DOCSLIB.ORG

Construction of Rail Tunnels (Gotthard, Loetscherg, Brenner, Base Tunnels) ▪ Same Approach 1

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Construction of Rail Tunnels (Gotthard, Loetscherg, Brenner, Base Tunnels) ▪ Same Approach 1 European Lessons Learned: Managing Tunnel Operations and Maintenance Risks Dr. Bernd Hagenah Houston, Wednesday March 11, 2020 Agenda ▪ Introduction ▪ Safety TSI ▪ Freight Train Tunnels ▪ Rolling Stock ▪ Metro Systems (Austria, France, Germany, …) ▪ Safety during construction Metro Baku 1995 ▪ Train with 5 coaches (approx. 1000 passengers ) left station and stopped in the tunnel (approx. 200 m / 660 ft) technical reason – short-circuit initiated fire ▪ Rolling Stock up to 90 % combustible ▪ Driver asked to shut down electricity → reaction from operator too late → fatalities ▪ Doors did not open, panic started, evacuation to neighbor cars → fatalities ▪ Longitudinal ventilation started in the direction of the next station Uldus and evacuation started in the opposite direction towards the station Nariman Narimanov after approx. 15 min direction of ventilation changed → fatalities 292 – 337 fatalities in total Kaprun 2000 ▪ Fire started when leaving the valley station ▪ Train stopped in the tunnel (slope ~ 40 %) due to technical problems caused by the fire ▪ Doors could not be opened from inside – just from the driver ▪ No communication measures on board ▪ Natural ventilation uphill (stack effect) with vair > critical velocity ▪ 155 fatalities in the cars, during evacuation uphill, inside hill station and inside second train ▪ 12 survivors' broke windows to escape and evacuated downhill TEN – Trans-European Network ▪ Road, Rail and Water TEN Network until 2030 ▪ 2015 – 2030 approx. 700 bn € ▪ Common Safety Standard required ▪ Standartisation for equipment and operation concepts required TSI – Technical Specification for Interoperability ▪ The generally acknowledged integral state of the art of safety in rail tunnels – RANK OF A LAW ▪ This European standard shall be applied to all European rail tunnels which are part of the Trans-European Network. ▪ The integral TSI standard – will be considered for the safety concept. ▪ Standartisation for equipment and operation concepts. ▪ Approved and experienced regulation, approx. > 2 billion train km / year ! ▪ Comprehensive / integral safety and operation concept TSI – Safety in Rail Tunnels (TSR) Standards & Guidelines ▪ TSI-Safety in Rail Tunnels (SRT) - rail safety standard in Europe - initially applicable for cross-border traffic ▪ Required for almost all new European rail tunnels ▪ Ventilation not explicitly required Collisions / fore example with regard to Aerodynamics Pressure in Tunnels – loads on trains and equipment vKISS = 159 km/h vrailjet = 230 km/h Rolling Stock Design – EN 45545 ▪ EN 45545 – 6. Fire Control and Management System ▪ Fire detection, signaling ▪ Emergency Light, Signage for evacuation, etc. ▪ Acoustic information / communication ▪ Requirements for extinguishers / positions ▪ Procedures like shutting down climatisation / ventilation TSI categ. B trains 15 min with 80 km/h (50 mph) → 20 km (12.8 mi) Procedure Safety Concept and Protection Goals valid for hot and cold incidents - example ▪ Priority 1: Protection of tunnel users / passengers The protection of life and limb, as well as the integrity of the passengers. ▪ Priority 2: Protection of intervention forces The safe guidance and support during the incident by rescue forces. ▪ Priority 3: Availability of the track Restart operation quickly after an incident. ▪ Priority 4: Protection of the tunnel structure/ asset protection Avoid collapse…. Procedure Examples for measures to meet safety goals (digest) • Prevention - regular checks of system - check of trains before entering the tunnels (e.g. hot-box, etc.) - rolling stock requirements / equipment - signaling (information to train drivers) • Mitigation - no emergency stop in the tunnel (whatever it takes) - emergency break override - motor extinguishers on board • Evacuation - personal equipment of drivers (freight trains) - opening car doors - rescue shelter, sizes of egress ways, signage, etc. - emergency exit • Rescue - communication measures - access for fire brigades - fire fighting points in portal areas - exercises Implementation in Europe Austria ▪ Between Vienna and Salzburg 16 new rail tunnels (approx. 