Railway Alignment Design

中南大学土木工程学院
School of Civil Engineering, Central South University
Railway Alignment Design
Railway Capacity
Wei Li
leewei@csu.edu.cn
道路工程系
中南大学铁道工程系
Content
Sec.1 Railway transport volume (RTV)
Sec.2 Railway passing capacity (RPC)
Sec.3 Railway transporting capacity (RTC)
Sec.4 High speed railway capacity
Sec.5 Railway grade and major technical standard
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Ⅰ Railway Transport Volume
Railway capacity
If we want to design a railway, we should know how many passengers and
freights will be transport by this railway and determine the railway
capacity.
 How to evaluate the railway capacity
 Railway passing capacity (RPC) ： The maximum pairs of trains passed
in the unit time (one day generally)
 Railway transporting capacity (RTC): The freights transported each year
in one direction
The RPC and RCC are the railway capacity.
 The transport task needed to be finished by the railway named railway
needed capacity.
 The railway capacity is directly related with the railway transport
volume.
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(Ⅰ) significance of the transport volume

1. Railway capacity is designed according to transport volume
To meet the transport requirements, the railway capacity is not less than the
surveyed or forecasted transport volume.
2. It is the basis to evaluate the railway economic benefits
 The items to evaluate railway economic benefit includes operating benefit,
operating cost, payback period.
 With the increasing of RTV, the operating benefit increases, operating cost and
payback period reduce. If the RTV is reduced, the results are the opposite.
 Therefore, RTV determine the operating benefit, operating cost and payback
period length.
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(Ⅰ) significance of the transport volume

3 、 RTV affects the alternative decision
 Generally, various alignment alternatives will be designed. Which one is
adopted depends on the technical and economic comparison.
 The alternative with higher investment generally needs less operating cost.
Thus, if the RTV is large, the designer inclined to the alternative with higher
investment. Otherwise the alternative with lower investment will be adopted.
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Therefore, railway transport volume is very important to the railway

design. We must attach great important to the transport volume
survey and forecast.
If the forecast is inaccurate, for example, the surveyed and forecasted
transport volume is larger than the actual value, the railway designed
according to this inaccurate value will lead to wasteful investment and
low economic benefit.
Since, the survey and forecast of the passenger and freight volume is
so important, how to do it?
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(Ⅱ) Survey and forecast RTV
RTV survey include:
(A) determine the railway attracting areas
Including through attracting areas and local attracting areas
Through attracting areas Local attracting areas
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1. Through attracting area:
In the railway network, the areas in which passengers and freights will
be transport by the railway from the start to the end. It is determined
using equal distance method. （ competition among railways ）
2. Local attracting area:
In the railway pass areas, The areas in which passengers and freights
will be transport around the stations. It is determined base on the
lowest cost principle. （ competition among railways, roads etc. ）
C: 370-80+300+290=880
80+200+600=880
D: 160-15+90+600=835
15+350+390+80=835
Through attracting areas Local attracting areas
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(2) Transport volume survey and forecast
1. through freight transport volume
It is surveyed by analyzing market supply and demand. The volumes are

different in two directions.
2. local freight transport volume
It is surveyed by production, sale and transportation balance method.
Positive values is outbound volume.
Negative value is inbound volume.
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(2) Transportation volume surveys and forecasts
1. through passenger transport volume
Through passenger is not a major part in the total passenger. We can
find out the ratio of through traffic and local traffic by a typical
passenger survey. According to the local passenger transport volume
to estimate the through passenger transport volume.
2. local passenger transport volume

It can be forecasted by riding rate (average riding times per day per
person) or multivariate regression analysis.
After summing passenger transport volume, the number of trains can be
estimated by per train capacity; It also can be determined according to
similar nearby existing railways.
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(Ⅲ) Railway transport volume data
1. Freight transport volume C:
Annual freight weight need to be transported in one direction.
They are different in two directions.
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2. Freight turnover volume
Annual freight volume need to be turnover in one direction.

