RTSA
TRACK INFRASTRUCTURE FOR HIGH SPEED PASSENGER
OPERATION ON A METRE GAUGE NETWORK
C.F. Plunkett B.Eng (Civil), M.B.A, A.F.A.I.M, F.P.w.1.
Business Manager, Infrastructure Services Group
Queensland Rail
SUMMARY
This paper records the Infrastructure Standards required for the operation of a 160 km/hr Tilt Train on
a 1067 mm gauge railway, over a 650 km long route. This route also carries unit coal trains, general
freight traffic and other slower Intercity Services and long distance travel trains. Some brief details
are also given on the general research and development methods, and other investigations
necessary to determine minimum standards.
1
INTRODUCTION
Queensland Rail is basically a narrow gauge
(1067 mm) railway system of approximately
9400 route kilometres, covering the north­
east region of Australia.
During the early 1990s, Queensland Rail (QR)
embarked on an investment program on its
Coal and Freight Networks. The goal on the
coal networks (approx. 2000 route kilometres)
was to introduce unit electric trains with up to
five locomotives and one electric locomotive
remote control wagon and one hundred and
twenty 104 tonne coal wagons, operating at
up to 80 kph. The goal on the other main
freight routes (approx. 2600 km) was to
introduce 20 tonne axles loads for trains up to
approximately
2000
tonne gross
load
operating at 100 kph. Grades generally were
to be limited to 1 in 100 in the predominantly
loaded direction, or in both directions for
general freight.
In turn, these basic
infrastructure parameters were seen as that
required to successfully compete with road
transport
and
coastal
shipping
along
individual routes of up to 1600 km in distance.
QR was also running intercity electric multiple
units from Brisbane to Rockhampton at up to
120 kph, and long distance tourist trains at up
to 100 kph.
In 1994, the Queensland State Government
was influenced by various parties to consider
the introduction of a Tilt Train on electrified
tracks, between the State Capital City of
15.1
Brisbane, and the major regional centre of
Rockhampton.
The project objectives for
Queensland Rail were therefore set as:
•
To provide a quality service to attract and
retain tourist, commuters and business
passengers from competing transport modes.
Provide Rollingstock to travel Brisbane Rockhampton (a distance of 650 km) in
seven hours or less (which is just below the
normal trip time for a private road vehicle).
•
To provide infrastructure to ensure
passenger safety at speeds of up to 160 kph..
•
The latter speed goal was no doubt
influenced by the fact that as part of the Main
Line Freight Upgrade Project, alignments with
a minimum of 2200 m curve radius and a
nominal 160 kph maximum speed, were
chosen for major deviations. The Overhead
Traction wiring system installed in the mid to
late 1980s was also suitable for this speed.
The route was also equipped with Automatic
Train Control System, based on Swedish
designs.
2
SCOPE OF THIS PAPER
This paper will briefly touch on all aspects of
railway infrastructure required to deliver high­
speed operations on metre gauge railways,
with mixed traffic. In view of this fact, it will
not be possible to cover any topic in great
Conference on Railway Engineering
Adelaide. 21-23 May 2000
C.F. Plunkett
Queensland Rail
Track Infrastructure for High Speed Passenger Operation
on a Metre Gauge Network
detail or to give full details of the research and
development undertaken by Queensland Rail.
It would be appropriate at this stage, however,
to acknowledge the considerable contribution
of QR's partners to this research, testing and
development:
o
o
o
o
o
3
The contractor responsible for the
design,
procurement,
production,
testing, commissioning and warranting
of the tilt trains, the Evans Deakin
Industries, Hitachi, Itochu consortium
(EHI).
J.R.
Shikoku
who
shared
their
knowledge
of
existing
tilt
train
operations.
Japanese Railway Technical Research
Institute (J.R. T. R. I.) who shared
knowledge of track design.
Signal alternations were done by Union
Switch & Signal and Kilpatrick Green.
