Transcript Fast Track to Realisation of High Speed Rail System in

Pravin Pradhan, Senior Executive Director Standards Electrical,
Ganesh, Director Standards Electrical
What are ill effects of delay in decision making ?
What are the drivers for HSR in India?
What have other countries done for HSR ?
What is the Fast Track for HSR in India ?
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Introduction
Present Scenario of High Speed Trains
Infrastructure Requirement of HSR
Magnitude of Costs of HSR
High Speed Rail as a System
Energy Security
Operating and Maintenance Cost of HSR
Carbon Footprint of High Speed Rail System
Conclusion
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Transport system shall be “Harbinger Of Growth”
of the growth of the economy in place of its
“Derived Demand” .
Transport being an effective catalyst for economy
has led to Transport Oriented Development
(TOD) and so future Growth Centers.
SEZs have not brought desirable results – why ?
Fragile Energy Security of our country is the
major drivers for energy efficient mode of public
transport
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Integrated Transport Policy 2001 of Planning
Commission of India
◦ public funding for freight corridor
◦ public private partnership (PPP) mode of funding
has been considered for the High Speed Passenger
Traffic corridor .
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No PPP : because of the high infrastructure
cost and longer gestation period.
Operation & maintenance (O&M) cost of
passenger traffic is cross-subsidised from
freight traffic –an impediment for attracting
PPP.
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UIC Findings:
◦ Worldwide Revenue generation from fares can’t
recover the capital cost leaving few exceptions.
◦ Only O&M cost can be self funding.
◦ Proper planning and optimum use of trains &
infrastructures : ensures the O&M costs of high
speed trains less than that of existing trains
running at 110-130 KMPH
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Fragile Energy Security and Most Energy
Crisis Scenario 2031-32
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Transport Oriented Development (TOD) : Holistic view of
HSR system -complimentary with other modes of transport
can look for fortune in the bottom of pyramid.
Integrated Transport Policy of 2012 compares the economic
and social costs of movement of per passenger per km supports passenger traffic movement by HSR
Comparable O&M cost - a driver for aggressive fare
structure –attracts road transport users with above 500 Km
lead to shift to HSR and compels planners to invest public
funds.
Public funding is the only Option -financially viable and the
most logical.
If infrastructures is built with public funds , at later stage
we can attract private funds for owning and O & M of more
trains followed by building of infrastructure and O&M of
high speed trains.
Present Scenario of
High Speed Rails in India
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Indian Railways is prepared for running trains at
speed 160 kmph on existing infrastructure (NDLSMumbai and NDL-HWH) and with existing rolling
stocks.
Can we classify train running at 160 kmph as High
Speed Trains as per UIC standards ? Does it meet
our requirements ?
For 200 kmph train running on existing track ,
majority of infrastructures are yet to be realised.
These are :
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Preparedness of track ,bridges, OHE
barricading of tracks
cab signalling ,etc.
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Problems of Running Mixed Speed Traffic:
◦ Differential speeds ranging from 75 kmph to 160 kmph
(or 200 kmph) requires precedence , so frequent
braking and acceleration.
◦ NDLS-Mumbai and NDL-HWH routes have utilisation
even above 100%. Capacity utilisation on 62% of total
BG sectional links is above 80%.
◦ Running high speed trains and freight trains on the
same track will increase maintenance requirements of
infrastructure , which adversely effect the section
capacity and increase O & M costs.
◦ It is an energy inefficient propositions ,also.
Parameter
Curve Radius
Center to Center of lines
Max. Cant
Max.
Gradient
with
Passenger Traffic only
V= 200 kmph
Minimum
Ideal
2500 m
3500 m
4m
3.8 m
V= 300 kmph
Minimum
Ideal
5500
7000 m
4.5 m
5.0 m
150
35mm/m
150
35mm/m
170
40mm/m
170
40mm/m
Track Super Structure : (Typical Ballasted track)
Rail type: Usually 60kg/m, welded
Type and number of ties: Concrete monobloc or bi-bloc, 1,666 per km
Fastening types: Elastic, many types
Turnouts: Depending on the functionality of the line, they can have movable or fixed
crossings
Signaling, communications and other equipment: above 200km/h, a full on-board
signaling system
Rolling Stock Configuration :Train Set
Traction: Electrification: Single phase. :25kV, 50 or 60Hz or 15kV, 16 2/3Hz.
