Eurailmag - #15 - March 2007 - (Page 97)

Tunnels A STEP-BY-STEP APPROACH HAS BEEN ADOPTED TO UPGRADE THE ENTIRE NORTH-SOUTH AXIS Whichever the method used to define a sensitive area – whether “scientific” or “pragmatic” (used by the Alpine Convention) – the corridor between Rosenheim and Affi will certainly have to be classified as such. In order to manage traffic volumes over the Brenner pass in a sustainable way and protect the ecosystem of the Brenner corridor, construction of the Brenner Base Tunnel is crucial. TECHNICAL DETAILS Project The 56 km long Brenner Base Tunnel is the central link in the Munich-Verona axis. The planned operating programme for the final configuration is for a minimum of 400 trains per day, including 320 freight trains. The North entrance of the Brenner Base Tunnel is located just before the entrance to Innsbruck train station, while the South entrance is located at the entrance to Fortezza train station. The tunnel consists of two main single-track tunnels, connected every 333 m with side tunnels. The inter-axis between tunnels is generally 40 m long, but in geotechnically difficult areas it can be increased to 70 m. The two canes have a circular section with a radius of 4.05 m. From an aerodynamic point of view, taking into account the latter and the rolling stock available nowadays, maximum speed of 220km/hr can be attained. The tunnel section complies with the UIC-GC gauge. Three multi-purpose points, precisely at Innsbruck, Steinach and Prati bypass, located 20 km apart, are planned. The multi-purpose points feature emergency stops - for providing assistance to passengers in trains in the case of accidents, as well as operating facilities and machines for maintenance. Simulation studies have revealed the need for a station for overtaking, in order to facilitate a regular service. The Steinach multi-purpose point has therefore been transformed into a multipurpose station, by adding two rails for overtaking. The multi-purpose points and station all have an access tunnel open to traffic from outside. Underneath the two tunnels, an excavation tunnel is being built to explore the geography of the chosen route. In addition, during construction of the two railway tunnels, it will be used for transporting spoil material and for drainage. Thanks to modern technology, high tension electricity and optic fiber lines can also be transported through this tunnel, with obvious positive impacts on the environment. PROGRESS Background With traffic problems across the Alps growing since 1980, transport ministers from the Federal Republic of Germany, Republic of Austria and Republic of Italy agreed to produce a feasibility study for constructing a railway base tunnel on the Brenner route. The study was completed in 1989, and at a meeting held in Udine the same year, transport ministers from the three countries approved it as the basis for future projects. In 1993, additional research was completed to supplement the feasibility study for the tunnel. And in June 1994, the three transport ministers agreed to upgrade the routes proposed along the Munich-Verona rail axis. Those routes were integrated into national transport programmes, thus allowing the required infrastructural capacities to be developed when needed and in relation to transport demand. On the Munich-Verona axis, the route was defined as follows: • Northern access along the Inn Valley • Brenner Base Tunnel between Innsbruck and Fortezza • Southern access along the Isarco and Adige valleys EURAILmag Business & Technology Issue 15 http://www.miretopo.com http://www.miretopo.com

Table of Contents for the Digital Edition of Eurailmag - #15 - March 2007

SOMMAIRE
NOTICE BOARD
COATINGS
NEWS
SERVICES
INFRASTRUCTURE
HIGH-SPEED LINES
TUNNELS
PEOPLE
ROLLING STOCK
WEBSITE DIRECTORY

Eurailmag - #15 - March 2007

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