DOCSLIB.ORG

Trend Analysis of Long Tunnels Worldwide

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Trend Analysis of Long Tunnels Worldwide MTI Report WP 12-09 MINETA TRANSPORTATION INSTITUTE The Mineta Transportation Institute (MTI) was established by Congress in 1991 as part of the Intermodal Surface Transportation Equity Act (ISTEA) and was reauthorized under the Transportation Equity Act for the 21st century (TEA-21). MTI then successfully competed to be named a Tier 1 Center in 2002 and 2006 in the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). Most recently, MTI successfully competed in the Surface Transportation Extension Act of 2011 to be named a Tier 1 Transit-Focused University Transportation Center. The Institute is funded by Congress through the United States Department of Transportation’s Office of the Assistant Secretary for Research and Technology (OST-R), University Transportation Centers Program, the California Department of Transportation (Caltrans), and by private grants and donations. The Institute receives oversight from an internationally respected Board of Trustees whose members represent all major surface transportation modes. MTI’s focus on policy and management resulted from a Board assessment of the industry’s unmet needs and led directly to the choice of the San José State University College of Business as the Institute’s home. The Board provides policy direction, assists with needs assessment, and connects the Institute and its programs with the international transportation community. MTI’s transportation policy work is centered on three primary responsibilities: Research MTI works to provide policy-oriented research for all levels of Department of Transportation, MTI delivers its classes over government and the private sector to foster the development a state-of-the-art videoconference network throughout of optimum surface transportation systems. Research areas in- the state of California and via webcasting beyond, allowing clude: transportation security; planning and policy development; working transportation professionals to pursue an advanced interrelationships among transportation, land use, and the degree regardless of their location. To meet the needs of environment; transportation finance; and collaborative labor- employers seeking a diverse workforce, MTI’s education management relations. Certified Research Associates conduct program promotes enrollment to under-represented groups. the research. Certification requires an advanced degree, gener-ally a PhD, a record of academic publications, and Information and Technology Transfer profession-al references. Research projects culminate in a MTI promotes the availability of completed research to peer-reviewed publication, available both in hardcopy and professional organizations and journals and works to on TransWeb, the MTI website (http://transweb.sjsu.edu). integrate the research findings into the graduate education program. In addition to publishing the studies, the Institute Education also sponsors symposia to disseminate research results The educational goal of the Institute is to provide graduate-lev- to transportation professionals and encourages Research el education to students seeking a career in the development Associates to present their findings at conferences. The and operation of surface transportation programs. MTI, through World in Motion, MTI’s quarterly newsletter, covers San José State University, offers an AACSB-accredited Master of innovation in the Institute’s research and education pro- Science in Transportation Management and a graduate Certifi- grams. MTI’s extensive collection of transportation-related cate in Transportation Management that serve to prepare the na- publications is integrated into San José State University’s tion’s transportation managers for the 21st century. The master’s world-class Martin Luther King, Jr. Library. degree is the highest conferred by the California State Uni- versity system. With the active assistance of the California DISCLAIMER The contents of this report reflect the views of the authors, who are responsible for the facts and accuracy of the information presented herein. This document is disseminated under the sponsorship of the U.S. Department of Transportation, University Transportation Centers Program and the California Department of Transportation, in the interest of information exchange. This report does not necessarily reflect the official views or policies of the U.S. government, State of California, or the Mineta Transportation Institute, who assume no liability for the contents or use thereof. This report does not constitute a standard specification, design standard, or regulation. REPORT WP 12-09 TREND ANALYSIS OF LONG TUNNELS WORLDWIDE Jae-Ho Pyeon, PhD March 2016 A publication