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Infrastructure requirements for High speed trains and
heavy haul freight trains are diverse.
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Not recommended to have mixed operation and high
speed trains require dedicated infrastructure.
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Operating trains at high speed requires:
◦ Special trains. : require “train sets” instead of conventional trains
(locomotive and cars), because of the power-to-weight ratio and
various other technical reasons, such as aerodynamic conditions,
reliability and safety.
◦ Special dedicated lines :Conventional lines, even with major
upgrades, are unable to operate at more than 200-220km/h. The
layout parameters, transverse sections, track quality, OHE and
power supply, and special environmental conditions must be able
to sustain high operational speeds.
◦ Special signalling system: In-cab signalling is absolutely necessary
for high speed operation as Line side signals are no longer
useable at more than 200km/h because they may not always be
observed in time.
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Cost of a new HSR corridor depend on a large number of
parameters , such as
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Average costs in Europe
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topography through which the corridor passes ,
length of elevated tracks , tunnels , OHE, Signalling Arrangement
development of connections between stations and city centres,
type of rolling stocks ,etc.
Consequently, detailed studies on traffic forecasting, costs and benefits
which examine all the positive and negative impacts of a project —
including calculating the costs of doing nothing— are needed.
Construction of 1 km of new high speed line €12-30M
Maintenance of 1 km of new high speed line €70,000 per year
Cost of a high speed train (350 places) €20-25M
Maintenance of a high speed train €1M per year (2€/km 500,000km / train & year)
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As per International Standards, the approximate cost of
constructing a HSR corridor ( based on year 2008 ):
Item
Cost in Million € per
KM
Infrastructure ( Land , Station, maintenance 12
facilities)
Track ( Formation ,tunnels, etc)
3.5
Electrification
2.0
Safety & Signaling
2.5
Total
20
Rolling Stocks
4 per coach or
80,000
Euro
per
seat.
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Cost of Not Taking Decision
◦ Social and environmental costs, -appear to be
intangible in nature, but have much higher costs,
are neither being considered nor quantified.
◦ These costs favour HSR on electric traction, when
compared with road, air and diesel traction .
Hence, HSR shall be considered as a system
and a change in perception is required for
deciding investment pattern.
HSR comprises of the state of the art of many different
elements:
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Railway System : Railway Infrastructure ( civil
engineering structures , tracks, OHE, Signaling
system) , Rolling Stock ( appropriate technology,
comfort), Train O & M , Railway Stations.
Decision Railway stations/terminals is to be based on
– its locations, distance from city centers and its
connectivity ,public transport interchange , cost &
availability of the land ,issues with land acquisition
,growth of economy , ridership of various other
modes of transport ,real state investment, etc.
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Finance includes financial support from local bodies ,
state or central government , projected ridership,
projected benefits to non-riders, such as congestion
relief on other modes of transportation, cost of
technology , quantification of benefits of sustainable
development, etc., cost of maintaining status-quo
,i.e. not taking decision in favour of HSR.
Environmental Lobbies opposing land acquisition
and deforestation shall be brought in favour of HSR
by educating the public about the Carbon Footprint of
various modes of transport . HSR as the cleanest
mode of transport shall be accepted by everybody .
Take off depend how all the composite elements are considered and
adapted. Factors to the considered in Indian context :
◦ TOD shall be part of regional planning & development
◦ Integration with existing modes of transport for improving
accessibility and ridership,
◦ Inter-operatability on existing lines to connect city centers or
population hubs,
◦ Integrated Transport Policy deciding region specific breakeven
distances and optimal traffic flow for various potential/available
modes of transport ,
◦ geographical spread of the population and demographic changes ,
◦ progressively high import bill of crude oil ,
◦ excessive pressure on the economic centers
◦ oversaturated trunk routes of Indian railways,
◦ Energy Security
Therefore, instead of considering High Speed Rail in isolation, it shall
be considered as system ,i.e. instead of comparing of advantages &
disadvantages of various modes of transport , a transport system shall
be considered for maximising the benefits .
Progressively Growing More Fragile
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Energy Security - a growing concern because India’s energy
needs are growing with rising income levels and growing
population.
India is one of the world’s fastest-growing economies. Between
2006 and 2010, India’s GDP has a CAGR of 8.2%, while global
GDP has a CAGR of 4.5%.