Passenger turnover is similar. Ci is replaced by person number.
Ci—The ith freight annual volume transported in one direction (million

ton/a)
Li—The ith freight transport distance
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3. Freight transport density

The annual average freight turnover volume per kilometer
4. Freight flow ratio λ
——Transport volume in light vehicle direction

——Transport volume in heavy vehicle direction
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5. freight fluctuation coefficient β
The specific value of the largest monthly freight transport volume and average
monthly freight transport volume
max{Ci | i  1, 2,...12}
=
average monthly freight transport volume
6. passenger fluctuation coefficient β
The specific value of the maximum daily passenger capacity and average daily
passenger capacity.
maximum daily passenger capacity
k =
average daily passenger capacity
7. Less-than-carload, Detaching and attaching train , express freight and
passenger trains
Less-than-carload (LTL) train –transports less-than-carload freight in local areas,
loads and unloads freight in intermediate station.
Pickup and drop train - transports carload freight in local area, detaches and
attaches vehicles in intermediate stations.
Express freight train - transports perishable, fresh freights.
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(Ⅳ) Design year
Design year determines how much capacity the design railway can
obtain.
Design years are divided into short and long term.
short-term 10 years after beginning operating;
long-term 20 years after beginning operating.
If necessary, increase the initial-term: the 5 years after operating.
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(Ⅳ) Design year
Railway design standards should enable railway capacity adapting
to transport volume growth: Not only meet the growing
transportation requirements, but also save the initial investment
in railway construction.
Building and equipment not easy to rebuild or expand – using
long-term design year to adapt long-term development;
Buildings and equipment easy to change or expansion – using
short-term design year and reserved long-term development
conditions.
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Ⅱ Railway passing capacity
Railway passing capacity (RPC) - maximum number of train pairs
passed in the unit time (one day generally)
It also can be described by number of vehicle or freight weight;
RPC of passenger railway can also be described by the number of
passengers;
The railway passing capacity has

relationship with many factors.
It depends on the weakest nodes in the
railway.
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Different form road, if no station is built, only one train can running in
the railway. With the increasing of the stations, the passing capacity
can be improved gradually. For example:
RPC=24/(12+12)=1p/d
IF A=>B 12h
B=>A 12h RPC=24/(6+6)=2p/d
RPC=24/(3+3)=24p/d
Obviously, passing capacity is closely related with running time between

each stations. However, the railway has not yet been built, how much time
needed are unknown. We will plan the trains running. This is the train
working diagram.
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(Ⅰ) Train working diagram (TWD)
TWD is a schematic diagram showing the trains running. It illustrates the
trains running and parking time and the cooperation among them.
The trains are running according to the train working diagram approved
by Railway Bureau, There are more than 10 kinds of TWD.
Non-parallel single-track TWD Parallel single-track TWD
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In the new-built railway design, we mainly solve the problem of

calculating the railway passing capacity. Thus, the simple and idealized
parallel pairs WDT is used.
“parallel pairs” mean all trains are through trains, running with same
speed. The number of the trains in two direction are the same (In fact, it
is not so)
Horizontal axis- Time (minute)
Vertical axis- Distance
Oblique line – Train running line
Gradient of oblique line – Train running speed
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(Ⅱ) Train speed
1. Design speed of passenger train
It is an design speed, which determined by the transport
requirement, railway grade, tracks number, terrain, locomotive
type, horizontal and vertical alignments, operating conditions etc.
The maximum value among all the sections in the railway called the
maximum design speed of passenger train Vmax (km/h)

2. Running speed VZ (km/h)
General freight (or passenger) trains running in sections, do not
stopping at any stations, the average speed named the running
speed. It can be determined by the train traction calculation.
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3. Technical Speed VJS (km/h)

General freight (or passenger) train running in sections, considering the
starting and stopping additional time in stations. The calculated average
speed named technical speed. It can be also determined by traction
calculation.
4. Travel speed VL (km/h)

General freight (or passenger) trains run in sections, considering the stop
time, starting and stopping additional time in stations. The calculated
average speed named travel (section) speed.
Travel speed factor βL =VZ / VL
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(Ⅲ) Ccalculation of railway passing capacity
Railway passing capacity of single-track railway is determined
based on parallel pair train working diagram. It can be calculated
by the running time of one pair of general freight trains.
Take one typical section as a case:
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Ⅱ Railway passing
capacity
Where ：
tW: the running time from station A to station B.
tF: the running time from station B to station A.
They can be calculated by train traction calculation.