of Mineta Transportation Institute Created by Congress in 1991 College of Business San José State University San José, CA 95192-0219 TECHNICAL REPORT DOCUMENTATION PAGE 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. CA-MTI-16-1429 4. Title and Subtitle 5. Report Date Trend Analysis of Long Tunnels Worldwide March 2016 6. Performing Organization Code 7. Authors 8. Performing Organization Report Jae-Ho Pyeon, PhD MTI Report WP 12-09 9. Performing Organization Name and Address 10. Work Unit No. Mineta Transportation Institute College of Business San José State University 11. Contract or Grant No. San José, CA 95192-0219 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered U.S. Department of Transportation Final Report Office of the Assistant Secretary for Research and Technology University Transportation Centers Program 14. Sponsoring Agency Code 1200 New Jersey Avenue, SE Washington, DC 20590 15. Supplemental Notes 16. Abstract High-speed rail construction projects have frequently required long tunnels to reduce travel time and distance. The California High-Speed Rail (CHSR) authority is considering a tunnel up to 16 miles long for a direct route from Palmdale to Burbank. With advances in tunneling technology, the many long tunnels in use around the world today hold valuable lessons for CHSR, particularly with respect to minimization of ground disturbance and improved passenger and operator safety. The primary objective of this project is to determine the state of the art for construction and operation of long tunnels used for high-speed rail. With an abundance of long tunnels successfully completed and already in use around the globe, an examination of those projects can provide the State with the benefit of their experience at little cost. The research began with a review of the literature on long tunnels around the world, with a focus on characteristics and the research team constructed a detailed database of information on the projects behind the world’s long tunnels. Based on the data, this report presents data on 67 tunnels longer than 4.5 miles, including 32 high-speed railway tunnels, located in 28 countries around the world. The research team analyzed the data to determine the factors that should be considered in planning long tunnels for HSR projects. Analysis results were documented in a systematic manner to compare with potential tunnels for the Palmdale-to-Burbank segment of the California HSR system. It is hoped that the trends identified from the aggregate data will help inform decisions for the tunnel projects being considered for the Palmdale-to-Burbank segment of California High-Speed Rail. 17. Key Words 18. Distribution Statement Long Tunnel, TBM, Tunneling No restrictions. This document is available to the public through Method, High Speed Rail, Trend The National Technical Information Service, Springfield, VA 22161 Analysis 19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of Pages 22. Price Unclassified Unclassified 51 $15.00 Form DOT F 1700.7 (8-72) iii Copyright © 2016 by Mineta Transportation Institute All rights reserved Library of Congress Catalog Card Number: 2016935462 To order this publication, please contact: Mineta Transportation Institute College of Business San José State University San José, CA 95192-0219 Tel: (408) 924-7560 Fax: (408) 924-7565 Email: [email protected] transweb.sjsu.edu Mineta Transportation Institute 031616 iv ACKNOWLEDGMENTS The author would like to express his sincere gratitude to the Mineta Transporta-tion Institute (MTI) for the financial and administrative support that made this research possible. The author is especially grateful to research assistants Nima Khatae and Arash Abbasi for their constructive assistance collecting project data and information for this research. The authors also thank MTI staff, including Executive Director Karen Philbrick, PhD; Publication Support Manager Joseph Mercado; and Editor and Webmaster Frances Cherman. Mineta Transportation Institute v TABLE OF CONTENTS Executive Summary 1 Research Background and Objective 1 Research Methodology 1 Research Outcomes 2 I. Introduction 5 Background 5 Objective 5 Scope And Methodology 5 II. Literature Review 7 Long Tunnels Around the World 7 Rail Transit Tunnel Types 9 Excavation Methods 11 Emergency Operations 14 Ventilation Systems 17 Spoil Management 19 European High-Speed Rail Tunnel Systems 21 Gotthard Tunnel Review 23 III. Data Collection 25 Robbins Company Tunnel Data 28 California High-Speed Rail Palmdale-to-Burbank Tunnel 30 IV. Data Analysis 31 Projects by Location 31 Tunneling Methods 34 Tunnel Configuration 40 V. Conclusions 42 Appendix 44 Abbreviations and Acronyms 46 Bibliography 47 About the Author 50 Peer Review
Recommended publications
  • Rebuilding America's Infrastructure Track Support For