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Between 2006 and 2010, India’s primary energy consumption
increased at a CAGR of 8.3%, from 381.4 MTOE to 524.2 MTOE.
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Coal , oil and natural gas accounts for 52.9%, 29.6% and 10.6%,
respectively, of the primary energy consumption.
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Oil has been the most critical of all primary sources of energy
sources as over the past few years , our dependence on
imported oil has increased because of progressively increased
gap between demand and stagnant domestic production ,
which has threatened nation’s Energy Security and affected
Economic & Political sovereignty .
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Disruption in crude oil supplies - a cause for concern for India.
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According to Goldman Sachs, the increase in oil price by US$10 per
barrel could potentially slow India’s GDP growth by 0.4%.
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In addition, the increase in oil prices results in fluctuations in
foreign exchange reserves.
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◦ Middle East and North Africa, which supplies 60% of India’s oil requirements,
have witnessed high degree of geopolitical volatility in recent times.
◦ Triggered a drop in crude oil production resulting in increased crude oil
prices driving up inflation in India .
Recent depreciation of the rupee raised the cost of crude oil
imports for India, which in turn has led to increase inflationary
pressure on the economy.
Further , rising oil import raises our trade deficit.
Notably, the import of crude oil and oil products rose from US$50.3
billion in FY06 to US$115.9 billion in FY11. Widening trade deficit may
result in the paucity of foreign exchange reserves for the country to
deploy in other critical infrastructure and social projects.
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Acquisition of oil assets abroad is emerging as a competition,
especially from China, in its quest to secure oil resources.
Aggressive acquisitions of oil assets by China Investment
Corp., which has a corpus of around US$375 billion is a
matter of concern.
Chinese companies are supported by diplomatic initiatives of
Chinese Government-they offer to invest in social
infrastructure projects and the provision of soft loans to oil
rich countries .
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GoI is also encouraging Indian companies to expand
overseas operations.
their
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India’s overseas investments in oil and gas lag behind that of
Chinese companies.
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While Indian companies view overseas projects as a
commercial activity and mostly acquire assets based on
returns, Chinese national oil companies are often ready
to overpay for assets economics.
Indian companies currently
follow a strategy to
purchase additional assets in relatively safe countries. In
contrast, Chinese companies are not averse to invest in
unstable regions.
From January 2010 to September 2011, Indian
companies acquired US$8 billion
while Chinese
companies acquired assets worth nearly US$47 billion.
About to lose control of our economy to country like
China, which have been always threat to our sovereignty.
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Second largest commercial energy consumer is transport
sector .
Within the road transport sector, the consumption of
subsidized diesel by private vehicles has increased
substantially; a trend that is further exacerbated by the
price difference between petrol and diesel.
Prices of diesel are controlled primarily to keep a check
on the cascading inflationary impact of higher freight and
transportation charges on the prices of essential
commodities.
Although this is a channel through which diesel prices
affect the poor, the exact causal relationship between
diesel price and inflation is yet to be quantified
conclusively.
Decrease in energy intensity consistently from 1985-86 represents
inappropriate use of energy or increase on non-productive share of energy .
This trend has to be controlled with immediate effect in order to prevent
worsening scenario of Energy Security.
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During FY 08-11 , the cumulative subsidy borne by
oil companies , GoI and upstream companies was `
2,943 billion.
Liquid fuel consumption in the transport sector
accounted for 35% (approx. ` 1030 billion) of our
total petroleum products consumption.
This is tax payer’s money , half of it which could
have been used to create approx. 500 km of High
Speed Lines @ Euro 15 million per Km. ( UIC
Report.)
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Existing Foreign exchange rate of the
currencies is in favour of a few developed
countries , which makes dollar many times
costlier in comparison with rupee .
Higher GDP drives higher demand of diesel
– progressively increased dependence on
imported fuel.
Creates further pressure on economy , by
exporting our natural resources in order to
achieve a reasonable Balance of Trade.
These all leads to the exploitation of our
country.
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Existing Foreign exchange rate of the currencies is in favour of a few
developed countries , which makes dollar many times costlier in
comparison with rupee .
Creates further pressure on economy , by exporting our natural
resources in order to achieve a reasonable Balance of Trade.
These all leads to the exploitation of our country.
Energy security can be increased by reducing the need for imported
energy by substituting it with other forms of energy. Though this
does not reduce the need for total energy, it reduces import
dependence.