0.3 – 13 km) No mechanical ventilation. ▪ Wienerwald-Tunnel and Lainzer Tunnel (total: > 20 km) equipped with mechanical ventilation due to its complexity (combined single-track double bore / double-track single bore system) ▪ Semmering Base tunnel (27.3 km) is planned with an emergency stop and mechanical ventilation ▪ Koralmtunnel (31.6 km) is planned with an emergency stop and mechanical ventilation ▪ Brenner Base Tunnel (55 km) is planned with emergency stops and mechanical ventilation Implementation in Europe Germany ▪ Between Hamburg and Munich 70 rail tunnels (approx. 0.4 - 11 km) ▪ No German rail tunnel is equipped with mechanical ventilation (just 1 under construction) ▪ Most tunnels are used by mixed traffic (freight traffic, high speed traffic and occasionally commuter traffic) Switzerland ▪ Between Bern and Zurich 11 new rail tunnels (approx. 0.4 – 6.3 km) ▪ None of them equipped with mechanical ventilation ▪ Only cross-country tunnels with more than 20 km length have emergency stops with mechanical ventilation (Loetschberg-Base-Tunnel, Gotthard- Base-Tunnel). Example Loetschberg Base Tunnel ▪ Loetschberg-Base-Tunnel (approx. 34 km) ▪ Double bore single-track / single bore single-track ▪ Cross-passage distance 333 m ▪ Two emergency stops one of them with mechanical ventilation Cross-passage Sliding doors Jet fans in portal area Lessons learnt Example Loetschberg Base Tunnel Lessons learnt from Loetschberg Base Tunnel Operation ▪ Metallic rail dust is an issue ▪ Each cross-passage twice cleant each year ▪ Metal dust harms electronics and causes false alarms ▪ Health aspects for workers ▪ Similar findings in metro tunnels / stations ▪ Good planning shall avoid unreasonable maintenance efforts (design of ventilation plants, specification of doors, using mechanical ventilation during normal operation, access during normal operation, etc.) Example Gotthard Base Tunnel ▪ Gotthard-Base-Tunnel (approx. 57 km) ▪ Double bore single-track with ▪ Cross-passage distance 325 m ▪ Two emergency stops (approx. every 20 km) with mechanical ventilation ▪ 1h – and nobody left in the tunnel ▪ Who talks (other train drivers, incident train, rescue services, etc.) ? ▪ How many decisions → lake of Constance… Example Gotthard Base Tunnel Staggered Potals to avoid reciruclation of Theory: Anti-recirculation wall ▪ warm and rail dust polluted air ▪ smoke in the case of a hot incident Reality Example Gotthard Base Tunnel Example Stuttgart 21 ▪ New underground station with connecting ▪ First German rail tunnels with mechanical ventilation ▪ Complex underground structure ▪ Ventilation foreseen to keep central station free of smoke Freight Tunnels – Simplon Tunnels Fire in the Simplon Tunnel • Fire 2011 was caused by unfixed tarpaulin • Fire fighting with rescue train after > 300000 Gallons of water → without impact. • Tunnel closed for almost 6 months “Suspicious” trains shall not enter tunnels Suspicious trains shall not enter tunnels Lessons learnt from previous accidents (Channel tunnel, Simplon tunnel, etc.) ▪ Screening of trains before entering the tunnels on track (prevention) ▪ Information on-board should be available as well (prevention) ▪ Train stop in the tunnel must be avoided (mitigation) ▪ Fire fighting is almost useless (no positive experience world wide) hot