    Rebuilding America's Infrastructure Track Support For

    September 2011 Designing a top transportation project Award-winning projects 8 INSIDE Upgrading bridge durability 14 Track support for railways 19 FRP composite technology 22 www.RebuildingAmericasInfrastructure.com A supplement to Thinking cap Build on our expertise. With over 25 years of industry-leading engineering and innovation in soil reinforcement and ground stabilization, we’ve learned the value of approaching each project with a fresh perspective. How can we make it more economical? What’s the smartest solution, from project start all the way to completion? Because at Tensar, our systems help build more than just roadways, retaining walls and foundations; they build confidence. To learn more call 866-265-4975 or visit www.tensarcorp.com/cap7. RAILWAYS By using Tensar Geogrid, the Utah Transit Authority had significant reduction in material and labor costs. Track support for railways AREMA-approved geogrids benefit bed design in soft soils. By Bryan Gee he support of rail line, whether for new or existing cost-effective option for reinforcing track ballast and bridging track, is an essential aspect of railroad construction over soils with variable strength characteristics. Having this and maintenance. This can be an expensive and reinforcement benefit now recognized by AREMA is truly lengthy procedure involving the mitigation of soft exciting news.” Tor variable soil conditions, frequent ballast maintenance, and The growing recognition of the benefits of geogrids and in some cases, track realignment. However, advances in tech- their recent approval by AREMA have provided a signifi- nology can provide quantifiable financial and time-reduction cant boost toward their acceptance as a best practice for the benefits.
  • Comparative Analysis of Design Parameters for High-Speed Railway Earthworks in Different Countries and a Unified Definition of Embankment Substructure

    Comparative Analysis of Design Parameters for High-Speed Railway Earthworks in Different Countries and a Unified Definition of Embankment Substructure

    THE BALTIC JOURNAL OF ROAD ISSN 1822-427X/eISSN 1822-4288 AND BRIDGE 2020 Volume 15 Issue 2: 127–144 ENGINEERING https://doi.org/10.7250/bjrbe.2020-15.476 2020/15(2) COMPARATIVE ANALYSIS OF DESIGN PARAMETERS FOR HIGH-SPEED RAILWAY EARTHWORKS IN DIFFERENT COUNTRIES AND A UNIFIED DEFINITION OF EMBANKMENT SUBSTRUCTURE JIANBO FEI1,2,3, YUXIN JIE4, CHENGYU HONG1,2,3*, CHANGSUO YANG5 1Underground Polis Academy, Shenzhen University, Shenzhen 518060, China 2Key Laboratory of Coastal Urban Resilient Infrastructures (MOE), Shenzhen University, Shenzhen 518060, China 3College of Civil and Transportation Engineering, Shenzhen University, Shenzhen 518060, China 4State Key Laboratory of Hydroscience and Engineering, Tsinghua University, Beijing 100084, China 5China Railway Economic and Planning Research Institute, Beijing 100038, China Received 18 June 2019; accepted 4 November 2019 Abstract. This paper compares design specifications and parameters for high-speed railway (HSR) earthworks in different countries (i.e., China, France, Germany, Japan, Russia, Spain and Sweden) for different track types (i.e., ballasted and ballastless), and for different design aspects (i.e., HSR * Corresponding author. E-mail: [email protected] Jianbo FEI (ORCID ID 0000-0001-8454-204X) Copyright © 2020 The Author(s). Published by RTU Press This is an Open Access article distributed under the terms of the Creative Commons Attribution License (http://creativecommons.org/licenses/by/4.0/), which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited. 127 THE BALTIC JOURNAL OF ROAD AND BRIDGE ENGINEERING 2020/15(2) embankment substructure, compaction criteria, width of the substructure surface, settlement control, transition section, and design service life).
  • Ballastless Track on High-Speed Lines a Guarantee for Travel Savety And

    Ballastless Track on High-Speed Lines a Guarantee for Travel Savety And

    Ballastless track on high-speed lines A guarantee for travel savety and comfort Prologue High–speed rail travel, as a fast connection between high-density population areas and as an alternative to frequently-overloaded air connections with an uncertain future, is gaining increasingly in significance all over the world. In the face of growing traffic density, critical views of life-cycle costs and significantly increa- sed requirements of the availability of railway tracks, there is an increasing demand for track systems which have a long lifetime, low service and maintenance costs and which also guarantee tra- vel safety and comfort. Ballastless tracks (BLT) have numerous advantages over the tradi- tional ballasted track, because of markedly reduced maintenance costs, longer duration of use, improved precision of the running track and the resultant quiet vehicle running. High speed and ballast The nature of the route requirements is changing, as a result of an increase in travel speed or axle loads. The load transported creates inertial forces and the particular more-frequent faults ari- sing from the rolling process are increasing dramatically. Altered deformation mechanisms with dynamic stimulation can result in major grain shifts during piling-up of ballast, which result in con- siderable impairment of the ballasted track and are responsible for uneven creeping and track displacement in the ballast bed. In addition, the track ballast stones are sucked up by vehicles at very high speeds (flying ballast) and may damage them. De- spite the choice of harder types of stone for ballast in high-speed traffic, maintenance costs are considerably higher.
  • Tunnel Systems . Design & Supply