A

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tB ： The time of the trains does not arriving simultaneously. (a train arrived and
stop at the station center → the train come from opposite direct arrive and stop at or
pass the station center)
tH ： Station meeting interval time (a train arrive and stop at or pass the station
center → another train stop at the station begin to start)
TT ： Skylight time (the time trains can not run)

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The station working time (minute) for different block
Block Type tB tH
Electric train staff 5-6 3-4
Semi-automatic block 4-6 2-3
automatic block 3-5 1-2
automatic block & 3-5 0.5-1.0
centralized traffic control
The station interval time include: tB+ tH ， tB+ tB ， tH+ tH

• Control section: the section with maximum cycle in train working diagram. Its
passing capacity is minimum and control the capacity of whole railway.
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Railway passing capacity of double-tracks
It is calculated in two direction. The unit is member / day
1) Semi-automatic block
• t — general freight train running

time between adjacent stations
in single direction. (min);
• tL —interval time from a train
arriving at forward station to
starting a new train in current
station.
• TT —skylight time
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2) Automatic block
I — Interval time between

starting two adjacent trains
in same division. I = 8 ~ 10
min
TT — Skylight time
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Automatic block, the section is divided into several block ranges
Red Green Yellow Red
Block Block Block

range range range
Red: Indicates the front block range is occupied, the train must stop;
Green: indicates front two block ranges are free, the train can
running;
Yellow: indicate one block range is free, the train need to reduce
speed.
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Ⅲ Railway transporting capacity
Railway transporting capacity （ RTC ） is the freight
weight transported by the railway each year.
Requirements: Design RTC must be bigger than the transport volume

obtain by survey and forecast.
Design railway transporting capacity can be calculated
where ： 365 ——365 days in one year

NH —— Converted general freight trains pairs (pairs ／ day)
Qj —— Freight train net load (one million tons)
β —— Freight fluctuation coefficient, determined by the economic survey
generally is 1.15
106 ——transfer the unit to million tons /year
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Four kinds of freight trains are running on the railway. These pairs of
these trains per day are denoted by following notation:
(1) NPT - General freight train (GFT).

(2) NKH - Express freight train (EFT): transport perishable, fresh freights.
(3) NL - Less-than-carload (LTL) train: transport less-than-carload freight
in local areas, load and unload freight in intermediate stations
(4) NZ - Detaching and attaching train (DAT): transport carload freight in
local area, detach and attach vehicles in intermediate station.
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Compared with the general freight train, the freights

transported by express freight train, less-than-carload train
and detaching-attaching train are less. They can be evaluated
by multiplied by a coefficient less than 1, which is called the
full-axis coefficient μ.
Therefore:
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How to compute the pairs of general freight trains NPT?
① First Not all railway passing capacity N can be used. We should reserve
some capacity α (20% for single-track railway, 15% for double-tracks
railway) Why?
To ensure that the needs of special transportation, army transportation, when

trains are delayed or blocked, the manger can adjust train working diagram
to recovery the normal running.
Thus the passing capacity can be used NZS is
α -0.2 (single-track), 0.15 (double-tracks);

NZS- convert train pairs.
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② Considering the time occupied by other trains
The passenger train, express freight train, LTL train, detaching-attaching
train occupy more time on the rail track compared with general freight train.
(i.e. occupy more capacity). For example, a LTL train occupies twice time of
a general freight train.
Thus, deduction coefficient ε is introduced. It denote the occupied time for a
passenger train, express freight train, LTL train or detaching-attaching train
divided the occupied time for a general freight train in parallel train working
diagram.
Pairs of general freight trains can be calculated:
The converted general freight trains pairs:
Deduction coefficient ε can be found in the railway alignment design code.
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Ⅳ High speed railway capacity
一、 high-speed railway passing capacity
It is mainly affected by transport mode, running speed, train types, train
stopping number and time, train working diagram type , the distance
between adjacent stations, skylight time etc.
Passing capacity for high-speed passenger railway can be calculated by
deduction coefficient method.
High-speed railway capacity calculated step is as follows:
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1. Estimate high speed railway passing capacity by parallel train working diagram
Where:
N – Railway passing capacity;
- Comprehensive maintenance time (min), set as 240 ~ 360min;
I - tracking intervals between trains (min);
S – Passenger section length (km);
V - Running speed (km / h);
- Invalid time, high-speed train running time in passenger section (min);
TT TW
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2. Estimate passing capacity by nonparallel train working diagram, which
only includes high speed trains.
The number of stopping at stations are different for high-speed trains. Therefore, N
should divided a deduction coefficient to obtain Maximum section passing capacity:
1440 TT TW
N G  NG  I  G
Maximum section passing capacity in one hour

