. Mundrey 7.9

In this system, pre-cast cement concrete panels about 5 m long and 2.34 m
wide and 160 mm thick support the rails at the precise locations. Specially designed
mixture of cement and maxphalt about 50 mm thick is introduced between the two
concrete surfaces of base concrete and the top concrete panel. This mix provides a
medium for vertical adjustment and helps in reducing track vibrations. In Japan, rails
are fixed on the top slab with standard KAWA type fastening system, having a rail-
pad and also an elastomeric pad under the base plate. The rail fastening system
allows considerable scope for vertical and lateral adjustment. The cement maxphalt
mix layer can be suitably adjusted to accommodate any settlement of formation.

Similar system with certain modifications has been evolved by M/s Max Bogl
called Slab track system FF-Bogl. Italian and Chinese railways have also evolved a
similar system for their high-speed lines.

ii) REHDA Ballast-less Track System (Fig. 7)

In this system, the sleeper with ordinary reinforcement (without pre stressing)
together with the concrete bed that encloses it, constitutes a homogenous ballast-
less track structure. Various versions of REHDA system have been developed. The
latest among them is REHDA 2000. The REHDA 2000 is installed as a top-down
system, with the help of service rails. The sleepers are assembled together with the
rails to form a track framework, which is installed at proper position with the use of a
special adjustment mechanism. The track-supporting layer of concrete is poured
only after final alignment and leveling. This system has been used on a number of
new high-speed lines in Germany. Recently, it has also been used in the station
areas for turnouts installation on Taiwans high-speed line.

iii) Low Vibration Track (LVT) System (Fig. 8)

LVT System developed by Mr. Roger Sonneville, comprises of concrete blocks,

resilient pads placed under the blocks and rubber boots encased in a second pour
concrete. The rails are fixed in position with the concrete blocks adopting the standard
French Nabla elastic clips. Pandrol, Vossloh or other similar elastic fastening system
can also be used. No adjustment is possible in the position of concrete blocks after
the second pour concrete. This system has been found true to its reputation of allowing
very low vibrations from the railway tracks to adjoining structures. The system has
therefore been extensively used on railway tracks in tunnel including the channel
tunnel and also the tunnels on the Taiwan high-speed lines.

iv) Solid Slab Track-System NBO (Fig. 9)

The solid slab track-system NBO is similar to the paved concrete track
evolved in UK, sometime in 1970s, where a specially designed concrete paver was
used to lay the concrete slab to close tolerances. In the NBO system concrete paver
leaves a groove in which rails with their elastic fastening system are accurately placed,
 7.10 Tracking for High-Speed Trains in India

adopting top-bottom construction technology. This system does not use sleepers
and has the following main features:

1) Concrete slab laid to tight tolerances

2) Laying the rails complete with fastenings
3) Use of rapid hardening grout (jointing compound)

This system, which is patented by M/s ThyssenKrupp, has been approved

by the Technical University of Munich, Germany and has been laid on some high-
speed lines in Germany and in South Korea.

v) Edilon Embedded Rail System Fig. 10

In this system rails are embedded in position with a suitably formulated

elastomeric compound, which provides the necessary degree of elasticity. This system
is similar to the NBU system, where a concrete pavement is constructed leaving
grooves for the installation of rails. This system, although free from fastening component,
has little scope for rail adjustment. Technical University of Munich, after carrying out
necessary laboratory tests, has cleared the system for adoption on high-speed tracks.
This system has been adopted by Taiwan on their high-speed lines at Taipei station.

Ballast-less Track on Earth Formations

With limited scope for adjustments in the ballast-less track assembly, such
tracks are best suited for locations where there is no or little possibility of settlement.
Viaducts and tunnels are therefore the preferred locations for ballast-less tracks

However, on account of the advantages that ballast-less track offers over the
ballasted track, they are being increasingly adopted in earth formations. In such
cases, the subgrade structure is properly designed to ensure minimal settlement of
the track during service.

Figures 11 and 12 show two types of substructures, which have been adopted
on German Railways for their ballast-less track, and are reported to be giving good
service.

Noise and Vibration Control

Railway transport system with the steel wheel running on steel rail is known
to cause environmental pollution on account of excessive noise and vibrations. This
phenomenon becomes more pronounced when ballast-less track structure is adopted.
To contain the noise and vibration levels within acceptable limits, measures are taken,
which include: adoption of floating slab, provision of noise barriers, rubber bearings,
resilient base plates etc. Figure 13 shows the noise and vibration control measures
taken on one of the railway lines with ballast-less track.
J. S. Mundrey 7.11

Track structure best suited for High-Speed lines in India

Construction Parameters

Northern India encompasses the indo-gangetic plain. In this region, easy

curves and grades are available in locating high-speed alignments. Construction
parameters as given in Table No. 4, can therefore be followed for the new high-speed
line.