    Tunnel Systems . Design & Supply

    Business Location Zweibrücken Sales Office Vienna, Austria Business Location Chengdu, China (Joint Venture) Headquarters Power, Mining, Tunnel and Chengdu KK&K Power Fan Co., Ltd. Power, Mining and Tunnel Fans, Industrial Fans Sales, Service, Engineering, Manufacture Service Sales, Service No. 15 Wukexisilu, Wuhou Disctrict, Gleiwitzstrasse 7 Karl-Waldbrunner-Platz 1 Chengdu 61 0045 66482 Zweibrücken/Germany 121 0 Vienna /Austria Sichuan Province/P.R. China Phone: +49 6332 808-0 Phone: +43 1713 403010 Phone: +86 28 85003500 Business Location Bad Hersfeld Rep. Office Moscow, Russia Business Location Akron, OH USA Manufacture and Logistics, Power, Mining, Tunnel and TLT-Turbo Inc. Industrial Fans, Service Industrial Fans Power, Mining, Tunnel and Wippershainer Strasse 51 ul. Novoslabodskaya 31,d.4 Industrial Fans 36251 Bad Hersfeld/Germany 127055 Moscow/Russia Sales, Service, Manufacture Phone: +49 6621 7962-0 Phone: +7 459 6611780 2693 Wingate Avenue Akron, OH 44314/USA Business Location Frankenthal Sales Office Beijing, China Phone: +1 844-858-3267 (844-TLT-Fans) Service, Power Fans TLT-Turbo GmbH Hessheimer Strasse 2 Beijing Representative Office Business Location TLT ACTOM (Pty) Ltd, South Africa 67227 Frankenthal/Germany Sales Industrial Fans (Joint Venture) Phone: +49 6233 77081-0 22 D Building E Sales, Service, Manufacture Majestic Garden No. 6 Magnet House Business Location Oberhausen North Sichuan Medium Road 4 Branch Road Service, Power Fans Chaoyang District Driehoek Havensteinstrasse 46 100029 Beijing /P.R. China Germiston, 1401 46045 Oberhausen/Germany Phone: +86 10 82842683/84 Phone: +27 11 878-3050 Phone: +49 208 8592-0 www.tlt-actom.co.za Sweden Russia Canada Germany Benelux Poland Mongolia Ukraine Slovakia Spain Italy Czech Republic USA Turkey Korea China Israel Egypt Taiwan Indonesia Columbia Venezuela Peru Brazil Australia Chile Mexico South Africa Guatemala Honduras Nicaragua TLT-Turbo GmbH representatives Tunnel Systems .
  • DB Netz AG Network Statement 2016 Valid from 14 April 2015 DB Netz

    DB Netz AG Network Statement 2016 Valid from 14 April 2015 DB Netz

    DB Netz AG Network Statement 2016 valid from 14 April 2015 DB Netz AG Headquarters I.NMN Version control Date Modification 12.12.2014 Amendment of Network Statement 2015 as at 12 December 2014 (Publication of the Network Statement 2016) Inclusion of detailed information in sections 1.9 ff and 4.2.5 ff due to 14.10.2015 commissioning of rail freight corridors Sandinavian-Mediterranean and North Sea-Balitc. Addition of connection to Port of Hamburg (Hohe Schaar) in section 13.12.2015 3.3.2.5 Printed by DB Netz AG Editors Principles of Network Access/Regulation (I.NMN) Theodor-Heuss-Allee 7 60486 Frankfurt am Main Picture credits Front page photo: Bildschön, Silvia Bunke Copyright: Deutsche Bahn AG Contents Version control 3 List of Annexes 7 1 GENERAL INFORMATION 9 1.1 Introduction 9 1.2 Purpose 9 1.3 Legal basis 9 1.4 Legal framework of the Network Statement 9 1.5 Structure of the Network Statement 10 1.6 Term of and amendments to the Network Statement 10 1.7 Publication and opportunity to respond 11 1.8 Contacts at DB Netz AG 11 1.9 Rail freight corridors 12 1.10 RNE and international cooperation between DB Netz AG and other RIUs 14 1.11 List of abbreviations 15 2 CONDITIONS OF ACCESS 16 2.1 Introduction 16 2.2 General conditions of access to the railway infrastructure 16 2.3 Types of agreement 17 2.4 Regulations and additional provisions 17 2.5 Special consignments 19 2.6 Transportation of hazardous goods 19 2.7 Requirements for the rolling stock 19 2.8 Requirements for the staff of the AP or the involved RU 20 2.9 Special conditions
  • Indian Railways Unified Standard Schedule of Rates (Earthwork in Cutting & Embankment, Bridge Work