N Gh  60
I  G'
Section application capacity
N G  N G K S
- Maximum section passing capacity (pairs/day or number/day);
- High speed train deduction coefficient, generally set as 1.4 to 1.6;
- High speed train deduction coefficient in calculation time, ;
- Application coefficient, generally set as 0.9.
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Ⅳ High speed railway
capacity
3. Estimate passing capacity by nonparallel train working diagram, which
includes high speed, medium speed trains
- Maximum section passing capacity when high, medium speed trains running. It
equal to the sum of high-speed and medium-speed trains (pair or number);
- Pairs or number of medium-speed trains;
- Medium-speed trains deduction coefficient;
- Maximum pairs or number of high-speed trains when all needed medium-speed
trains have been planed in the train working diagram.
- Average deduction coefficient of high and medium speed trains;
- Medium-speed trains proportion of all trains in train working diagram;
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εZK, εJ in the railway alignment design code
γZ is the ratio of stopping stations to all stations
Where: - section application capacity when different speed train

running (pair or member);
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(Ⅱ) high-speed railway transporting capacity
General passenger trains transportation yearly (million persons / a)
- Flow coefficient of variable passengers between months;

- Average train capacity, persons / train;
long and short group trains capacity are respectively 1200 and 600 for
200km/h, 300km/h and higher speed trains;
- Average occupancy rate;
300km/h or higher speed train: It set as 0.8-0.85 in general time and 0.95
in peek hour.
200km/h and 250km/h train: It set as 1.0
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According to the annual transportation capacity of different types of
passenger trains, the total annual passenger capacity can be obtained.
（ 1 ） Railway transportation capacity for all high-speed train
running
- the maximum section passing capacity (pairs or number);
- application ratio of section passing capacity, generally set as 0.9;
- An annual transportation capacity of one high-speed train.
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（ 2 ） Railway transportation capacity for different speed trains
running
- Section passing capacity for high-speed, medium-speed

and general trains (pairs or number)
- Application ratio of section passing capacity

set as 0.9 generally
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Ⅴ Railway grade and main
technical standards
(Ⅰ) Railway Grade
Railway grade is classed according to the role of the railway in the
network, the nature and annual passenger and freight transport volume, as well
as the maximum axle load and speed.
(A) Significance of classing railway grade
Railway grade reflects the national different requirements for the operation
safety, quality etc. According to the railway grade, plan different transporting
capacity, reasonably and economically select appropriate technical standards and
devices. It can make use of the national fund appropriately.
The higher railway grade, The higher design standards, larger capacity, better
operation quality, safer and more comfortable. However, the railway cost is high.
Therefore, the railway grade has great economic significance.
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technical standards
(B) Railway grade classing basis
The railway grade is generally determined based on axle load, train
maximum speed, passenger and freight transport volume.
1. Locomotive and vehicle axle load
Axle load is the main basis to determine the design criteria. Locomotive axle
load affect the its power, vehicle axle affect the weight per meter. Besides,
bridge load and rail track type are also affected by it.
2. Maximum train speed
Maximum train speed affect the travel time of passengers and freight. It is
one important item to evaluate the railway transport quality. It affect:
1) operational indicators : railway transporting capacity, locomotive and vehicle
configuration;
2) economic indicators: engineering investment, locomotive and vehicle purchase, time
and energy consuming, transportation costs, investment effectiveness;
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technical standards
Improve the railway transport quality is the aim of railway development.

Freight trains: increase freight capacity
Speed is one of the main items
Passenger railway: Increase speed
to determine railway grade
Freight and passenger railway: both
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technical standards
(B) Railway grade classing basis
3. The annual passenger and freight transprot volume
Passenger and freight transport volume is the main item to
design of rail capacity. It greatly affects the engineering investment,
operation and benefit. The large capacity, the high standard
4. railway significance and role in the network
Combined with economic development planning, the role of the
railway in the network, the cities which are connected by this
railway, as well as development of local economy and regional
culture etc.
In summary, railway grade is determined by passenger and freight

transport volume and its characteristics (speed, tasks, weight etc).
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technical standards
(C) How to determine railway grade
According to the transport feature, China's railways are divided into

three types:
(1) passenger railway
(2) freight railway
(3) freight-passenger railway.
Based on their role in the network, nature, main task, passenger train
design speed, near-term transport volume, the railways are divided into I-
VII levers. Besides, the maximum speeds are specified for every grade.
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technical standards
1. Passenger dedicated Railway
The railway in the network specifically (or mainly) transport passenger with
standard gauge. Besides, the speed in main sections are over 200km/h.
1) high-speed passenger dedicated railway