box axle / bearing Preventive measures: Wayside train monitoring systems Preventive measures: Wayside train monitoring systems Over 130 operational installations Testing & Training Design criteria • Factory acceptance tests (FAT) • Site acceptance tests (SAT) Safety / operational goals • Site integration tests (SIT) • Fire and smoke tests Testing Procedures Longitudinal airflow in the tunnel is the most important aspect for the functionality of tunnel ventilation → Calibration of measuring equipment → Signal analysis → Logging of measured values Testing of fire ventilation operation - All scenarios - Failure and fallback modes - Simulation of different boundary 6 conditions21.04.04, Sauges, by mobile jet fans tube Biel, filtriert BiT1-20503 4 BiT2-21104 Querschnittmessung BiT3-22549 BiL-20257 ] s / BiL-21845 Punktmessung m [ BiL-20257 t 2 i e k BiL-21845 g i d n i w h c s 0 e G -2 -4 0:00:00 2:00:00 4:00:00 6:00:00 Zeit (hh:mm:ss) Metro Systems ▪ No General FLS Standard available, focus on rolling stock and operation ▪ France: FLS Metro Standards ▪ Germany, Austria: No FLS Metro Standards Present tendencies ▪ Individual Design Fire Specification (e.g. Vienna: from ~30 MW to ~3 MW) ▪ Tunnel Climate (safety relevant) ▪ Rail Dust Treatment ▪ Equipment with Platform Screen Doors (PSD) ▪ Preparation for fully automatic operation (Vienna, Hamburg, Paris, etc.) ▪ Rolling Stock Fire Protection Metro / Light Rail Systems supply air Aufgänge jet-fan jet-fan Tunnel Tunnel Tunnel Gradient 8 % Gradient: 0 % Gradient: 8 % Länge / length: 150 m Länge / length: 1100 m Länge / length: 150 m Metro / Light Rail Systems Metro Vienna (F) supply air exhaust air filtered unfiltered longitudinal ventilation in the direction of travel 3 air exchange per hour Ventilation Fan Plant Design Aspects Object 050 1P variante silencer l1 = 3 m ▪ For information only - do not apply ▪ Contact me for further discussion Metro Systems Paris Metro ▪ New metro line around Paris (line 15) under construction. ▪ Equipment in tender phase ▪ Since Paris won Olympic Games 2024 increasing priority for north sections supply air extraction supply
Load more

Recommended publications
  • A Construction Project Serving Europe – Factfigures
    NEW RAIL LINK NEDERLAND THROUGH Rotterdam THE ALPS (NRLA) Duisburg Zeebrugge Düsseldorf A ONCE-IN-A- Antwerpen Köln CENTURY PROJECT Gent Mechelen Aachen FOR EUROPE Montzen DEUTSCHLAND BELGIË Mannheim Karlsruhe FRANCE Freiburg im Breisgau Basel SWITZERLAND Gotthard Base Tunnel Lötschberg Base Tunnel Domodossola Luino Ceneri Base Tunnel Chiasso Novara Milano ITALIA Genova © Federal office of transport FOT transport office of © Federal FACTS AND FIGURES NRLA The New Rail Link through the Alps (NRLA) is the largest railway construction project ever undertaken in Swiss history. It includes the expansion of two north- south axes for the rail link. The main components of the NRLA are the Lötsch- berg Base Tunnel, the Gotthard Base Tunnel and the Ceneri Base Tunnel. Since 2007 Successful operation of the Lötschberg Base Tunnel 11 December 2016 Commissioning of the Gotthard Base Tunnel The world’s longest railway tunnel will be commissioned on schedule on 11 December 2016. Up to 250 freight trains a day will then travel on the Gotthard axis instead of 180 previously. Transalpine rail transport will become more cost-effective, flexible and rapid. 2020 Opening of the Ceneri Base Tunnel 2020 Four-metre corridor on the Gotthard axis The expansion of the Gotthard axis to create a larger tunnel profile is a key part of the Swiss policy of transferring freight from road to rail. It will enable semi- trailers with a four-metre corner height to also be loaded onto railway wagons for transport on the Gotthard axis on a continuous basis. This further fosters the transfer of transalpine freight transport from road to rail.