If the domestic substitutes increase dependence on one particular
fuel, however, it can increase domestic supply risk. Conversely, if
substitutes diversify the domestic energy mix, they can also reduce
supply risk particularly if the substitutes are local renewable. Some
important options include:
◦ Electrification of railways can replace diesel trains.With crude oil at US$70
a barrel, electric traction can be economically attractive on routes with
lower traffic density than before.
◦ Such electrification can lead to the substitution of imported diesel with
domestic coal.
◦ Use of Rapid Mass Transit System for Cities and HSR for Intercity Transport
Key method for improving energy security in the
transport sector is to reduce the overall demand for
energy by the sector. Three key ways :
◦ Strategic decision to reduce dependence on imported
oil by shifting to Electrical Mobility, i.e. HSR , Rapid
Mass Transit System, Electric Buses, Electric Traction,
etc.
◦ Improving the energy efficiency of individual transport
modes.
◦ Modal shift away from transport modes with high
energy consumption per passenger kilometer or per
tonne kilometre.
◦ Reduction in the demand for transport.
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There is very high operating and maintenance ( O & M)
cost of high speed trains.
Normally , we consider the specific energy
consumption per seat or per tons. Energy cost is just
one of the factors in O&M costs.
Department of Research, Training and Cientific
Cooperation of UIC has a Study and Research group
for economics and transport operation , which has
carried out an detailed study on “Relationship between
rail service operating direct costs and speed” .
This study reveals the fact that O&M cost of high
speed is cheaper than train running at low speed 110130 Kmph .
Operating direct costs (Train movement
cost)
1.
2.
3.
4.
5.
Train
cost
ownership Train repayment
Costs of own and external capital
Train Insurance
Train maintenance fixed costs
Rolling
stock Workshop variable costs
maintenance and Workshop fixed costs
cleaning
Workshop maintenance variable cost
Cost of exterior and interior cleaning
Traction energy
Energy
Energy returned to the network
(Negative)
Auxiliary Energy
Operating
Train operation personnel
personnel costs Train Manning personnel
Marginal cost of Marginal cost of infrastructure
infrastructure
Cost for station use
Commercial costs of customer services (not
direct costs)
Distribution & sales ( Fixed Part)
6.
7.
8.
9.
10.
Distribution (sales)
access control
and Distribution & sales (variable part)
Agency commission (included in
ticket price)
Access control
Travel services (per passenger)
Passenger service
Travel services (variable part per
train)
Travel assistance
Travel Insurance
Advertising
Advertising and promotion
General
and
structural General and structural expenses
expenses
Working capital costs bank Interest on working capital
and credit changes
Bank charges and loyalty cards
Other costs for infrastructure use
11.
Station and
charges
security Station charge per passenger
Security charge
Fixed access charge
12.
Infrastructure charges
above marginal cost
Charge per passenger
Charge per seat-km
Charge for parking
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Holistic and Futuristic Nation Oriented Approach is required for
planning of infrastructure in our country giving due weightage to
important stake holders and actors.
High Sensitivity of GDP growth to oil price , which is out of control.
Most Energy Crisis Scenario by 2031-32 ,if we are not able to make
our transport system 50% more efficient and winning back traffic to
Railways.
Visionary like Dr A P J A Kalam has been advocating for Energy Security
and Energy Independence since 2005.
Proper Demand Side Management and Energy Efficiency measures such
as High Speed Rails and Commutor Trains on Electric Traction and
more and more Electrification can save us from Energy Crisis Scenario
of 2031-32 by reducing the requirement of oil import by 26%.
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HSR system is to be considered in totality , investment on these
projects is financially lucrative.
Planning of development of a region shall be Transport Oriented
Development which strikes a balance among various available and
future modes of transport.
Such integrated transport system for the region decides the
optimum lead for various modes of transport, which will not only
makes the fare affordable for the mass , but make
it a
sustainable development.
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Public Funding is must to start with . O & M can be outsourced
with optimum utilisation of assets and aggressive planning.
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Only then PPP will follow.
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Reduction in dependence on imported oil will save precious
foreign exchange , which can be used for more productive work.