Play a key role in passenger railway network, or the maximum design speed is
above 250km / h, called high-speed passenger railway.
2) Express passenger dedicated railway
Play contact and support role in passenger railway networks, mainly serve for
regional transportation, and the maximum speed is not higher than 250km / h.
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technical standards
2. Passenger and Freight Railway
Passenger and Freight Railway – Passenger and freight share the same
railway, passenger train design speed equal to or less than 160km/h, freight
trains design speed equal to or less than 120km/h standard gauge.
 Grade Ⅰ: plays a key role in the railway network, or short-term annual
transport volume ≥20 Mt;
 Grade Ⅱ: play a contact, supporting role in railway network or short-
term annual transport volume <20 Mt and> 10 Mt;
 Grade Ⅲ: serve for a region or a enterprise, the short-term annual
traffic volume <10 Mt and large> 5 Mt;
 Grade Ⅳ: serve for a region or a enterprise, the short-term annual
transport volume <5 Mt;
Note: The above annual passenger and freight transportation volume is the
summary of freight transportation in heavy direction and converted passenger
transportation. a passenger train in one day convert to 1.0Mt freight.
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technical standards
3. Freight dedicated railway

Dedicated (or mainly) transport the freight in the railway network
Axle load ≥ 25t
Train traction quality ≥ 10000t
Annual transportation capacity is more than one hundred million tons
Standard gauge railway.
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technical standards
(Ⅱ) the main technical standards
The main technical standards include:
1) tracks number
Engineering
2) maximum gradient
3) minimum curve radius
standards
4) effective length of arrival-departure track
5) type of traction
6) Locomotive (Multiple Units) Type
7) Traction quality
8) block modes Equipment
9) train operation control modes
standards
10) transportation scheduling (traffic control) mode
11) minimum interval time between adjacent trains
12) Locomotive (EMU) Routing
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technical standards
① The main technical standards affect capacity:

1. Tracks Number:
The number of tracks which throughout the railway. According to it, railways
can be divided into single-track railway, double and multi-tracks railway.
Railway passing capacity:

•Single-track railway with semi-automatic block: 42 to 48 pairs / day;
•Double-track railway with automatic block: 144 to 180 pairs / day;
•Thus: The capacity of double tracks railway is by far more than two single-
track railway.
•Compared with two parallel single-track railway, double-tracks railway
investment can reduced about 30%, travel speed is higher by about 30%,
transportation cost is lower by about 20%;
•Thus: Double-tracks railway construction is economical.
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technical standards
2. Block Modes:
To ensure traffic safety, improve transport efficiency, using signal equipment to
manage the trains running in the section called the block mode. It affects station
operation time, further affects the railway capacity, In China, there are three
block modes
- Manual block:
Tacking electrical train staff as proof of the train running in the section, station
officer check whether the section is free.
Only one train can run in a section. The station operation time is 8-10 min.
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technical standards
- Semi-automatic block:
The block instruments interlock with signals. If the station operation finished,
the green light is on, the train can enter to the section. Compared with manual
block, the time of submitting the stuff to the driver is saved. The station
operation time is reduced to about 6 ~ 8min, the capacity is increased.
Besides, successive departing trains can be organized.
- Automatic block
The section is divided into several block ranges. The distance between adjacent
trains in same direction is reduced, The departure interval time in same
direction also reduced to 8-10min, passing capacity can reach144-188 / day.
The effect of automatic block is not significant for single-track railway. It is
generally employed in double-tracks railways.
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technical standards
② Main technical standards affect traction quality:
1. The maximum gradient (limiting gradient imax)

Railway design slope is the ratio of height and horizontal distance, which is
named gradient. Limiting gradient (imax) is the maximum gradient limited by
the maximum train quality Q.
i.e., the train weight is determined by the limiting gradient (In the next
chapter we will discuss how to calculate the train qualith according to the
limiting gradient). Train quality:
F  P ( w0'  imax )
Q
w0"  imax
P- locomotive quality, F-traction force, w’0, w’’0 - basic and additional unit resistance

Thus, Train weight reduce with increase of imax.
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technical standards
Discuss Property
Property 1: Effect of operation cost
imax↑ → Train quality↓ → Passing capacity↑ → Operation cost↑

Note: the freight need to be transported is fixed.
 Property 2: impact of the construction cost
imax↓ → Adapt to the terrain ↓ → Bridges Tunnels↑ → Construction cost ↑
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technical standards
• Main factors influence the choice:
• 1. transport volume; 2. terrain; 3. near railway imax
Difficult
Railway Grade General terrain
terrain
Ⅰ 6‰ 12‰
Ⅱ 12‰ 15‰
Ⅲ 15‰ 20‰
Different limiting gradients can be chose in different segments of a railway.