    [Show full text]
  • The Simplon Tunnel
    The Simplon Tunnel THE SIMPLON STORY The commemorative stamp issued this year (1956) celebrated, strictly speaking, only the opening of the first tunnel gallery. The story of the tunnel, one of the greatest engineering feats in railway history, goes back to the year 1877 when M. Lommel, the chief engineer of the "Compagnie du Chemin de Fer", a privately owned undertaking, produced the first plans for the tunnel. The Swiss and Italian governments and private enterprise in both countries agreed, after many years of study, to finance the ambitious project for the building of a 19,803m long tunnel, the cost of which was estimated at the then fantastic sum of over 700 million Swiss francs. A state treaty was concluded between Switzerland and Italy on 25th November 1895 and on 1st August 1898 the first drill was put to the rock near Brig, on the north side of the tunnel. After 6 years and 208 days of almost superhuman effort, at 7.20 in the evening, the last hole had boon drilled - letting light into the tunnel on its south end. It was the 24th of February 1905, a date that made history. Landslides, flooding, avalanches and huge caving-in had been fought and conquered. On 1st June 1906 the first regular train service ran through the Simplon providing the shortest railway link between Northern and Western Europe with the South and the Orient. The First World War interrupted construction of the second gallery and it took many years until in 1922 the tunnel was completed, allowing for two-track traffic.
    [Show full text]
  • Late Neogene Extension in the Vicinity of the Simplon Fault Zone (Central Alps, Switzerland)
    Late Neogene extension in the vicinity of the Simplon fault zone (central Alps, Switzerland) Autor(en): Grosjean, Grégory / Sue, Christian / Burkhard, Martin Objekttyp: Article Zeitschrift: Eclogae Geologicae Helvetiae Band (Jahr): 97 (2004) Heft 1 PDF erstellt am: 11.10.2021 Persistenter Link: http://doi.org/10.5169/seals-169095 Nutzungsbedingungen Die ETH-Bibliothek ist Anbieterin der digitalisierten Zeitschriften. Sie besitzt keine Urheberrechte an den Inhalten der Zeitschriften. Die Rechte liegen in der Regel bei den Herausgebern. Die auf der Plattform e-periodica veröffentlichten Dokumente stehen für nicht-kommerzielle Zwecke in Lehre und Forschung sowie für die private Nutzung frei zur Verfügung. Einzelne Dateien oder Ausdrucke aus diesem Angebot können zusammen mit diesen Nutzungsbedingungen und den korrekten Herkunftsbezeichnungen weitergegeben werden. Das Veröffentlichen von Bildern in Print- und Online-Publikationen ist nur mit vorheriger Genehmigung der Rechteinhaber erlaubt. Die systematische Speicherung von Teilen des elektronischen Angebots auf anderen Servern bedarf ebenfalls des schriftlichen Einverständnisses der Rechteinhaber. Haftungsausschluss Alle Angaben erfolgen ohne Gewähr für Vollständigkeit oder Richtigkeit. Es wird keine Haftung übernommen für Schäden durch die Verwendung von Informationen aus diesem Online-Angebot oder durch das Fehlen von Informationen. Dies gilt auch für Inhalte Dritter, die über dieses Angebot zugänglich sind. Ein Dienst der ETH-Bibliothek ETH Zürich, Rämistrasse 101, 8092 Zürich, Schweiz, www.library.ethz.ch http://www.e-periodica.ch 0012-9402/04/010033-14 Eclogae geol. Helv. 97 (2004) 33-46 DOI 10.1007/S00015-004-1114-9 Birkhäuser Verlag, Basel, 2004 Late Neogene extension in the vicinity of the Simplon fault zone (central Alps, Switzerland) Gregory Grosjean, Christian Sue & Martin Burkhard Key words: Central Alps.
