Civil Engineering Reference
In-Depth Information
each of which was 8 metres long for transporting segments and one grout
carriage.The segment carriages could take a load of a maximum of 2 segments
each weighing approximately 11 tons.The traction was provided by two tun-
nel locomotives each weighing 52 tons which pushed the train into the tun-
nel.These locomotives provided most (80%) of the braking force which was
required in view of the maximum gradient in the tunnel tubes of 4.5%. Two
locomotives were also coupled to trains loaded with the material for the road
backfill.The total weight of both types of trains was approximately 250 tons.
The maximum speed in the tunnel was 20 km/h, whereas the maximum speed
allowed on the marshalling yard was 10 km/h.
For lighter transport, locomotives of 25 or 35 tons were used which could
also be coupled to each other if required. In the end, the contractor acquired
additional plant and machinery, 12 heavy and 8 light locomotives, which
were available for all the transportation required. Transportation of person-
nel was by so-called rail buses. If necessary, 4 people could also travel on
the segment and backfill trains.
The undriven rolling stock consisted of about 110 carriages, some of which
were equipped with concrete pumps or rail cranes. A fire brigade and an
ambulance carriage was also available as well as a carriage specially fitted
out to transport divers to the excavation front.
Design of trailers for tunnel boring machine
In the completed tunnel section behind the TBM, space had to be available
for the delivery of tunnel segments by train, the delivery of pipes, grout
mortar and the arrival and departure of personnel. In addition, the roadbed
in which the cable gallery was laid was constructed directly behind the tunnel
boring machine.
In order to prevent the complexity of the logistical process from causing
problems, the trailers behind the first two trailers (1a and 1b) were designed
as platform carriages with hinged couplings.The platform of these carriages
was at the same level as that of the upper decks of the first two trailers.
Using sufficient numbers and lengths of all the carriages, including the trail-
ers and platform carriages the tunnel boring machine was 195 metres long,
gave a certain degree of logistical freedom which made it possible to carry out
several tasks at the same time without them obstructing each other.
First carriage behind the TBM - trailer 1a
The so-called 'Zubringerkran' (transportation crane) travelled on continuous
track on the upper deck of the trailer immediately behind theTBM, trailer '1a'
which had three decks. This crane moved the tunnel segments from the
intermediate store on the upper deck of the rear trailer '1b', and the platform
carriages to the segment erector. Furthermore, the upper deck was fitted
with the bentonite supply pipe and the ventilation duct.
The hydraulic drive unit, consisting of hydraulic pumps, control units, oil
reservoir with filter and cooling system, was mounted on the middle deck.
The transformer station with associated high and low voltage panels was
also set up here.The grout container and the grout pumps were on the lower
deck. The slurry discharge pump with driving gear was also fitted here.
Second carriage behind the TBM - trailer 1b
A continuous track was also fitted on the upper deck of trailer '1b' also with
three decks, which connected up to the track of trailer '1a'. The crane which
travelled on this track lifted the tunnel segments from the tunnel train and put
them into intermediate storage on the platform carriages or on trailer '1b'. In
addition, the bentonite supply pipe, the slurry discharge pipe and the ventila-
tion duct were mounted on the upper deck.
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