Beijing-Kowloon railway: imax= 4 ‰ (Fuyang-Beijing);
imax = 6 ‰ (Kowloon-Fuyang)
Southwest Jiaotong University statistics imax of 36,760km railway, find following
percent for different limiting gradient.
imax 4 6 9 12
‰ 25 53 1 21
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technical standards
• If limiting grade is too large, unable to finish the transportation

volume. The section with this gradient become the control section of
the railway.
e.g. Baoji-Chengdu railway, the Baoji -Qinling section with 30‰
gradient becomes the control section of the whole railway.
• If limiting grade is too small, the railway capacity is wasted.

e.g. Feicheng-Tai'an railway.
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technical standards
2. Effective length of receiving-departure track
It is the track length that longest train can be parked in the station and
the workings in the adjacent tracks can not be affected.
1) Passenger and freight Railway

It limits the length of freight trains, further limit the train quality. In China,
1050,850,750,650m can be chose.
2) Passenger dedicated railway
Platform length 450m, safety distance not less than 95m, the distance form fouling
post to the sectionalizing joint is 5m, Therefore, effective length of receiving-
departure track> = 2 * (5 + 95) + 450 = 650 (m)
If considering the train may exceed the platform end, adding a safety distance
125m, the length is
450 + 2 * 125 = 700 (m)
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technical standards
3. Traction modes
There are 3 traction modes: steam, diesel, and electric traction.
Steam traction:
Advantages: manufacturing and maintenance technology is simple, cost
is also low.
Disadvantages: thermal efficiency is low: 6-8%;
power and transporting capacity are also low.
(e.g. The gradient of Baoji-Fengzhou section in Baoji-Chendu railway is
30‰. Before 1974, using three steam locomotives can only tract 950
tons. After electrification, using two electric locomotives can tract
2400t)
Note: In 1804, British Tessie Versick produced the first steam

locomotive. In 1988, China stopped to produce steam locomotive. This
locomotive only used in few minor railways.
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technical standards
 Diesel traction:
Advantages:
a. High thermal efficiency 22-28 %.
b. Independent, need not power supply equipment.
Disadvantages:
a. Complex structure and high cost.
b. Using precious liquid fuel.
Dongfeng diesel traction locomotive have been widely used in China.
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technical standards
 Electric traction
Advantages:
a. high thermal efficiency, thermal electricity 14-18 %, hydro electricity

60%;
b. high speed, big traction, high efficiency (without fuel and water);
c. clean and good working conditions (all locomotives are electric in

Switzerland).
Disadvantage:
a set of powered equipment are needs, project costs high.
b. locomotive is expensive and poor independence.
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technical standards
③ The standards affect train speed
1. The minimum curve radius: Rmin
Small radius curve has the following disadvantages:
 Limit running speed: when R = 800m, V = 120km / h
 Increase rail wearing: 300m radius curve, rail need to be replaced after 3 years, 400m
radius curve, the rail can be used 7-8 years.
 Unsafe, swing: There are seven successive curves with radii 300m in K225-K227
section of Sichuan-Guizhou railway, The tractor on the flatcar was thrown out.
 Additional equipments, difficult maintenance.
Advantages: adapt to the terrain, greatly reducing the construction cost.
e.g. the Beijing-Kowloon railway Rmin = 1000m
Guangshen quasi high-speed railway: Rmin = 1400m, Vmax = 160km / h (200km/h in some
sections)
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technical standards
2 Locomotive (Multiple Units) routing
• The fuel in the locomotive is limited. The drivers must not work too long. The
locomotive can only run in a certain section, named locomotive routing. There are
three locomotive routings in China. To ensure that working time is limited to 6-9
hours, generally short routing is 70 -120km, long routing is 150-250km, ultra-long
routing is 300-500km. With the increase of driving speed and decrease of
locomotive operation time, routing will become more and more long.
• The stations on the end of the locomotive routing named district stations. These
stations can be classed two types: locomotive depot and back-turning depot
according to the equipment included.
道路工程系
technical standards
④ Additional technology standards for high-speed railway
1. Locomotive (Multiple Units) model
Locomotive (Multiple Units) model means the different locomotives or multiple