    [Show full text]
  • Beschaffung Neue Züge Für Brennerverkehr
    Purchase of new rolling stock for Brenner axis Passenger within the transport chain Conference Vendryne, October, 13 2016 ÖBB-Personenverkehr/Fernverkehr Beschaffung Tag- und Nachtverkehr & Ausweitung Nachtverkehr Lines with need for new rolling stock in 2021 Verbindungen − Munich - Verona − Munich - Venice München − Munich - Bologna Innsbruck Verona Venedig Bologna ÖBB-Personenverkehr/Fernverkehr 2 Beschaffung Tag- und Nachtverkehr & Ausweitung Nachtverkehr ÖBB and DB together established a successfull open access line between Munich and northern Italy • DB/ÖBB EC-trains connect the important agglomerations in Bavaria and Northern Italy • Connections to the nationala high-speed networks in Germany and Italy in Munich and Bologna • All big citys in Germany and Italy are accessible with max. one change of trains Stadt mit DB/ÖBB-EC-Halt 2014 Stadt ohne DB/ÖBB-EC-Halt 2014 (mit 1 x Umsteigen erreichbar) ÖBB-Personenverkehr/Fernverkehr 3 Beschaffung Tag- und Nachtverkehr & Ausweitung Nachtverkehr Which type of train can satisfy the needs of the passengers? (and of the railway untertakings)? Stadt ohne DB/ÖBB-EC-Halt 2014 (mit 1 x Umsteigen erreichbar) ÖBB-Personenverkehr/Fernverkehr 4 Beschaffung Tag- und Nachtverkehr & Ausweitung Nachtverkehr Different traintypes as options available trainset e.g. ÖBB-CityJet Push-pull operation Capacity fixed Homologtion as trainset permanently coupled coaches + driving trailer Push-pull operation Capacity fixed e.g. railjet Not permantly couple coaches + driving trailer Push-pull operation Capacity variable e. g. DB-EC/IC Homologation as single coaches Loco pulled coaches e.g. ÖBB-EC No Push-pull operation Kapazitätsanpassung möglich ÖBB-Personenverkehr/Fernverkehr 5 Beschaffung Tag- und Nachtverkehr & Ausweitung Nachtverkehr Advantages and disadvantages of highfloor and lowfloor Pro Contra Low floor Low floot − Better accessibility (esp.
    [Show full text]
  • Structural Reinterpretation of the Classic Simplon Tunnel Section of the Central Alps
    A. G. MILNES Geological Institute, Swiss Federal Institute of Technology, Zurich, Switzerland Structural Reinterpretation of the Classic Simplon Tunnel Section of the Central Alps ABSTRACT tained, and to some extent also the traditional names. However, it will be shown that the The basement nappe concept arose during nappes were not emplaced simultaneously and the excavation of the Simplon tunnel in the that all were subjected to at least two sub- Central Alps. Recent detailed structural and sequent phases of deformation resulting in petrologic investigations in this classic area major folding. One of these was a phase of have confirmed the concept in general outline. isoclinal folding of regional importance which A complicated structural history has been de- caused widespread inversion of the original duced, however, with two phases of major structural succession. On the basis of these new folding and a period of large-scale faulting after surface findings, an attempt is made to cor- the phase of nappe emplacement. The earlier relate surface with tunnel geology, and a new of the subsequent fold phases was of regional cross section along the tunnel trace is presented. importance and caused widespread inversion of the original structural succession. During this PETROGRAPHIC AND phase, the basement rocks were in their most STRATIGRAPHIC CONSIDERATIONS ductile state and suffered the main part of their The petrography of the area to the southeast internal deformation. of the Simplon Pass (Fig. 1) has recently been described in great detail (Ragni, 1960; Milnes, INTRODUCTION 1964; Wieland, 1966). Two general petro- At 7:20 a.m. on Friday, February 24, 1905, graphic complexes are recognized: "crystalline the last rock barrier in the Simplon tunnel was basement"—consisting of gray-weathering broken through, and a new concept in Alpine quartzo-felspathic gneiss, schistose gneiss, and geology was born, the basement nappe.