Automatic Train Protection Wayside
Equipment by Westinghouse Brake
and Signal (Australia) Limited.
GENERAL ROUTE
DESCRIPTION WITH TRACK
ALIGNMENT AND GRADE
SUMMARY
In order to meet the project requirements for
the trip time (over 650 km, with 71 stations),
the following basis parameters were required.
Approx. 100 km of track at the Rockhampton
end is double track and 50 km at the Brisbane
end is double track, triple and quadruple
track. Around 130 trains a week travel the
single track in between. 130 route kilometres
of minimum 2200 m radius (maximum speed
without tilt of 160 kph). 162 route kilometres
of minimum 1600 m radius with 120 kph
speed for non-tilt trains. 420 route kilometres
(approx.) of track alignment of minimum
radius of 160 m radius (40 kph for non-tilting
trains).
video, CD, radio,
services.
phone,
fax and music
The traction power is 25 kv overhead wiring;
with
AC
traction
motors
and
active
compressed air powered tilting bodies.
Braking is by disks on the axles.
The
position
maintained
pantograph
is
independently of the tilt, by a rod system
using the bogie as a reference.
Considerable work was done examining
wheel profiles, with consideration of yaw
damping to prevent hunting on straight track.
The angle of the conical wheels was selected
to match the 1 in 20 canted rail, with concern
for hunting on straight track.
The wheel
profile finally selected is shown in figure 1.
Position beacons, or tilt stations, reset the
distance for the active tilt mode.
5
LEVEL CROSSINGS
Careful risk analysis was done on each and
every level crossing on the route. All major
highways have road/rail
separation
in
Queensland, with this being a standard
requirement by the highway authority. This is
at locations where maximum road vehicle
speed is 100 or 110 kph.
A special review of occupational level
crossings (where the same person holds land
on each side of the railway) was completed
and identified large farm machinery, which
was slow to move from a stop, on gravel
surfaces.
Over 22 occupational crossing
were closed, with some minor resumption's of
land required as a result.
Signage at
remaining
occupational
crossings
was
upgraded as shown in figure 2.
It was also found necessary to reduce the
stopping places for the train to five locations,
where the dwell time is only five minutes.
There is about 20 minutes delay built into the
timetable for general delays.
In summary, the section is not all that unusual
for a general metre gauge railway, except for
130 km of recent high-speed deviations.
At certain locations where costs to eliminate
occupational crossings were considered too
high, train speeds were restricted. At major
level crossings, the decision was made to
increase warning time and install double fall,
taking ten seconds to reach the horizontal
position. Five seconds later the departure
booms commence to fall, taking a further ten
seconds to reach the horizontal position.
After a further five seconds, the train reaches
the crossing. This standard generally applies
where train speeds exceed 120 kph and road
traffic does not exceed 80 kph.
4
6
TRACK STANDARDS
6.1
Rail Standards
GENERAL TRAIN
DESCRIPTION
The general train specification is given at the
front of the paper. There are facilities for the
disabled and a catering service, on board
15.2
Rail is continuous welded and generally of a
nominal 50 kg/m standard. Actual rail size
Conference on Railway Engineering
Adelaide, 2 1-23 May 2000
Track Infrastructure for High Speed Passenger Operation
on a Metre Gauge Network
C.F. Plunkett
Queensland Rail
includes 47 kg/m, 50 kg/m, 53 kg/m and
60 kg/m. The largest rail size is used in all
Weld
new concrete sleepered turnouts.
tolerance is generally 0.5 mm in 1 m
horizontally and 1 mm in 1 m vertically. All
new welds are done wtlh the new head
hardened portions. Rail neutral temperature
is between 35°C and 38°C depending on
locations (increased closer to the equator).
Curves under 800 m radius are generally
ground to QR's own LW2 profiles every
twelve months, whilst curves over 800 m
radius and straights are ground every three
years.