Table 4 : Construction Parameters

Item No. Parameters Magnitude

i Speed 300-350 Km/p
ii Radius of horizontal curves 10,000 m
iii Maximum Cant 180 mm
iv Maximum grade 1 in 1000
v Minimum vertical radius 24,000 m
vi Cant deficiency 100 mm
vii Spacing of the tracks 5.35 m

Viaducts : The Better Option

India is a densely populated country. Any new high-speed line will necessarily
pass through the centers of habitation and over agricultural land. In such an
environment, construction of new high-speed lines should not be at grade but on
viaducts or in deep cuttings. This would provide a better option, as:

a. The new line will not create any obstruction to the movement of men and
materials across the railway line.

b. The land needed for the construction of new line will be minimal.

c. Noise and vibration generated with high-speed operation can be better

controlled on viaducts/cuttings.

d. With the availability of hard concrete bed on viaducts, an economical

ballast-less track system can be adopted.

Ballast-less Track : Best suited to Indian Operating Environment

Earlier, it has been brought out that ballast-less track structure is being
increasingly adopted by world railways on their high-speed lines on account of the
advantages that accrue with its adoption. In India, adoption of ballast-less tracks for
 7.12 Tracking for High-Speed Trains in India

new high-speed lines is almost inescapable in view of the environmental problems,

likely to be faced, with ballasted tracks. These are:

(i) With the heavy rainfall during monsoon months, it will be difficult to maintain
the desired track tolerance on ballasted tracks. Extensive tamping
operations will be needed during monsoons and after, to restore normalcy.

(ii) Ballasted tracks at high-speeds are a great environmental hazard by

raising a huge cloud of dust following the movement of high-speed trains.
Such tracks will be a nuisance for the habitants residing in the villages/
towns located adjacent to the high-speed lines.

(iii) Ballast contamination by dust and its churning, will need more frequent
ballast cleaning operations.

Main Characteristics of Ballast-less Track for Indian Railways

Important constituents of ballast-less track structure will be:

a. 60 kg UIC 90 UTS rails, in continuously welded lengths. Jindal Steel and

Power Limited (JSPL) has setup a new modern rail rolling mill at Raigarh,
India, where 120 m long rails are being rolled. They have setup an
integrated flash-butt rail welding plant, where the rolled rails are further
welded into 480 m lengths. These rails when laid on high-speed lines
can be converted into continuous length using mobile flash butt-welding
plant. These long rails will provide the maximum safeguard in ensuring
durable and safe track structure.

b. Sturdy high-speed turnouts with swing nose crossings.

c. Modern glued insulated joints having service life equal to the life of the
rail.

d. Discrete support at 60 cm c/c.

Regarding construction technology, the systems adopted by advanced

countries require deployment of heavy machinery for their construction and
maintenance. Pandrol Vipa System and Logwell Forge (India) System however can
be constructed by trained skilled labor force without the use of heavy machinery.

It will be desirable to workout the life cycle costs for various systems and
adopt the best option, taking into account all the relevant factors, including construction
J. S. Mundrey 7.13

cost, maintenance cost, availability of heavy construction machinery etc. May be,
more than one ballast-less track system shall have to be adopted on a line, as has
been done on Taiwans high-speed line.

Prospect of High-Speed Train Operation in India

The benefits that can be derived with the adoption of high-speed train systems
are now well recognized. Out of all the benefits, the reduced journey time has been
the overriding consideration in the adoption of high-speed operation.

On the basis of the current experiences on world railways, it has been observed
that when the distances are between 300 to 600 kms, and the travel time by the high-
speed train is less than 2-2.5 hours, the market share of passengers for the high-
speed rail is atleast 75-80%. This percentage decreases dramatically when the travel
time of train increases to 4-5 hours and a round trip during the day is not possible.

Taking into account, the various factors that influence the need for high-
speed train operation, Indian railways have selected the following routes for conducting
pre-feasibility studies:

1) Pune-Mumbai-Ahmedabad

2) Delhi-Chandigarh-Amritsar

3) Chennai-Bangalore-Coimbatore-Ernakulam

4) Hyderabad-Dornakal-Vijayawada-Waltair

5) Haldia-Howrah

The pre-feasibility study contract for the Pune-Mumbai-Ahmedabad route

has already been awarded to an international consultancy group led by M/S Systra of
France. In the pre-feasibility study, apart from technical considerations, the financial
models for the implementation of the project will also be explored.

French, Japanese, German and Spanish technologies of high-speed train

operation are now easily available off the shelf. Once the Indian government decides,
it should not take more than 4-5 years to have high-speed trains running on Indian
soil. With less than one hour of journey time, it will then be possible to live in the
salubrious climate of Chandigarh and commute to Delhi for work. High-speed train
operation will play a significant role in the de-congestion of megalopolis towns of
Delhi, Kolkata, Mumbai, Chennai etc.
 7.14 Tracking for High-Speed Trains in India

Ultra-High Speed Trains of the 21st Century- Maglev Guideway Trains

Primarily, there are two types of Maglev technologies:

Electro Magnetic Suspension (EMS) uses the attractive magnetic force

of a magnet beneath a rail to lift the train up. German Trans Rapid has
adopted this technology. In this system, the trains do not have any wheels.