    Indian Railways Unified Standard Schedule of Rates (Earthwork in Cutting & Embankment, Bridge Work

    GOVERNMENT OF INDIA Hkkjr ljdkj MINISTRY OF RAILWAYS jsy ea=ky; Indian Railways Unified Standard Schedule of Rates (Earthwork in Cutting & Embankment, Bridge Work and P.Way Works) Engineering Department 2019 Indian Railways Unified Standard Schedule of Rates For Earthwork in Cutting & Embankment, Bridge Work and P.Way Works - 2019 CONTENTS S.No. Name of Chapter Chapter No. 1. Earth Work 1. 2. Bridge Works Substructure 2. 3. Bridge Works Super structure 3. 4. Bridge Works Super structure- Steel 4. 5. Bridge Works- Misc. 5. 6. Rails, Sleepers, Fittings and Renewals 6. 7. Turnouts and Renewals 7. 8. Manual/Mechanised Screening and Ballast 8. Related Activities 9. Welding Activities 9. 10. Reconditioning of Points & Crossings 10. 11. Formation & Rehabilitation 11. 12. Activities at Construction Sites 12. 13. Maintenance Activities 13. 14. Testing of Rails & Other Components 14. 15. Heavy Track Machines 15. 16. Small Track Machines 16. 17. Handling of Materials 17. 18. Level Crossings 18. 19. Bridge Related Activities 19. 20. Supply Items 20. 21. Miscellaneous Items 21. IR's Unified Standard Schedule of Rates 2019 Chapter-1 : Earthwork CHAPTER - 1 : EARTH WORK Item No. Description Of Item Unit Rate (Rs.) EARTHWORK WITH DEFINED LEAD 011010 Earth work in excavation as per approved drawings and dumping at embankment site or spoil heap, within railway land, including 50m lead and 1.5m lift, the lead to be measured from the centre of gravity of excavation to centre of gravity of spoil heap; the lift to be measured from natural ground level and
  • Appendix H. Simi Valley Double Track and Platform Project Preliminary Geotechnical Design Report

    Appendix H. Simi Valley Double Track and Platform Project Preliminary Geotechnical Design Report

    Appendix H Simi Valley Double Track and Platform Project Preliminary Geotechnical Design Report Draft EIR – Simi Valley Double Track and Platform Project Appendix H. Simi Valley Double Track and Platform Project Preliminary Geotechnical Design Report March 2021 Appendix H Simi Valley Double Track and Platform Project Preliminary Geotechnical Design Report Draft EIR – Simi Valley Double Track and Platform Project This page is intentionally blank. March 2021 CTO 48 SCORE Ventura Corridor Segment 1 - Simi Valley Double Track and Platform Preliminary Geotechnical Design Report SIMI VALLEY, CALIFORNIA January 2020 Prepared for: Southern California Regional Rail Authority (SCRRA) 2704 North Garey Avenue Pomona, CA 91767 Prepared by: HDR Engineering, Inc. 3230 El Camino Real, Suite 200 Irvine, CA 92602 January 31, 2020 METROLINK Mr. Colm McKenna 270 E. Bonita Ave Pomona, CA 91767 Attn: Mr. Colm McKenna, Senior Railroad Civil Engineer Dear Mr. McKenna, We are pleased to present this preliminary geotechnical design report summarizing the results of our geotechnical study for the proposed CTO 48 SCORE Ventura Corridor, Segment 1 - Simi Valley Double Track and Platform project located at Simi Valley, California. This report summarizes the work performed, data acquired, and our preliminary findings, evaluations, and recommendations for preliminary design of the project. We appreciate the opportunity to provide geotechnical services on this project and trust the information in this report meets the current project needs. If you have any questions regarding this report or if we may be of further assistance, please contact the undersigned. Respectfully submitted, HDR ENGINEERING, INC. Mario Flores, EIT Mahdi Khalilzad, PhD, PE Geotechnical Designer Senior Engineer - Geotechnical Reviewed by: Reviewed by: Jim Starick, PE Gary R.
  • Project Report Katzenberg Tunnel