6.2
Sleeper standards
Sleepers in the route are prestressed
concrete sleepers rated at 22% t axle load
wtlh Pandrol in freight areas and 28 t rated
concrete sleepers in coal areas, wtlh resilient
rubber pads. Steel Sleepers are 7.5 mm or
8.5 mm thick sleepers with track elastic rail
fastenings (such as "Fisf' and ''Tracklok'')
and insulating pads. Sleeper spacing is
generally 685 mm.
Steel sleepers were
retained to avoid adjustment to platforms, and
at locations with limited height clearance
(tunnels and overbridges). Speeds are limited
to 120 kph on steel sleepers.
6.3
Formation standards
All new work for 160 kph alignments has
600 mm of select fill material directly beneath
the ballast. Select fill means a dispersabiltly
index not greater then 30% (AS 1289.C8.2) a
grading limit between 75 mm and 425 urn,
wtlh liquid limit >35%, and a plasticity index of
6 to 12%.
A minimum California Bearing
Ratio of 20% is required. For speeds up to
120 kph, the old formation standards have
been maintained, which was generally any
local material.
6.5
The train forces where estimated by tenderers
for the tilt train, and in addition train forces
were simulated using the NUCARS dynamic
modelling software. The actual forces were
later confirmed by strain gauging of bogies
during the testing and commissioning of the
tilt train units.
This resulted in the
speCification of the maximum allowance track
shift force sustained over a 2 m length as:
Where
Ballast standards
Ballast depth is generally 250 mm under
concrete sleepers and 200 mm under the
bottom edge of steel sleepers. Ballast is
grade A with concrete sleepers and grade B
with steel sleepers. The general concrete
sleeper track standard is shown in figure 3.
Grade A ballast is from 63 mm size down to
0.075 mm. Grade B is 53 mm to 0.075 mm
grading. The minimum bulk density of all
3
ballast is 2.5 Vm .
6.4
QR could find no test data available for lateral
track reSistance of metre gauge track. A
program of lateral track resistance testing
was undertaken using a modified tamper.
The track was jacked laterally under the
machine, with the weight of the machine
being used to simulate vertical trainload.
Rails were cut at test areas, to stress relieve
rails for testing. Tests were done wtlh respect
to rail size, sleeper type (including timber),
and ballast profile and ballast condition.
Testing also included fully compacted and
loose ballast. This testing was the subject of a
technical paper by E. McCombe and was
presented at the Rail Track Association of
Australasia Conference in Adelaide, Australia
in 1996.
track
Lateral
standards
resistance
15.3
S< 0.85 (10+ Al3)
S= Lateral Limit Resistance (KN),
taken as the force
lateral
initiate
to
required
displacement of the track and
A- Axle Load (KNl.
Table 1
It was also decided to impose speed
restrictions to remove the 25% over speed
allowance for the tilt train when the ambient
Also, after
air temperature exceeds 38C.
track
disturbing works,
for
a
period
corresponding to 50,000 t of rail traffic (to
allow conSOlidation of the loose ballast), the
25% over speed on curves and straights is
removed and maximum speed for the train
limtled to 120 kph. If dynamic stabilization is
carried out directly after track distributing
works, then traffic can resume full speed
immediately. Ballast shoulders are required
to be 250 mm wide on straights with 300 mm
minimum on curves.
6.6
Turnout standards
For 160 kph running on the main line, the
required standard is for a 1 in 16 60 kg/m,
swing nose crossing, on concrete sleepers.
50 kph is the maximum speed through the
turnout.
Conference on Railway Engineering
Adelaide. 21-23 May 2000
C.F. Plunkett
Track Infrastructure for High Speed Passenger Operation
on a Metre Gauge Network
Queensiand Rail
1 in 12 47 kg rail bound manganese
crossings were deemed to be sutiable for 120
kph operation with concrete or timber
sleepers.
