Case Study Northern Approach Line to the Brenner Base Tunnel EN

Case Study Northern Approach Line to the Brenner Base Tunnel, Innsbruck (AT)

Largest connecting mass-spring system through tunnels and galleries

Signiicant reduction of structure- borne noise and vibrations for pro- tection of the residents

Two-track new line, designed for around 300 daily freight trains at a speed of 250 km/h Largest continuous Mass-Spring System for Structure-Borne Noise and Vibration Mitigation

Project description Getzner’s solution

Expansion of the Brenner rail speeds of up to 250 kilometers per Unterinntal railway receives axis – Easing of traffic in the region hour. Accordingly, the requirements high-efficiency vibration mitigation for vibration and noise mitigation he Brenner Base Tunnel (BBT) is are highly demanding. Between 260 he northern approach line to the Ta joint Austrian-Italian project and 300 trains – primarily freight Tfuture Brenner Base Tunnel was aimed at the construction of a railway trains – are expected to travel on the itted with the largest continuous tunnel for passenger and freight approach line each day once it goes mass-spring system for structure- transport through the Brenner Pass. It into service in 2012. borne noise and vibration mitigation passes under the Tyrolean Alps along which has ever been installed on a the axis from Innsbruck (A) to Bolzano Thanks to its high level of expertise rail transport route. Roughly 80,000 (I) and is part of the high-speed rail- and over 40 years of experience in square meters of high-eficiency way line from Berlin to Palermo, which the development of high-performance, mass-spring systems with Sylomer® covers a total distance of 2,200 kilom- high-eficiency mass-spring systems, and Sylodyn® elastomer bearings were eters. At a length of 55 kilometers, Getzner Werkstoffe was commissioned installed in the sections of the ap- it is the second longest railway tunnel to deliver elastomer bearings for the proach line that runs through tunnels in the world after the Gotthard Base mitigation of vibrations and structure- and avalanche screens, which account Tunnel. borne noise. The noise and vibration for around 32 of the total 40 kilom- mitigation measures that have been eters. The precise calibration of the An invitation to tender was issued for implemented protect local residents static and dynamic properties of the a high-eficiency solution for vibration and businesses from the adverse ef- various bearing types ensured optimal and sound mitigation for the northern fects of vibrations and audible struc- eficiency (damping eficiency) that approach line to the BBT running ture-borne noise. This will make a meets the speciic requirements at through the Unterinntal valley. The long-term contribution to protecting each point along the line. This resulted primary objective of the project was the environment in these regions, in a signiicant reduction of structure- an easing of trafic for the section which are impacted by heavy trans- borne noise and vibrations. between Kundl/Radfeld and Baum- port, and help to preserve it for future kirchen. The newly constructed dou- generations. ble-track rail line is designed for Feedback

Getzner Werkstoffe: Developer, in the ield of vibration mitigation al- What does the client have to say manufacturer and application lows the company to engineer intelli- about the project? consultant gent system solutions using elastic polyurethane materials. The mutual “The engineers from Getzner Werk- etzner Werkstoffe is more than goal of the project partners is always stoffe were extremely competent and Gjust a developer and manufactur- to ind the optimal mix of cost efi- motivated during the realization of er of highly elastic materials for vibra- ciency, feasibility, noise and vibration the approach line to the Brenner Base tion mitigation. The company is also mitigation, and a comfortable environ- Tunnel. We were highly impressed a competent, experienced consultant ment for working and living. by their specialized knowledge in in application-related issues in the the ield and the fact that they know ield of vibration engineering. their product inside and out. A key requirement for the consortium was Getzner’s experts are from the very to have a partner who we could col- beginning, actively involved in materi- laborate with to solve problems and als and system development and the who expertly implements its high-tech realization of projects. Collaboration product. Getzner fully lived up to begins with the deinition of speciic these expectations.” framework conditions and generally continues all the way through to the EMBA-HSG, joint development of innovative solu- project manager tions. Getzner’s technical expertise Robert Kumpusch for ARGE Alptransit Brenner Key data for the Brenner northern approach line

Client: ARGE Alptransit Brenner: Rhomberg Bahntechnik and Alpine Bau Completion of railway equipment installation: by 2012 Length: 40 km, 32 km of which run through tunnels, troughs or snow sheds Maximum speed upon completion: 250 km/h Track superstructure dimensions: load class E5 Solution: full-surface and discrete mass-spring systems Materials used: around 80,000 m2 of high-eficiency mass-spring systems from Getzner (approximately 73,000 m2 of which employ full-surface bearings, approximately 6,000 discrete bearings) Capacity: around 260–300 trains a day assuming the maintenance concept is adhered to

Getzner Werkstoffe GmbH References in railway Foundation: 1969 (as a subsidiary of Getzner, construction (excerpt): Mutter & Cie) Managing Director: Ing. Jürgen Rainalter — Austrian Railways, Vienna–St. Pölten: Employees: 219 in Bürs, 93 abroad Lainzer Tunnel 2014 turnover: EUR 70.3 Mio. — Austrian Railways, Linz–Salzburg: Business areas: Railway, construction, industry Römerberg Tunnel 2014 output: 7,367 tonnes of technical PU materials — Austrian Railways, Innsbruck–Bregenz: 2014 recycling: 17 tonnes of residual PU materials Zammer Tunnel Headquarter: Bürs (AT) — Deutsche Bahn AG, Berlin Locations: Munich (DE), Berlin (DE), Stuttgart (DE), North–South Tunnel Lyon (FR), Amman (JO), Tokyo (JP), — Deutsche Bahn AG, Cologne–Chorweiler Pune (IN), Beijing (CN), Kunshan (CN), — Deutsche Bahn AG, Leipzig City Tunnel

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