    [Show full text]
  • Selection of the Optimum Tunnel System for Long Railway Tunnels with Regard to the Entire Lifecycle
    SELECTION OF THE OPTIMUM TUNNEL SYSTEM FOR LONG RAILWAY TUNNELS WITH REGARD TO THE ENTIRE LIFECYCLE H. Ehrbar & C. Tannò ETH Zurich, Switzerland H.-P. Vetsch Vetsch Rail Consult, Bützberg, Switzerland ABSTRACT: Since more than 30 years long tunnels with a total length of more than 50 kilometres exist. Many of them show a different tunnel system: double track tunnels with service tunnel, two single track tunnels and two single track tunnels with a service tunnel are the existing systems. The decision on the tunnel system of this long tunnels had to be taken at a time when only few information on operation and maintenance costs were available. Today more information on oration a maintenance is available. The paper shows, how the decision-making process should be made today considering the criteria construction, operation and safety with regard to the entire lifecycle. Recommendations on the selection of the tunnel system will be given for different boundary conditions, based on the operation experience of the long tunnel railway tunnels under operation. 1. PROJECT REQUIREMENTS OF LONG RAILWAY TUNNELS Railway tunnel constructions have the purpose of connecting cities, economic regions (Gotthard-Base Tunnel), countries (Eurotunnel, Cross Border Base Tunnel under the Ore Mountains) or even continents (Gibraltar Strait Tunnel) in order to ensure a rapid and environmentally friendly transport of people and goods. Mountains or straits are the typical topographical obstacles that must be overcome with a tunnel. Such tunnels become quickly very long (> 20 km length) due to special topographic boundary conditions for mountain base tunnels and strait tunnels. Figure 1: Longitudinal profile of a subsea tunnel (Eurotunnel) and a mountain base tunnel (Gotthard Base Tunnel) (source Wikipedia and AlpTransit Gotthard) Very long tunnels have to fulfil many project requirements, as each other civil work also.
    [Show full text]
  • Concept TEE 2.0 Will Interlink the Individual Optimized Systems to Form a Range of European Services Designed to Reduce International Journey Times
    International high-speed and overnight rail services to promote climate change mitigation Revised and enlarged Version – May 2021 Secretariat of the Federal Government Commissioner for Rail Transport www.bmvi.de | 27 November 2020 1 Contents 1. General introduction 2. Development of the Concept 3. Rolling Stock Considerations 4. Conclusion and next steps 5. Blueprint study – Detailed descriptions of the TEE 2.0 lines 2.0 www.bmvi.de | 12 May 2021 2 Contents 1. General introduction 2. Development of the Concept 3. Rolling Stock Considerations 4. Conclusion and next steps 5. Blueprint study – Detailed descriptions of the TEE 2.0 lines 2.0 www.bmvi.de | 12 May 2021 3 Societal change in travel behaviour – wider clientele Changes in travel choices due to effects such as • greater awareness of climate change (“flying shame”) • shorter journey times thanks to growing high-speed networks • direct links to and from smaller towns and cities located along the routes of the mainlines Opportunity for new message from railways – new TEE network High-speed trains over long distances (passing through 4, but at least 3 countries) The TransEuropExpress 2.0, or TEE 2.0 for short, is thus a symbol of cohesion and further European integration. Opportunity presented by the establishment of clock-face timetables TEE 2.0 and attractive overnight services can be integrated in the clock- face timetables and will not use any paths at the expense of freight trains. 2.0 www.bmvi.de | 12 May 2021 4 Clock-face timetabling such as the “Deutsch- Züge sind bereit zur Abfahrt (00) Abfahrt in den Umsteigebahnhöfen (05) landtakt” to form the basis of new TEE network Ankunft in den Umsteigebahnhöfen (55) Züge sind bereit zur Abfahrt (00) • “More frequent – faster – everywhere”: clock-face timetable will establish a new, transparent principle of infrastructure planning and capacity management.