Some
problems
are
being
experienced wtih some RBM turnou1s on
timber sleepers, especially the older designs
without heel-less switches. 1 in 12 normal
fabricated turnou1s are restricted to 80 kph.
The typical layout for a 1 in 16, 60 kg swing
nose crossing on concrete sleepers is shown
in figure 4.
7
higher speeds. Many are on or near curves.
No over speed is allowed on timber bridges
with curves, as lateral forces would tend to
push these bridges' out of line. On straights
over timber bridges maximum speed is
retained at 120 kph. For all other bridges,
however,
(steel and prestressed concrete)
over speed with tilt or 160 kph speed is
allowable. Note that timber bridging is
normally round timber (free of sapwood) wtih
3-5 driven piles as the main pier construction.
On timber transom deck bridges (including
steel girders) zero toe load rail fasteners are
installed.
FENCING STANDARDS
Given that the rou1e was already electrified
and regular electric services operated to
Nambour and electric multiple units operated
at 120 kph, there was already substantial man
proof fencing (1800 mm high chain link)
through most urban areas.
However, an
additional 18 km (double side) of this man
proof fencing was installed to secure all urban
areas where the tilt train would exceed
120 kph in speed.
Examination of livestock incidents on the
route showed 1 in 800 trains impacted with
livestock, but to date no trains had been de­
railed. The low front and impact absorbing
specification for the front of the tilt train
resulted only in existing fencing standards
being enforced wtih railway locks to be
provided to all gates.
10
SPEEDBOARDS
Special rectangular speed boards have been
designed for the tilt train and have been
postiioned on the top of existing speed boards
to indicate the maximum speed.
11
DIAMOND CROSSINGS
There were three diamond crossings on the
route, where a 600 mm gauge line tramway
crossed the main line. These have been
replaced with two drawbridge crossings.
These are designed such that the metre
gauge track is permanently installed on a
concrete base, and the tramway gauge is
withdrawn in two pieces like a drawbridge.
8 TRANSITIONS AND CANT RAMPS
The desirable transtiions for curves are
approx. 1 m long/km/h, for passenger
comfort. This is based on lateral acceleration
2
2
limtis between 0.6 m/s and 0.8 m/s . This
requirement was generally only achieved
between Bundaberg and Gladstone (approx.
175 km), which were relayed just prior to tilt
train operations. Over speed is not permitted
on some curves, as local features did not
allow economical application of desired
transitions.
9
BRIDGING
The Main Line Upgrade Project for 20 t axle
load freight trains resulted in the removal of
all but twelve timber bridges. All other bridges
were prestressed concrete, ballast deck
bridges or steel bridges with timber transom
decks. In general, the Main Line Upgrade
Project had left timber bridges in areas where
deviations would be required in the Mure for
15.4
12
SIGNALLING SYSTEM
The main difference between the former QR
Au10matic
Train
Control
System
and
Automatic Train Protection System is that the
latter has a radio link between running signals
and the train, to allow immediate update of
the trains on board controlling computer. This
is important for high speed passenger
operations as ti allows trains to approach
former red signals at a faster speed, should
the signal change at some time after the
locomotive (or power unit) has passed an
advance warning signal. This allows greater
average train speeds to be achieved.
Dynamic speed indicators are being used on
some approach signals to show drivers the
actual speed beyond the caution signal (i.e.
stop, or turnout speed), in order to keep up
average speeds. Some development work is
still being done regarding radio coverage with
A.T.P. System.
Work is still continuing in
order to remove some conservatism in the
system.
Conference on Railway Engineering
Adelaide, 21-23 May 2000
Track Infrastructure for High Speed Passenger Operation
on a Metre Gauge Network
C.F. Plunkett
Queensland Rail
parameter
below:
13
OVERHEAD TRACTION
WIRING STANDARDS
Tension lengths are normally 1.6 km long,
with tensions of 12.53 kn (Italian design) and
11.2 kn (British MK.3B). The suburban
systern is a straight 25 kv feed, whilst the
regional system is a 25 kv-{)-25 kv design;
with an extra feeder wire and the rail is earth
(I.e. 50 kv transmission voltage, between the
feeder wire and catenary). Wire grading is a
normal 1 in 500 on straight track and 1 in 3
times the speed in kilometres/hr elsewhere.
