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    Underwater Railways

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    Mukul Raisinghani
    The document discusses the Channel Tunnel, which is an underwater railway tunnel that connects England and France beneath the English Channel. Some key details: 1) The Channel Tunnel consists of two rail tunnels and a service tunnel constructed using tunnel boring machines through chalk marl geology beneath the English Channel. 2) Construction began in 1988 and was completed in 1994, coming in 80% over budget at a cost of £4.65 billion. 3) Safety and engineering aspects such as ventilation, signaling, fire protection, and evacuation procedures were advanced for an underwater railway tunnel.

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    Underwater Railways

    Uploaded by

    Mukul Raisinghani
    642 views34 pages
    The document discusses the Channel Tunnel, which is an underwater railway tunnel that connects England and France beneath the English Channel. Some key details: 1) The Channel Tunnel consists of two rail tunnels and a service tunnel constructed using tunnel boring machines through chalk marl geology beneath the English Channel. 2) Construction began in 1988 and was completed in 1994, coming in 80% over budget at a cost of £4.65 billion. 3) Safety and engineering aspects such as ventilation, signaling, fire protection, and evacuation procedures were advanced for an underwater railway tunnel.

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    The document discusses the Channel Tunnel, which is an underwater railway tunnel that connects England and France beneath the English Channel. Some key details: 1) The Channel Tunnel consists of two rail tunnels and a service tunnel constructed using tunnel boring machines through chalk marl geology beneath the English Channel. 2) Construction began in 1988 and was completed in 1994, coming in 80% over budget at a cost of £4.65 billion. 3) Safety and engineering aspects such as ventilation, signaling, fire protection, and evacuation procedures were advanced for an underwater railway tunnel.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PPTX, PDF, TXT or read online from Scribd
    Download as pptx, pdf, or txt
    642 views34 pages

    Underwater Railways

    Uploaded by

    Mukul Raisinghani
    The document discusses the Channel Tunnel, which is an underwater railway tunnel that connects England and France beneath the English Channel. Some key details: 1) The Channel Tunnel consists of two rail tunnels and a service tunnel constructed using tunnel boring machines through chalk marl geology beneath the English Channel. 2) Construction began in 1988 and was completed in 1994, coming in 80% over budget at a cost of £4.65 billion. 3) Safety and engineering aspects such as ventilation, signaling, fire protection, and evacuation procedures were advanced for an underwater railway tunnel.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PPTX, PDF, TXT or read online from Scribd
    Download as pptx, pdf, or txt
    of 34

    Underwater

    railway mainly requires an undersea tunnel which is partly or wholly constructed under a body of water. Notable Underwater railway tunnels are listed below:

    The Channel Tunnel (beneath the English Channel at the Strait of Dover) 2. The Marmaray (under the Bosphorus strait, Istanbul) 3. The Seikan Tunnel (beneath the Tsugaru Strait, Japan) 4. The Transatlantic tunnel (theoretical in Atlantic Ocean)
    1.

    The Channel Tunnel

    ORIGINS
    KEY DATES 1802 :Albert Mathieu put forward a cross-Channel tunnel proposal. 1875:The Channel Tunnel Company Ltd began preliminary trials. 1882:The Abbot's Cliff heading had reached 897 yards (820 m) and that at Shakespeare Cliff was 2,040 yards (1,870 m) in length. January 1975: A UKFrance government backed scheme that started in 1974 was cancelled. February 1986The Treaty of Canterbury was signed allowing the project to proceed.

    ORIGINS
    KEY DATES
    June 1988: First tunnelling commenced in France December 1988: UK TBM commenced operation December 1990:The service tunnel broke through under the

    Channel May 1994: The tunnel was formally opened by HM The Queen and President Mitterrand Mid 1994:Freight and passenger trains commenced operation November 1996: A fire in a lorry shuttle severely damaged the tunnel November 2007: High Speed 1, linking London to the tunnel, opened

    Construction
    Eleven tunnel boring machines cut through chalk Marl to

    construct two rail tunnels and a service tunnel between Cheriton and Coquelles. Construction cost- 4.650 billion (equivalent to 11 billion today) an 80% cost overrun. The Channel Tunnel Rail Link (CTRL), now called High Speed 1, runs 111 km. It costs 5.8 billion. On High Speed 1 trains travelling at speeds up to 300 km/hr the journey from London to Paris takes 2 hours 15 minutes.

    Engineering

    ENGINEERING
    Surveying- undertaken 20 years before construction

    confirmed that tunnel could be bored through a chalk Marl stratum. The chalk marl was conducive to tunnelling, with impermeability , ease of excavation and strength. The Channel Tunnel consists of three bores: two 7.6metre diameter rail tunnels, 30 metres apart, 50 kilometres in length with a 4.8-metre diameter service tunnel in between. The service tunnel was used as a pilot tunnel, boring ahead of the main tunnels to determine the conditions.