units model of the same traction types. (e.g. CRH1, CRH2, CRH3 in multiple
units; SS3, SS4, SS6, SS9 in electric traction) It significantly influence the
railway transport capacity, running speed, operating conditions and project
construction.
Locomotive (Multiple Units) model choosing should consider: traction type,

transport demand, cooperating with the railway horizontal and vertical standard,
distribution of stations and traction quality of nearby railway etc. multiple units
should be chose preferentially for upper 200km/h passenger railway.
道路工程系
technical standards
2. Train control
With the increase of trains running speed and shortening of departing trains interval time,
dependent on color light signal to block the section no longer meet the needs of railway
development. Automatic train operation control system is needed.
Automatic operation control system linked with the trains, traction equation, turnout etc. by
computer control, network, communications, information processing and other advanced
technology. It can control the train running, safe guarding , automatic operation and scheduling
management.
China high-speed railway currently used mainly Chinese Train Control System (CTCS).
3. Transportation Scheduling (Traffic Control) mode
4. Minimum interval time between adjacent trains
道路工程系
technical standards
(Ⅲ) Main railway technical standards comparison
Comparison Process
道路工程系
technical standards
Choosing main technical standards should comply with
the following principles ：
1. Technical standards should be coordinated between each other ；
2. Both near-term and far-term should be considered ；
3. Alignment and structures (bridges, tunnels, stations etc.) should be coordinate.
4. Note that the railway role in the network ；
5. Considering natural conditions the railway passed ；
6. Application new technology and new equipment.
道路工程系
道路工程系

Railway Alignment Design

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Railway Alignment Design

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中南大学土木工程学院

School of Civil Engineering, Central South University

Railway Alignment Design

Sec.1 Railway transport volume (RTV)

Sec.2 Railway passing capacity (RPC)

Sec.3 Railway transporting capacity (RTC)

Sec.4 High speed railway capacity

Sec.5 Railway grade and major technical standard

(Ⅰ) significance of the transport volume

(Ⅰ) significance of the transport volume

Therefore, railway transport volume is very important to the railway

Through attracting areas Local attracting areas

Through attracting areas Local attracting areas

It is surveyed by analyzing market supply and demand. The volumes are

2. local freight transport volume

It is surveyed by production, sale and transportation balance method.

Positive values is outbound volume.

Negative value is inbound volume.

2. local passenger transport volume

2. Freight turnover volume

Annual freight volume need to be turnover in one direction.

Ci—The ith freight annual volume transported in one direction (million

3. Freight transport density

4. Freight flow ratio λ

——Transport volume in light vehicle direction

The railway passing capacity has

Obviously, passing capacity is closely related with running time between

Non-parallel single-track TWD Parallel single-track TWD

In the new-built railway design, we mainly solve the problem of

Vertical axis- Distance

Oblique line – Train running line

Gradient of oblique line – Train running speed

3. Technical Speed VJS (km/h)

4. Travel speed VL (km/h)

Travel speed factor βL =VZ / VL

The station interval time include: tB+ tH ， tB+ tB ， tH+ tH

• t — general freight train running

I — Interval time between

Red Green Yellow Red

Block Block Block

Requirements: Design RTC must be bigger than the transport volume

Design railway transporting capacity can be calculated

where ： 365 ——365 days in one year

(1) NPT - General freight train (GFT).

Compared with the general freight train, the freights

How to compute the pairs of general freight trains NPT?

To ensure that the needs of special transportation, army transportation, when

α -0.2 (single-track), 0.15 (double-tracks);

The converted general freight trains pairs:

Deduction coefficient ε can be found in the railway alignment design code.

Maximum section passing capacity in one hour

- Medium-speed trains proportion of all trains in train working diagram;

γZ is the ratio of stopping stations to all stations

Where: - section application capacity when different speed train

(Ⅱ) high-speed railway transporting capacity

General passenger trains transportation yearly (million persons / a)

- Flow coefficient of variable passengers between months;

- the maximum section passing capacity (pairs or number);

- application ratio of section passing capacity, generally set as 0.9;

- An annual transportation capacity of one high-speed train.

- Section passing capacity for high-speed, medium-speed

- Application ratio of section passing capacity

Improve the railway transport quality is the aim of railway development.