Forskjell mellom versjoner av «Dimensjonerende laster»
(→Risiko for brann) |
(→Komfortkriterier) |
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=Komfortkriterier= | =Komfortkriterier= | ||
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| + | The pressure variations in the tunnel are transmitted by openings from the exterior of a train to the interior. | ||
| + | Hence, the pressure level inside a train can not be constant and will vary. Pressure variations within a | ||
| + | certain time interval (few seconds) are relevant to the passenger pressure comfort and health [5]. High | ||
| + | pressure variations inside a car body may lead to discomfort and in extreme cases injure passengers or | ||
| + | staff. | ||
| + | TSI health criterion: | ||
| + | The European specification for interoperability of high speed trains defines that pressure variations must | ||
| + | not exceed pressure variations of 10 kPa (peak to peak) within the entire passage through a tunnel - in any | ||
| + | situation [14]. This value is mandatory and valid even for a complete failure of the train sealing (e.g. broken | ||
| + | window) and crossing high speed trains. This strict criterion is called the TSI health criterion. | ||
| + | Pressure comfort: | ||
| + | For lower pressure variations the travel and pressure comfort are strongly related to individual perception. | ||
| + | Hence, different national rules and guidelines were developed over the last 20 years. Maximum pressure | ||
| + | variations (peak to peak) which should not be exceeded during a certain time interval are usually defined | ||
| + | [6]. | ||
| + | The most popular pressure criteria are defined within the UIC-Code 660 [16], which is originally | ||
| + | addressed to rolling stock manufacturers. | ||
| + | The UIC-Code 779-11 [17], which is addressed to the tunnel design (civil-engineering), gives | ||
| + | contradictory recommendations. | ||
| + | Table 3: Pressure comfort criteria (maximum pressure variation within a certain time interval) | ||
| + | time interval | ||
| + | 1s 3s | ||
| + | 4s | ||
| + | UIC 660 < 0.5 kPa < 0.8 kPa | ||
| + | UIC 779 < 1.0 kPa - | ||
| + | - - | ||
| + | - - | ||
| + | 10 s 60 s | ||
| + | - < 1.0 kPa < 2.0 kPa | ||
| + | < 1.6 kPa < 2.0 kPa - | ||
| + | < 1.5 kPa - - | ||
| + | < 2.5 kPa - - | ||
| + | criteria | ||
| + | SBB Rail 2000 | ||
| + | (project specific, ) | ||
| + | Tunel de Guadarrama | ||
| + | (project specific) | ||
| + | |||
| + | However, passengers may feel bad or sick even though pressure comfort criteria are met. Generally the | ||
| + | comfort of passengers does not specifically depend on the pressure variations, other important aspects | ||
| + | are: | ||
| + | distraction / entertainment (nice landscape, interesting discussions, etc.) | ||
| + | noise (rail, aerodynamic or loud passengers, etc.) | ||
| + | vibrations | ||
| + | state of health or age of passengers | ||
| + | frequency and duration of tunnel passages | ||
| + | After several years of experience working with the UIC-660 pressure comfort criteria it comes out that | ||
| + | specifically the long time criterion (∆pmax in 60 s < 2 kPa) is very difficult to satisfy. The main reason is the | ||
| + | development of rather long double bore single track tunnels with typically small free cross-sectional areas | ||
| + | (ATunnel ≈ 40 - 50 m2). The constant pressure decrease along the train during the tunnel passage leads to a | ||
| + | significant pressure-step at the exit portal. Indeed several studies concerning pressure comfort are | ||
| + | underway in Europe with the aim to understand more about this phenomenon and the impact on | ||
| + | passengers. | ||
=Mekaniske ulykkeslaster= | =Mekaniske ulykkeslaster= | ||
Revisjonen fra 14. jun. 2012 kl. 11:13
Innhold
1 Trykk- og suglaster
Kriterier for dimensjonerende trykk- og suglaster for ett- og toløpstunneler er gjennomgått. Det anbefales spesifikke krav til trykk- og suglaster for V ≤ 200 km/h og 200 < V ≤ 250 km/h.