    [Show full text]
  • Update on Investments in Large TEN-T Projects ______
    Update on Investments in Large TEN-T Projects ____________________________________________________________________________________________ DIRECTORATE GENERAL FOR INTERNAL POLICIES POLICY DEPARTMENT B: STRUCTURAL AND COHESION POLICIES TRANSPORT AND TOURISM UPDATE ON INVESTMENTS IN LARGE TEN-T PROJECTS STUDY Policy Department B: Structural and Cohesion Policies ____________________________________________________________________________________________ This document was commissioned by the European Parliament's Committee on Transport and Tourism. AUTHORS Fraunhofer, Institut für System- und Innovationsforschung, Germany - Wolfgang Schade, Lucia Mejia-Dorantes Karlsruhe Institute of Technology, Germany - Werner Rothengatter ProgTrans, Switzerland - Olaf Meyer-Rühle, Stephan Kritzinger RESPONSIBLE ADMINISTRATOR Marc Thomas Policy Department B: Structural and Cohesion Policies European Parliament B-1047 Brussels E-mail: [email protected] LINGUISTIC VERSIONS Original: EN EDITORIAL ASSISTANCE Adrienn Borka ABOUT THE EDITOR To contact the Policy Department or to subscribe to its monthly newsletter please write to: [email protected] Manuscript completed in December 2014 © European Union, 2014. This document is available on the Internet at: http://www.europarl.europa.eu/studies DISCLAIMER The opinions expressed in this document are the sole responsibility of the author and do not necessarily represent the official position of the European Parliament. Reproduction and translation for non-commercial purposes are
    [Show full text]
  • Tunnels and Underground Cities: Engineering and Innovation Meet
    Tunnels and Underground Cities: Engineering and Innovation meet Archaeology, Architecture and Art – Peila, Viggiani & Celestino (Eds) © 2019 Taylor & Francis Group, London, ISBN 978-1-138-38865-9 Optimum tunnel system with regard to the entire lifecycle for long rail tunnels H. Ehrbar & C. Tannò ETH Zurich , Switzerland H.-P. Vetsch Vetsch Rail Consult, Bützberg, Switzerland ABSTRACT: Since more than 30 years long tunnels with a total length of more than 50 kilometres exist. Many of them show a different tunnel system: double track tunnels with ser- vice tunnel, two single track tunnels and two single track tunnels with a service tunnel are the existing systems. The decision on the tunnel system of this long tunnels had to be taken at a time when only few information on operation and maintenance costs were available. Today more information on operation and maintenance should be available. The paper shows, how the decision-making process could be adapted today considering the criteria construction, operation and safety and life cycle. Recommendations on the selection of the tunnel system will be given, based on the available operation experience of the long tunnel railway tunnels. 1 MOTIVATION For more than 100 years railway tunnels with lengths of 10 km and more have been built. To a large extent, these tunnels are still operating today (see Table 1). However, the demands posed on such tunnel systems have increased during the past years. For a long-time, the double track Tunnel without a service tunnel was the most popular system (variant 1A). Due to the higher safety standards such a system, even with an additional service tunnel, is no longer permissible nowadays unless drastic operating restrictions for mixed railway traffic apply (Ehrbar et al., 2016).