    Project Report Katzenberg Tunnel

    [ COMPANY ] MAIN TOPIC PRODUCT THE KATZENBERG TUNNEL RHINE VALLEY LINE MAJOR PROJECT English Dachthema Project Report 2 The LATEST SYSTEMS FOR Speed AND SAFETY IN The KATZENBERG TUNNEL The Rhine Valley line – A major project of As the expansion work in the two tunnels progressed, Deutsche Bahn AG Rail Power Systems was able to take on two additional sub-projects: The Rhine Valley line, one of the most heavily travelled lines in the DB network, is a key line for north-south con- • The contract for the planning, supply, assembly and nections for passenger traffic and the transport of goods. commissioning of the electrotechnical equipment for The complete four-track construction and expansion of the the 50 Hz power supply and tunnel safety lighting. line between Karlsruhe and Basel will optimise railway traffic in the region by 2020. • The delivery and installation of long-welded rails for the structural completion of the track systems in the Katzenberg Tunnel interface west and east tunnels. The new Katzenberg Tunnel between Bellingen and Efringen-Kirchen has significantly increased capacities and the maximum line speed of the Rhine Valley line con- nection. The high-speed overhead contact line in the two parallel, single-track tunnels enables transit speeds of up to 250 km/h, enabling a distance of 9 385 metres to be travelled in 2 minutes and 15 seconds. The connection of the complete, expanded tunnel to the Rhine Valley line took place on schedule in December 2012. Overhead contact line, 50 Hz power supply and track systems: three tasks for Rail Power Systems In the scope of this major project, Rail Power Systems Germany was assigned three central technical tasks.
  • Riprap: 6 Okla

    Riprap: 6 Okla

    GENERAL NOTES FOR BRIDGE "A" CONTINUED OKLAHOMA DEPARTMENT OF TRANSPORTATION FED. ROAD FISCAL SHEET TOTAL STATE JOB PIECE NO. DIST. NO. YEAR NO. SHEETS RIPRAP: 6 OKLA. 27946(04) A 2'-0" thick layer of Type I-A Plain Riprap with a 6" thick layer of Type I-A Filter Blanket shall be placed at the locations shown on the plans. The Riprap REVISIONS The Contractor shall also furnish satisfactory evidence to the State of Oklahoma that DESCRIPTION DATE shall have a minimum stone size of 2'-0". The Filter Blanket shall be placed in they have provided insurance of the kinds and amounts as specified in the Special one layer. Provisions for "RAILROAD INSURANCE" and in the BNSF Railway Contractor's General Construction Agreement, Exhibits C and C-1. (PL) INSTALLATION OF BRIDGE ITEMS (TYPE A): 27946(04) PAY QUANTITIES Provide and install two (2) Kiosk Pilasters as specified in the plans. See The Contractor will be required to enter into a Contractor's General Construction 0200 BRIDGE "A" "KIOSK PILASTER DETAILS" sheets for locations and additional information. Agreement, Exhibits C and C-1, with the BNSF Railway Company before they will be ITEM DESCRIPTION UNIT QUANTITY allowed on the railroad's right-of-way. All costs of providing and installing the kiosk pilasters as specified or as 501(B) 1307 SUBSTRUCTURE EXCAVATION COMMON (BR-1) C.Y. 301.800 shown in the plans including but not limited to excavation, materials, 501(G) 6309 CLSM BACKFILL (BR-1) C.Y. 427.700 aesthetic patterns, staining, mock-ups, quality control, labor, fabrication, PRE-WORK MEETING: 503(A) 1313 PRESTRESSED CONCRETE BEAMS (TYPE IV) (BR-1) L.F.
  • Chapter 2 Track