    ENGINEERING
    Geology

    ENGINEERING
    Geology Environmental impact assessment did not identify any major risks for the project, and further studies into safety, noise, and air pollution were overall positive. On the French side, particularly near the coast, the

    chalk was harder, and more brittle, and more fractured than on the English side. This led to the adoption of different tunnelling techniques on the French and English sides. Exploratory probing took place in the service tunnels, in the form of extensive forward probing, vertical downward probes and sideways probing

    Tunneling
    A major Engineering challenge.
    Precast segmental linings in the main TBM drives were

    used, but different solutions were used on the English and French sides. On the French side, neoprene and grout sealed bolted linings made of cast iron or high-strength reinforced concrete were used. On the English side, the main requirement was for speed and bolting of cast-iron lining segments was only carried out in areas of poor geology.

    The tunnel boring machine

    The tunnel boring machine

    Tunneling
    On the French side, owing to the greater permeability

    to water, earth pressure balance TBMs with open and closed modes were used. The TBMs were of a closed nature during the initial 5 kilometres but then operated as open, boring through the chalk marl stratum. This minimised the impact to the ground and allowed high water pressures to be withstood, and it also alleviated the need to grout ahead of the tunnel. The short land drives of 3 km allowed one TBM to complete the first drive then reverse direction and complete the other.

    Tunneling
    Towards the completion of the undersea drives, the

    UK TBMs were driven steeply downwards and buried clear of the tunnel. These buried TBMs were then used to provide an electrical earth. The French TBMs then completed the tunnel and were dismantled.

    Reinforced concrete slabs

    Railway design
    Communication There are three communication systems in the tunnel: Concession radio (CR) for mobile vehicles and personnel within Eurotunnel's Concession (terminals, tunnels, coastal shafts) Track-to-train radio (TTR) for secure speech and data between trains and the railway control centre. Shuttle internal radio (SIR) for communication between shuttle crew and to passengers over car radios.

    Railway Design
    Power supply All tunnel services run on electricity, shared equally from English and French sources. Power is delivered to the locomotives via an overheadline (catenary) at 25 kV 50 Hz . Signalling A cab signalling system is used that gives information directly to train drivers on a display. There is Automatic Train Protection (ATP) that stops the train if the speed differs from that indicated on the in-cab display.The TVM signalling is interconnected with the signalling on the high-speed lines either side, allowing trains to enter and exit the tunnel system without stopping. The maximum allowed speed is 160 km/h.

    Incidents
    Fires
    Train failures Asylum and immigration

    Safety
    The channel tunnel safety authority 1. The service tunnel: o For access to technical equipment in cross- passages and equipment rooms, o To provide fresh-air ventilation, o For emergency evacuation. 2. The Service Tunnel Transport System (STTS): o Allows fast access to all areas of the tunnel. o The service vehicles are rubber-tyred with a buried wire guidance system.(for maintenance and firefighting)

    Safety

    Safety
    "Pods" with different purposes, up to a payload of 2.55 t

    (2.85.5 tons), are inserted into the side of the vehicles. Light Service Tunnel Vehicles (LADOGS) were introduced to supplement the STTSs. The three tunnels contain 6,000 tonnes (6,600 tons) of air that needs to be conditioned for comfort and safety, that is supplied from ventilation buildings at Shakespeare Cliff and Sangatte, with each building capable of full duty providing 100% standby capacity. Supplementary ventilation also exists on either side of the tunnel.

    Safety
    In the event of a fire, ventilation is used to keep smoke out

    of the service tunnel and move smoke in one direction in the main tunnel to give passengers clean air. The Channel Tunnel was the first mainline railway tunnel to have special cooling equipment. Trains travelling at high speed create piston-effect pressure changes that can affect passenger comfort, ventilation systems, tunnel doors, fans and the structure of the trains, and drag on the trains. Piston relief ducts were chosen to solve the problem. Unfortunately this design led to unacceptable lateral forces on the trains so a reduction in train speed was required and restrictors were installed in the ducts.

    Safety
    The wagon door systems are designed to withstand fire

    inside the wagon for 30 minutes, longer than the transit time of 27 minutes. Wagon air conditioning units help to purge dangerous fumes from inside the wagon before travel. Each wagon has a fire detection and extinguishing system, with sensing of ions or ultraviolet radiation, smoke and gases that can trigger halon gas to quench a fire. Since the Heavy Goods Vehicle (HGV) wagons are not covered, fire sensors are located on the loading wagon and in the tunnel itself.

    The future
    The Transatlantic Tunnel

    Thank You

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