The contract wire has a 230 mm stagger in
straights, and a maximum 350 mm stagger in
curves.
The train pantograph has a 90 New10n
upward force, and is 2 m wide, with a 530 mm
carbon half width. A limit of 150 mm uplift
was set for the high-speed train test at
207 kph, but was never approached.
All
electric trains are brought to a stand when
wind speeds exceed 32 m/s (as in cyclonic
conditions).
14
TRACK EQUIPMENT USED IN
TRACK MAINTENANCE
rail
grinder,
with
14
10
9
15
Gauge
Variato
i n
M
S
10
15
13
Versine
( 10M)
M
15
S
22
Table 2
M - Indicates the maintenance intervention
level, while S indicates severe
Modifications were made to QR's non­
contract track and contact wire geometry
recording car software and digital recording
database, to recognise tilt train speed board
New
speeds at any particular location.
definitions of lateral jerk and cant imbalance
were introduced to reports. Definitions and
formula are shown below:
Definition
Units
Lateral Jerk
Metres per second
cubed
Changes in Cant m
I baa
l nce
Gravity
Millimetres
9.81m per second
sauared
Metres per second (input
as kph)
Speed-board
1137mm for OR
Rollingstock
Track Gauge
(Rail Centre to Rail
Centre)
Action
10m
Distance
Metres
Radius
Table 3
Note that for lateral jerk, the formula includes
a multiplication of 9.81 (gravity) for scaling
purposes.
Cant Imbalance
TRACK GEOMETRY
STANDARDS
shown
PARA METER EXCEP TION THRESHOLD
Twi s t
Top
(6 Metres) (3
Metres)
S
Category M
M
S
5
18hp
2 x PLASSER (Aust) Unimat 4S Switch
'"
Tampers, witt13 rail lifting
PLASSER Cont Action Tamper
PLASSER High Speed ballast Regulator
PLASSER Dynamic Track Stabilizer
FAIRMONT TAMPER G04 Ballast Excavator
(Low Production)
as
Initially, some defects of 30 mm change in
level over 2-6 m were noted, where track
stiffness changed at bridge deck limits
Rail Planer, double head, for high production
metal removal (suitable rail flow and shelling
correction).
Fairmont
Tamper
Continuous
Reciprocating Tamper Line
threshold
Track recording car geometry runs are
undertaken six times a year (two month
intervals) a maximum cant deficiency of
110 mm is allowed.
Track equipment used in track maintenance
and track geometry recording, includes:
Speno - 40 stone Rail Grinder, fully computer
controlled with 25hp grinding motors.
Loram- 32 stone
grinding motors.
exception
=
equilibrium cant - actual
cant.
8.9 x Speed board (squared) - actual cant
Radius in 10 m chord
=
A general track standard category 5 was set
for the tilt train area. Generally this means
15.5
Conference on Railway Engineering
Adelaide. 21-23 May 2000
C.F. Plunkett
Track Infrastructure for High Speed Passenger Operation
on a Metre Gauge Network
Queensland Rail
Lateral Jerk - Change in cant imbalance x
Gravity x speed board
Track Gauge x Distance
curves can be used on metre gauge tracks to
greatly improve transit times over a general­
purpose railway.
Lateral Jerk is considered bad at 40 and
severe at 60.
The high-speed capability allows the train to
take advantage of long straights or large
radius curves, whilst the tilting mechanism
allows higher speeds over high curvature
sections, where it would be uneconomical to
improve track alignment.
