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Water monitoring for Alpine underground works: Differences and similarities between France and Italy
Published in Daniele Peila, Giulia Viggiani, Tarcisio Celestino, Tunnels and Underground Cities: Engineering and Innovation meet Archaeology, Architecture and Art, 2020
E. Luchetti, S. Viat, H. Besançon, P. Grieco, S. Bellingeri
The same type of potential environmental impacts on water and aquatic environments related to the base tunnel building activities are found on both the French and Italian flanks of the infrastructure. This refers on one hand to all impacts that can be caused by open-air construction site activities and that mainly concern the Arc, the Dora Riparia and their associated groundwater: discharge on the surface environment of effluents from platform activities, run-off water from the construction site platforms and from provisional and final stocks of material, accidental infiltration of polluted water from construction site areas, other contaminations of groundwater.
Methods for tunnel construction
Published in Benjamín Celada Tamames, Z.T. Bieniawski von Preinl, Mario Fernández Pérez, Juan Manuel Hurtado Sola, Isidoro Tardáguila Vicente, Pedro Varona Eraso, Eduardo Ramón Velasco Triviño, Ground Characterization and Structural Analyses for Tunnel Design, 2020
When open TBMs excavate in suitable grounds, very high advance rates are achieved, which enables obtaining records such as the ones already mentioned in Section 7.3. In the construction of the Gotthard Base Tunnel, which with its 57 km was the longest tunnel in the world for quite some time, open TBMs were used to build 50 of its 57 km.
The role of construction logistics for long and deep tunnels: The model of the Mules 2-3 construction lot for the Brenner Base Tunnel
Published in Daniele Peila, Giulia Viggiani, Tarcisio Celestino, Tunnels and Underground Cities: Engineering and Innovation meet Archaeology, Architecture and Art, 2020
R. Zurlo, R. Di Bella, E. Rughetti
Using underground space to build national and international railways infrastructures like the Brenner Base Tunnel is a wise and appropriate use of this space, considering the benefits in terms of reduction of environmental impacts, increased safety compared to road transport, efficiency, economics, etc.
Understanding of Interactions for Bubbles Generated at Neighboring Nucleation Sites
Published in Heat Transfer Engineering, 2018
Chandan Swaroop Meena, Akash Deep, Arup Kumar Das
The effect of pocket geometry on bubble formation and interaction patterns is also investigated keeping their opening size same. Four different geometries have been tried numerically namely straight tunnel, tunnel with circular base, tunnel with T shaped base and trapezoidal pocket. Though two pockets have been kept side by side in numerical simulations, main thrust has been given to compare the bubble release time rather than interaction strength. Figure 20 shows the numerical results of all these pockets and first bubble release has been highlighted with time. It has been observed that circular base reentrant pocket generates faster bubbles as compared to the other sites. Due to its high effective area to pocket opening area ratio, trapezoidal pocket performs better than straight vertical tunnels and T shaped tunnels. But trapezoidal pockets perform worse than circular base tunnels as its geometry is smooth and conducive for vapor formation and release. Pocket with T shape releases bubbles at the last due to its complex path of vapor escape inside the pocket.
Automated real-time railway traffic control: an experimental analysis of reliability, resilience and robustness
Published in Transportation Planning and Technology, 2018
Francesco Corman, Egidio Quaglietta, Rob M. P. Goverde
Practitioners are still sceptical about using automated rescheduling for optimal traffic control, since this has only been tested in laboratory environments but not in real operations. Only scarce real-life installations can be mentioned that, apart from the Lötschberg base tunnel in Switzerland (Metha, Roessiger, and Montigel 2010), go hardly beyond pilot tests (e.g. Mazzarello and Ottaviani 2007; Mannino and Mascis 2009; Lamorgese and Mannino 2013). Many relevant aspects are therefore still unclear when these tools interact with real traffic phenomena and daily stochastic disturbances to operations. In fact, the main drawback of the majority of the works proposed in the literature is that they do not consider dynamics of uncertainty, i.e. information on disturbances is perfect, immutable and completely available beforehand. Uncertain information and unknown disturbances are instead the actual source of unreliable and/or non-robust operations in railway traffic control. Neglecting these factors, and the reaction of the system to uncertain events, constitutes a clear gap in the literature. It is unclear how these factors affect the robustness and the reliability of optimal plans.
Digital project twin for quantitative cost, risk and schedule assessment of capital projects
Published in Australian Journal of Multi-Disciplinary Engineering, 2022
Philip Sander, Markus Spiegl, Taylor Burns, John Reilly
Elements of the PRT process will be illustrated through the analysis of the following fictitious sample project, which is based on a major railway base tunnel. Figure 6 shows the linear base schedule of a 14 km twin-bore tunnel, including 11.5 km of tunnel boring machine (TBM) drives as well as approximately 2.5 km of new Austrian tunnelling method (NATM) drives. Both drives travel into a variety of geological formations, which are displayed in the top section of the linear schedule. The stations are displayed on the horizontal and the time on the vertical axis. The construction also consists of an access shaft, an emergency stop, various cross cuttings and inner linings.