Electro Dynamic Suspension (EDS) uses a repulsive force between two

magnetic fields to push the train away from the rail. Trials with these
system are going on in Japan. In this system, the vehicles must be
wheeled for travel at lower speeds i.e. upto 200 km per hour. At high-
speeds, the trains get levitated.

Electro Dynamic Suspension (EDS) Trains in Japan

Trials are presently going on at the 42 km Maglev test track in Japan, which
would form part of the first maglev train to enter into commercial service for the transport
of passengers between Tokyo and Osaka. These trains which will be supported and
guided by concrete guide ways, both in the vertical and lateral direction, will not be
running on rails, but over concrete surface, separated by about 100 mm, by magnetic
levitation. Fig. 14 shows a typical vehicle moving over a Maglev guide way.

In their movement at a speed of 550 kmph, the trains will be more akin in
operation to aeroplanes, than to conventional railways. They are provided with
retractable landing wheels and horizontal guide wheels, which will come into operation
whenever the speed comes down below 200 kmph, the minimum speed to achieve
levitation. The trains will be propelled using linear motor power; the 3 phase coils
forming the starter of the linear motor shall be installed in the sidewalls of the guideway.
The speed is controlled by varying the frequency of the power passing through the
coils.

Various types of braking systems are being tried out to ensure that the trains
can stop reliably from the speed of 550 kmph. Aerodynamic brakes similar to the
vertical flaps used in aeroplanes, have been installed over the roof of the train. Other
forms of brakes include (a) a regenerative brake, that reverses the current in the
guideway coils and returns power to the power house (b) a rheostatic guideway brake
which makes the linear motor act as a generator and (c) disc brakes fitted to the
undercarriage of wheels.

The entry to the carriages will be from the top. Thus overhead platforms will
be built for the passengers to board the train.
J. S. Mundrey 7.15

Electro Magnetic Suspension Shanghai Airport link

Transrapid magnetic levitation trains are regularly running on a transrapid

track, built to connect Shanghai metropolitan city to its Pudong International Airport.
This 30 km distance is covered in just 7 min 20 sec at an average speed of 250
km/h and a top speed of 431 km/h (Fig. 15). The cost of building the 30 km Shanghai
maglev was US$ 1.2 billion.

In view of the high costs involved in maglev train operation, this system of
transport is still in its infancy.

Conclusion

In conclusion, it is seen :

 High-speed trains are being increasingly adopted on world railways, in view of the
many sided advantages that they offer.

 Two distinct techniques have been adopted for high-speed operations: a)

Improvement of the conventional railway system, b) Construction of Dedicated
High-Speed corridors.

 Improvement of the conventional railway system by the adoption of tilting train

technology offers very limited advantage in the increase of speed- only upto a
maximum of 30 percent.

 To reap the full benefits of high-speed operation, Dedicated High-Speed Corridors

are being constructed. On these corridors, speeds upto 350 kms per hour are
being achieved.

 On Dedicated High-Speed corridors, construction parameters particularly the

curves and the grades are appropriately selected for smooth, efficient and safe
operation at the designated speed.

 Both ballasted and ballast-less track structures have been adopted on world
railways on their high-speed lines. Ballast-less track structure with many of its
plus points, particularly its long service life, safety of operation and lower life
cycle cost, is gaining favour.

 Many ballast-less track assemblies have appeared in the railway market. These
vary from single plate assemblies, which can be constructed by skilled/unskilled
labour, to highly sophisticated systems requiring the deployment of costly track
construction machinery.
 7.16 Tracking for High-Speed Trains in India

 Ballast-less tracks are best suited for locations where there is no or little possibility
of settlement. Viaducts and tunnels are therefore the ideal locations for ballast-
less tracks.

 Ballast-less tracks, where adopted on earth formations, the subgrade structure

is required to be properly designed to ensure minimal settlement of track during
service.

 On high-speed lines, new technologies in the form of floating slabs, noise barriers,
rubber bearings etc. are being adopted to contain noise and vibration levels within
the acceptable limits.

 India, with its continental dimensions, provides a good scope for the adoption of
high-speed train technology, to meet the transport needs of its fast growing
economy.

 Ballast-less track structures on viaducts will offer the best techno-economic

solution for the Indian environment.

 Ultra high-speed trains of the 21st century are the Maglev guideway trains. This
technology, which is still in a nascent stage, has been adopted in a limited way
for the airport link in Shanghai, China.

 Maglev guideway trains, which can operate at over 500 km/hour may criss-cross
the world landmass in future. It may however take many years before this
technology graduates to the desired level of efficiency, safety and economy of
operation.

References

1. Singh, K. P. : High Speed Trains Around the World : Prospects for India,
RITES Journal, April 2000.

2. Mishra, D. C. : Running of High Speed Passenger Trains : The World Scenario

and the Indian Perspective, RITES Journal, April 2003.

3. Sanjay Misra : High Speed Rail Transportation and its Indian Relevance, RITES
Journal, August 2007.

4. Railway Gazette International, UK, 2009.

5. International Railway Journal.

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