Problems have been encountered with
hunting on straight track in higher speed
areas. This ride roughness appears to have
been induced by poor rail running surface
alignment in the area of some thermal and
flash butt welds and with some damaged
glued insulation joints.
Hundreds of lateral jerk exceptions (not
necessarily severe) are still being found in
track.
The rail alignment problems have generally
been addressed by rail grinding or the cutting
out or removal of defect welds or glued
insulated rail joints. Alignment through some
turnouts (straight leads) also needed some
attention.
Many these are generally in transition areas,
where special re-alignment work was not
initially considered necessary. Maintenance
intervention level lateral jerk faults, however,
do not appear to unduly worry passengers
unless there are many within a short distance.
These alignment problems are generally
addressed using tamper-liners with automatic
geometry guidance systems.
16
CONCLUSION
Trains capable of speeds of up to 200 kph
and having a tilt mechanism to allow
passenger comfort with 25% over speed on
15.6
This type of train, when used in conjunction
with limited track and signalling improvements
(wayside colour light signalling is still
adequate at 160-200kph) have the ability to
take passengers away from buses, as journey
time is much less.
Queensland Rail has
recently recorded a test run at 207 kph on
In
straight track with an existing train.
Australia this tilt train also has the capacity to
draw business travellers from regional areas
over distances under 350 km.
This was
proved when an additional daily train service
was introduced Bundaberg to Brisbane and
return to suit a 9 a.m.-5 p.m. working day in
the capital city. This is evidenced by the fact
that tilt trains have been fully booked since
introduction in November 1998 and only
weeks after the daily Bundaberg--Brisbane
service was introduced, regional airlines
operating to these centres announced fare
reductions.
Figure 1 - Wheel Profile.
Figure 2 - Signage at Occupational
Crossing.
Figure 3 - 50 kg/me, Concrete Sleeper Track
Standard.
Figure 4 - Standard 1 in 16, 60 kg; Swing
Nose Crossing on Concrete Sleepers for
160 kph straight road speed.
Conference on Railway Engineering
Adelaide, 21-23 May 2000
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STD/00441TEC
Railway Occupation Level Crossing Stop Assembly for Multiple Tracks (OOX-3)
The OOX-3 assembly shall b e used at
all railway occupation level crossings
where there are more than one track.
W7-6
It shall be located on the left side of
the crossing at a distance of 3 metres
from the nearest rail.
W7-2
R1-1
LOOK
FOR
G9-48
TRAINS
QOX-3
Railway Occupation Level Crossing Train Speed Warning Sign (OOX-4)
The OOX-4 sign shall be used at all
railway occupation level crossings
where the train speed is 120km/hour
or above.
The speed sh.own shall be the
maximum speed of the fastest train
passing through that particular
crossing. The speed shall be in
multiples of 20km/hour .
"
••
HIGH SPEED
TRAIN
160
01-1
The sign shall be located on the right
hand side of the crossing at a distance
of 3 metres from the nearest rail.
KM/HOUR
QOX-4
FIGURE 2
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PAGE 1
SMS
P:KAYMIWINWORDIREPORTSISMSIS 1 OAB002.JNH
LEVEL eROSING SAFETY
STD/0044fTEC
Version 1.0
Railway Occupation Level Crossing Procedure Warning Sign (QOX-S)
The OOX-S sign shall be erected at
railway occupation crossings where a
procedure for crossing is in place
where property owners must contact
train control before using the crossing.
••
CONTACT TRAIN CONTROL
BEFORE CROSSING
KMXXXXX
oox-s
Railway Occupation Level Crossing Warning Sign (QOX-6)
The QOX-6 sign shall be erected at
those maintenance crossings that are
deemed to be unsafe due to
insufficient sight distance for the train
speed. Queensland Rail staff must
contact train control before using the
.
croSSing
AUTHORISED USE ONLY
CONTACT QUEENSLAND RAil
KMXXXXX
OOX-6
FIGURE 2
PAGE 2
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