FACTORS INFLUENCING THE CHOICE OF DIRECTION AND POSITION OF THE HSR ROUTE

ABSTRACT

The article considers the factors influencing the choice of direction and the position of the high-speed highway route. The choice of the principal direction and position of the route of the projected high-speed highway is given, depending on the influence of socio-economic, natural, technical and other factors and conditions.

АННОТАЦИЯ

В статье рассматривается факторы, оказывающие влияние на выбор направления и положение трассы высокоскоростных магистралей. Приводится выбор принципиального направления и положения трассы проектируемой высокоскоростной магистрали в зависимости от оказываемого влияния социально-экономических, природных, технических и других факторов и условий.

Keywords: high-speed traffic, factors, speed, track, obstacle, direction.

Ключевые слова: высокоскоростное движение, факторы, скорость, трасса, препятствие, направление.

The track is the spatial axis of the railway track at the level of the edge of the main platform of the roadbed. On double-track and multi-track lines, as a rule, the route of each of the paths is considered separately [1].

The choice of the principal direction and position of the route of the projected high-speed highway is influenced by socio-economic, natural, technical and other factors and conditions, many of which are closely interrelated [2]. The most significant socio-economic factors include: the purpose of the projected line in providing demanded transport links; the location of large settlements; the size and nature of expected passenger traffic; the degree of development of the territory; prospects for socio-economic development of the design area; issues of connecting passenger flows of the projected line with other communication routes; results of approvals with federal, regional and territorial authorities, etc. The main purpose of the new high-speed railway line is to provide large volumes of passenger traffic between two or more large cities and their areas of gravity with minimal loss of time by passengers [3, 4].

The involvement of large settlements in the chosen direction determines the size of passenger traffic and income from operation. When designing a trunk line with a predominant transit passenger traffic, it is necessary to strive for the shortest length of the route between the end points. Dense urban development of intermediate settlements and the presence of numerous utilities dictate the need to move the railway line outside the city. Within large stations and hubs, especially endpoints, the HSR needs to be linked into a single network with other modes of transport: urban, suburban and air transport. The results of approvals with the authorities and with economic entities may require a change in the position of the line even at subsequent design stages [5, 6].

Socio-economic factors determine the location of the so-called "strong points", including intermediate ones, through which or near which the HSR must necessarily pass. The reference points, first of all, are the final points of the highway, predetermined in most cases by the transport task itself, so they are reflected already in the design assignment. The natural conditions that influence the choice of the direction and position of the HSR route include: topographic, engineering-geological, hydrographic, seismic and a number of others.

Natural conditions create obstacles for laying the route in the shortest direction between the support points. These obstacles can be divided into two types: high-altitude and contour, or situational. High-altitude obstacles are mountain ranges and gorges, high watersheds and deep valleys, steep steep banks of rivers and lakes (clamps), etc. Contour obstacles include watercourses and reservoirs, nature reserves, nature reserves and other specially protected areas, as well as places unfavorable in engineering and geological terms: swamps, zones of distribution of weak soils and karst, areas of landslides and scree, unstable ravines, areas of avalanches and mudflows, etc [7].

Along with natural factors, some obstacles of a social nature also belong to contour ones: settlements, engineering communications, valuable agricultural land. The most favorable overcoming, crossing or bypassing of high-altitude and contour obstacles determine the position of the so-called "fixed points" through which it is desirable to pass the route of the projected railway. Fixed points are the passing or lowest "saddles" of intersected watersheds, the most convenient places for crossing rivers, engineering communications, as well as circumvention of contour obstacles. Taking into account the reference points and fixed points, options for the direction of the projected line are outlined. The variants of the direction of the projected HSR between the same reference points can be preliminarily estimated by the following indicators: the length of the variant, the number and size of large watercourses crossed by the route, the extent of geologically unfavorable sections, etc [8].

In general, the position of the reference points, and, consequently, fixed points, may not be strictly defined. Then the task of choosing the direction of the projected line becomes more complicated and its solution will require more mutual coordination of the work of various modes of transport, consideration of the expanded polygon of the network of existing railways and other communication routes, as well as the use of additional indicators and criteria for evaluating options. The most competitive variants of the HSR are adopted to further clarify the position of the route between the reference points and (or) fixed points, taking into account technical factors and natural features of specific design sites. The technical factors that influence the direction and position of the route include such important main technical parameters of the HSR as the set maximum speed of trains and the guiding slope.

The maximum speed determines the position of the route through the minimum required radius of curves and the conditions for its entry into the terrain and the system of situational restrictions. Due to the high cost of each kilometer of a double-track electrified line, when designing the HSR, one should strive to reduce its length. Reducing the length of the HSR, in particular, can be achieved by increasing the guiding bias. But this, in turn, may lead to an increase in the cost of train traffic. Reducing the length at a fixed value of the limiting slope, as a rule, leads to an increase in the volume of work (excavation, construction of culverts, etc.). However, under favorable topographic conditions (relief without prolonged maximum ascents) this increase in volumes can be compared with a decrease in the cost of structures that depend on the length of the route (the upper structure of the track, SCB and communications, etc.). The position of the route is also influenced by: environmental requirements (location of specially protected natural areas, water protection zones and coastal protective strips of water bodies, noise impact from train traffic, migration routes of rare and valuable animals, etc.); favorable location of associated watersheds, river valleys and gentle slopes; the presence of complex physical and geographical phenomena (slope processes, wetlands, ice, seismic impacts, etc.) and a number of additional factors and conditions specific to the design area.

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