    Chapter 2 Track

    CALTRAIN DESIGN CRITERIA CHAPTER 2 - TRACK CHAPTER 2 TRACK A. GENERAL This Chapter includes criteria and standards for the planning, design, construction, and maintenance as well as materials of Caltrain trackwork. The term track or trackwork includes special trackwork and its interface with other components of the rail system. The trackwork is generally defined as from the subgrade (or roadbed or trackbed) to the top of rail, and is commonly referred to in this document as track structure. This Chapter is organized in several main sections, namely track structure and their materials including civil engineering, track geometry design, and special trackwork. Performance charts of Caltrain rolling stock are also included at the end of this Chapter. The primary considerations of track design are safety, economy, ease of maintenance, ride comfort, and constructability. Factors that affect the track system such as safety, ride comfort, design speed, noise and vibration, and other factors, such as constructability, maintainability, reliability and track component standardization which have major impacts to capital and maintenance costs, must be recognized and implemented in the early phase of planning and design. It shall be the objective and responsibility of the designer to design a functional track system that meets Caltrain’s current and future needs with a high degree of reliability, minimal maintenance requirements, and construction of which with minimal impact to normal revenue operations. Because of the complexity of the track system and its close integration with signaling system, it is essential that the design and construction of trackwork, signal, and other corridor wide improvements be integrated and analyzed as a system approach so that the interaction of these elements are identified and accommodated.
  • Island Farm Camp

    Island Farm Camp

    UNITED KINGDOM On the A48. just outside the town of Bridgend, in South Wales, the traveller may note a group of battered and overgrown huts, the access to which is barred by a hedge and two twisted gate posts with a length of rusty chain strung between them. No indica­ ISLAND FARM CAMP tion is present from the road as to the ment for crops, but the subsoil is yellow- historical significance of the place, which is orange clay, a detail of some importance as By Jeff Vincent known as Island Farm. Indeed, apart from we shall see. The terrain is slowly undulat­ some of the local community, few people ing, gently rising from the north side, the floor. Some buildings, of special use, do not appreciate that Island Farm Prisoner-of-War side of the A48 and the camp entrance, conform to this pattern. Amongst these are Camp saw one of the biggest escape attempts towards the sea (which is only three miles the Motor Transport (MT) shed, the cook­ of the Second World War by German prison­ away). house, laundry, HQ block, and two wooden ers and was the home for two years to most The layout of the camp is fairly typical of structures at opposite ends of the camp, one of Hitler’s senior officers. It still stands its time. The accommodation huts were built used as a coffee shop and the other as a tailor virtually untouched. in prefabricated materials; they represent and barber’s shop. On the higher side of the The camp was built of prefabricated huts ‘wings’ of the central ablution block which camp a larger than average hut was built, on rich agricultural land in one of the prime was built of red brick.
  • Railways 01/2016

    Railways 01/2016

    THE DB CARGO CUSTOMER MAGAZINE NO. 01 | 16 FULL SPEED INTO THE FUTURE Europe’s largest rail freight company undergoes restructuring. Page 08 THE INDUSTRIAL NATION’S PULSE BENELUX AND BUSTO 100 PER CENT PROMOTION On board the gypsum Expanding transport Logistics for a train to Hamburg operations to Italy discount retailer Page 16 Page 38 Page 42 EDITORIAL WE NEED A RAIL NETWORK WITH BRIGHT PROSPECTS The company is standing at a crossroads. Plummeting diesel prices, high energy taxes, politically “ It’s remarkable that Bremer regulative guidelines and rising costs are putting us under pressure. We have to ask ourselves whether includes rail on multiple levels we want to remain Europe’s leading rail freight company. at the same time.” Do wewant to offer our customers better quality ANGELA WESTFAHL, KEY ACCOUNT MANAGER, through a continuously reliable network? The answer is DB CARGO a resounding yes! Industry and trade need a capable and efficient rail freight transport system. We need a railway network that can operate fairly and offer its staff and customers good prospects for the future. With our comprehensive “Zukunft Bahn” programme, this is exactly our starting point and we are fundamentally reorganising ourselves with a new business model. We at DB Cargo and our customers in the world of business are convinced that Germany and Europe need an efficient, profitable rail freight transport sector. STABLE GROUND This is the aim of the new management team at DB Cargo – and this is the aim of our employees Haindl across Europe. tuttgart 21 is not only a transport concept is being erected on a 185,000 square metres TRANSA Spedition GmbH is responsible tions, ceiling and wall panels, as well as Roman Roman I look forward to some engaging conversations with you! S that affects the whole of southern Ger- plot and should be completed by November for the transhipment of the backfill soil in , girders and pillars, all of which have to be many, it is also an enormous building site.