Report No. CT-20 Rev.1 on ‘Introduction of trains at speed
upto 160 kmph on New Delhi-Howrah & New Delhi-Mumbai
Central Routes
Recommendations :
 tracks, consisting of 60Kg/90UTS rails laid on PRC/ST sleepers with
1660/Km sleeper density and 300mm ballast cushion on routes
having annual GMT of 5 OR more and 52 Kg/ 90 UTS rails on
PRC/ST sleepers with 1540/Km sleeper density and 250mm ballast
cushion on routes having annual GMT less than 5, maintained to
C&M-1 Vol. I Standards - are fit for trains consisting of LHB
coaches, hauled by WDP4 or WAP5 locomotives.
 Certain requirements - to be fulfilled before introduction of these
trains as recommended in this report .
 Some of these requirements - as desirable or recommendatory shall
also be achieved ,in a programmed manner , before introduction of
additional trains .
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Structural / aerodynamic design and bogie of WAP5
locomotive is fit for 225 kmph test speed and
maximum service speed of 200 kmph with halfworn wheels.
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Transmission system of the locomotive : required
to be changed
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RB approved manufacturing of two WAP5 locos with
modified transmission system at CLW in Feb 2009.
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Upgradation of cattle guard
◦ Detailed design and simulation studies done to
develop
simplified and superior suspension design using air springs.
Specification for Air spring developed on basis of intensive
simulations and discussions with manufacturers.
◦ Air spring at secondary stage and four coil springs at primary
stage finalised, greatly simplifying the design from
maintenance view point, beside reducing diversity and
attendant problems of procurement and storage.
◦ Simulation studies carried out upto 225 kmph trial speed,
results predict satisfactory ride.
◦ Prototype coaches manufactured by RCF have already
undergone oscillation trials on run down main line standard
track upto trial speed of 135 kmph with satisfactory results.
Contd…
◦ Oscillation trials with these prototypes are planned shortly upto
test speed of 180 kmph in the first phase, for which CRS
sanction has already been obtained. Speed certificate for trials
upto 225 kmph is under process.
◦ Regarding brake system, coaches are fitted with axle mounted
disc brake system having SGCI brake disc and composite brake
pads having EBD of 1060 metre at 160 kmph speed.
◦ EP assisted brakes are planned which will reduce the EBD by
10% i.e. upto 950 metre at 160 kmph speed.
◦ At 200 kmph, EBD with EP assisted brake system, cast steel
brake discs and sintered brake pads will be nearly 1500 metre.
Trains can run only on routes with double distant signals.
◦ If the EBD is required to be less than 1080 metre, a magnetic
track brake is necessary to operate above speed of 180 kmph.
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Technical know-how for assessing requirements for operation
of trains at 200 kmph. is presently not available/ scantily
available. - need to upgrade the knowledge for associated
components e.g. turnout ,fastening, bridge, sleeper etc.
Key issues pertaining to track structure, track geometry, values
of dynamic augment, track tolerances and assessment criteria
for deciding the riding characteristics as satisfactory or
otherwise.
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Joint less track required.
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Barricading of track which is essential for 160 kmph is
mandatory.
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Detailed study on Dynamic Analysis of
existing bridges and tendency of Resonance
phenomenon has to be done.
Design provisions for speed higher than 160
kmph speeds are required to be studied.
Presently, SEM does not incorporate signaling requirements for speeds above
160kmph. However, requirement of signaling for upgradation of existing system
upto 200Kmph for high speed corridor on Indian Railways is given below-
• Requirement which are same as for speed upto 160kmph except TPWS.
• Multiple aspect colour light signaling with two distant signals or automatic
signaling.
• Electrical operation of points and means for locking both switches.
• Electrical means for lock detection and independent switch detection by
signals.
• The interlocking between signals and points by electrical or electronic means
(PI/RRI/EI).
• Complete track circuiting of running lines.
• Means for verifying complete arrival of train by provision of Block proving by
axle counter (BPAC), where automatic signaling is not provided.
• Provision of Clamp lock on points.
• Additional Requirement : Provision of Cab Signaling
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Dynamics of the existing OHE , studied by Transmark
Calculations indicates amplification co-efficient up to
250 kmph as 0.984, which is less than limiting value
of 1.7 for reliable operation of service. - exiting OHE
is suitable for running of trains of 225 kmph.
However, following precaution is proposed to ensure
reliability of the operation• No cross type OHE
• Use of BFB steady arm with 25 mm drop bracket
• Adjustment of Presage of OHE to 100 mm for trials
followed by reduction to 50 mm for improved current
collection.
• Aims to use modular type OHE fittings