| Last fra togtrafikk | Enkeltsporet tunnel (kN/m2) | Dobbeltsporet tunnel (kN/m2) |
|---|---|---|
| V ≤ 200 km/h | ||
| 200 < V ≤ 250 km/h |
Forutsetninger:
- Enkeltsporet tunnel med tverrsnitt 50-60 m2
- Dobbeltsporet tunnel med tverrsnitt 90-100 m2
- Ballastspor
- Helisolert såle
- Ingen trykkavlastning
Størrelsene av trykk- og suglaster skal vurderes spesielt ved:
- Fastspor
- Avvik fra forutsatt tunneltverrsnitt
- Avvik fra forutsatt hastighet
- Traktformede portalsoner og/eller sjakter
2 Komfortkriterier
The pressure variations in the tunnel are transmitted by openings from the exterior of a train to the interior. Hence, the pressure level inside a train can not be constant and will vary. Pressure variations within a certain time interval (few seconds) are relevant to the passenger pressure comfort and health [5]. High pressure variations inside a car body may lead to discomfort and in extreme cases injure passengers or staff. TSI health criterion: The European specification for interoperability of high speed trains defines that pressure variations must not exceed pressure variations of 10 kPa (peak to peak) within the entire passage through a tunnel - in any situation [14]. This value is mandatory and valid even for a complete failure of the train sealing (e.g. broken window) and crossing high speed trains. This strict criterion is called the TSI health criterion. Pressure comfort: For lower pressure variations the travel and pressure comfort are strongly related to individual perception. Hence, different national rules and guidelines were developed over the last 20 years. Maximum pressure variations (peak to peak) which should not be exceeded during a certain time interval are usually defined [6]. The most popular pressure criteria are defined within the UIC-Code 660 [16], which is originally addressed to rolling stock manufacturers. The UIC-Code 779-11 [17], which is addressed to the tunnel design (civil-engineering), gives contradictory recommendations. Table 3: Pressure comfort criteria (maximum pressure variation within a certain time interval) time interval 1s 3s 4s UIC 660 < 0.5 kPa < 0.8 kPa UIC 779 < 1.0 kPa - - - - - 10 s 60 s - < 1.0 kPa < 2.0 kPa < 1.6 kPa < 2.0 kPa - < 1.5 kPa - - < 2.5 kPa - - criteria SBB Rail 2000 (project specific, ) Tunel de Guadarrama (project specific)
However, passengers may feel bad or sick even though pressure comfort criteria are met. Generally the comfort of passengers does not specifically depend on the pressure variations, other important aspects are: distraction / entertainment (nice landscape, interesting discussions, etc.) noise (rail, aerodynamic or loud passengers, etc.) vibrations state of health or age of passengers frequency and duration of tunnel passages After several years of experience working with the UIC-660 pressure comfort criteria it comes out that specifically the long time criterion (∆pmax in 60 s < 2 kPa) is very difficult to satisfy. The main reason is the development of rather long double bore single track tunnels with typically small free cross-sectional areas (ATunnel ≈ 40 - 50 m2). The constant pressure decrease along the train during the tunnel passage leads to a significant pressure-step at the exit portal. Indeed several studies concerning pressure comfort are underway in Europe with the aim to understand more about this phenomenon and the impact on passengers.
3 Mekaniske ulykkeslaster
3.1 Risiko for ulykker i jernbanetunneler
Risikoen er et uttrykk for frekvensen for at en ulykke inntreffer når et tog kjører gjennom en tunnel, samt konsekvensene av en slik ulykke.
Gjennomgang av ulykkesstatistikk viser at av de ulykker der menneskeliv kan gå tapt, er det tre typer ulykker som også er relevante i tunneler:
- Sammenstøt
- Avsporing
- Brann
3.1.1 Ulykkesfrekvenser
Figur: Ulykkesfrekvenser for persontog
Ulykkesfrekvensen for jernbanetunneler er estimert på bakgrunn av ulykkesstatistikk i perioden 1970-2000 ved det norske jernbanenettet. Frekvensen er sammenlignet med frekvensen for åpen linje.
3.1.1.1 Risiko for sammenstøt
Risikoen for sammenstøt er lavere i tunnel enn for åpen linje bl.a. pga. følgende forhold:
- sammenstøt mellom tog og bil ved planoverganger forekommer ikke i tunnel
- lavere risiko for sammenstøt ved skifting
- lavere risiko for sammenstøt ved ras
- lavere risiko for sammenstøt i forbindelse med avsporing
3.1.1.2 Risiko for avsporing
Risikoen for avsporing er lavere i tunnel enn for åpen linje bl.a. pga. følgende forhold:
- jevn skinnetemperatur gir lavere risiko for avsporing som følge av solslyng eller skinnebrudd
- bedre kurvatur og grunnforhold gir lavere risiko for avsporing som følge av vindskjevheter og sporutvidelser
- færre sporveksler
- lavere risiko for ras
3.1.1.3 Risiko for brann
Risikoen for brann vil være tilnærmet den samme i tunnel som for åpen linje.