    [Show full text]
  • Water Supply and Water Drainage System of the Gotthard Base Tunnel
    Proceedings of the World Tunnel Congress 2014 – Tunnels for a better Life. Foz do Iguaçu, Brazil. Water supply and water drainage system of the Gotthard Base Tunnel including a mini power plant: a complex, multipurpose scheme to ensure operational requirement and requirements in case of accident. Davide Fabbri and Raffael Tschupp Lombardi Ltd., Minusio and Lucerne, Switzerland. Günter Späth Alptransit Ltd., Lucerne, Switzerland. ABSTRACT: To ensure operational and safety requirements a complex multipurpose water supply and drainage system scheme has been set in the 57 km long Gotthard Base Tunnel (GBT). The water supply system makes it possible to refill the fire-extinguishing-and-rescue trains at two locations in each single track tube, to provide cooling water for the underground installed cooling systems, as well as to provide 20 l/s in total for the steady flow in the waste water system, charged at the peak of the tunnel. This water flows down towards the portals, to prevent explosions of flammable fluids in the waste water drainage in case of an accident. The water drainage of the GBT, with separate systems for clean mountain water and for waste water from the single track tubes, is completed at both portals with absorption reservoirs and water treatment facilities. Those have the purpose to cool down the collected mountain water as well as to check the quality and quantity of the drainage water. 1 INTRODUCTION water supply systems and at each portal a water treatment facility. The Gotthard Base Tunnel is a railway tunnel The water supply system makes it possible to with two single track tubes, with connects the refill the fire-extinguishing-and-rescue trains at Italian with the German part of Switzerland and two locations in each single track tube, to will be used for high speed rail and heavy provide cooling water for the underground freight trains (Figure 1).
    [Show full text]
  • Measurements of Train-Induced Pressure Variations
    Simplon Tunnel (CH/IT) Measurements of train -induced pressure variations Description The 20 km long Simplon rail tunnel connects the Italian and Swiss railway networks. It is op- erated by the Swiss Federal Railways (SBB). The free cross-sectional area of the two single- track tunnel tubes of the Simplon tunnel is smaller than the free cross-sectional area of the Lötschberg base tunnel as well as the existing rail tunnels (double-track) at Gotthard and Lö- tschberg. Accordingly, in the Simplon tunnel Northern portal of the Simplon tunnel more extreme aerodynamic conditions appear at the same speed compared to other existing rail tunnels in Switzerland. The train-induced pressure variation had to be determined for an increase of travel speed from V train = 140 km/h to V train = 160 km/h in the tunnel. Train-induced pressure variations in railway tunnels are caused by: − Train entry and exit of tunnel − Train passages at changes of cross- sectional area (for example in crossover) − Train passage at the measurement location due to pressure changes along the train Installation inside of the cross-passage for data acquisition (left) Services HBI Haerter Consulting Engineers provided the Passage 160 km/h Passage 170 km/h following services: − Elaboration of the concept for measure- ments, commissioning of the measurement system and realization of the measure- ments of train-induced pressure variations [kPa] in the Simplon tunnel − Analysis of the measured data and check- ing of the plausibility of the data − Determination of the maximum positive
    [Show full text]
  • A VIEW INSIDE ÖBB´S ASSET MANAGEMENT SYSTEM
    A VIEW INSIDE ÖBB´s ASSET MANAGEMENT SYSTEM Christian Holzer ÖBB Infrastruktur AG (Austrian Federal Railways) Are you familiar with the following situation? 2 Todays real-life scenario: The asset owner comes with a request… Difficult question… Luckily we have a lot of experience! What if … ? Asset Owner Asset Manager Employees 3 Todays real-life scenario: …the asset manager forwards the request to it’s employees ? ? ? A What if … ? Asset Manager Employees 4 Todays real-life scenario: … many answers worked out by all the experts You can…, provided that… Don’t know… It is like … In my opinion.. ? My answer is… I think the One could say… answer is … Asset Manager Employees 5 Todays real-life scenario: … the asset manager responds with a brief summary Well, the answer to your question is… Asset Owner Asset Manager Employees 6 …the scenario we where confronted with in 2014… 7 Who we are Semmering base tunnel Speed up to 230 km/h 27 km long Status: under construction Start of Service: 2026 4.846 km of track 13.760 switches 6.327 bridges 246 tunnels 3.398 level crossings 1.095 stations Brenner base tunnel Koralm railway Joint project with Italy 130 km new railway lines 64 km long railway tunnel 33 km long Koralm tunnel 8 terminals Status: under construction 12 new Stations Start of Service: 2026 Status: under construction Investments of € 2 billion per year Start of Service: 2024 8 WHY? HOW? BENEFIT? 9 two questions: „what if…?“ and „what will happen then…?“ 10 Asset Management - what is it and why do we need it? Managing costs performance
    [Show full text]