Makela_Cronvall:Layout 1 19/5/08 11:27 Page 6
NORTHERN EUROPE PROFILE: RHK & VR-TRACK LTD
chimney effect, with air naturally flowing Tunnel structures have been disturbance due to structure-borne noise
from the lower portal towards the upper dimensioned for the air pressure variations has been minimised.
end of the tunnel. In winter this causes caused by rail traffic and for the fire and
cold air to reach deep in the tunnel and explosion pressure loads in accident Safety and operating systems in
particularly near the portals this can lead situations. The pressure load on structures the tunnel
to the formation of ice on the roof and will vary between ± 5 KPa. The large The Savio railway tunnel can be entered
walls of the tunnel. To prevent the pressure variation is due to the fact that through four access tunnels and four
formation of ice, the decision was made to when a train enters the northern portal of vertical shafts. The access tunnels will
install heat and water insulation structures the tunnel, the door at the southern portal serve as maintenance routes and in an
at both ends of the tunnel. The selected will still be closed. Thus the pressure emergency as exits, rescue routes and air
insulation solution was ÖS-Lining, with shock caused by a train cannot be shafts. The shafts will serve as exits,
polythene sheets being attached to the immediately released but will form a exhaust shafts and rescue routes. Access
walls of the tunnel and fire protected with sizeable load impulse on the tunnel's tunnels and shafts will be separated from
a 100mm layer of wire mesh reinforced structures and equipment. the railway tunnel with sectioning walls
shotcrete. Lining structure was installed Since the tunnel goes under residential and doors.
over a distance of 300 metres at the areas, the possibility of disturbance Tunnel safety will be ensured with
northern portal and 600 metres at the travelling through rock and soil has also precautionary measures and an efficient
southern portal. been studied. The source of disturbance is fire extinguishing system. The risk of an
The southern portal of the tunnel vibration due to friction between train accident is small since only one train will
is equipped with an automatic door wheels and rails, which is carried by track be in the tunnel at a time. The tunnel
that keeps gravitational air flow and cold substructures to the bedrock. In bedrock will be monitored with cameras and have
Figure 7: Porvarinlahti railway bridge and excavated yard with the harbour site in the background
from reaching far into the tunnel. vibration is rapidly dampened but it can communication links. The safety and
The door is normally closed, but be a problem in neighbouring areas, operating systems have been designed to
when a train approaches the tunnel from particularly at higher frequencies where it ensure the safety and working conditions
the south or the southern portal of the is audible. The result is referred to as of train crews as well as maintenance and
tunnel from the north, it opens structure-borne noise, which in some rescue personnel. In an emergency,
automatically. The door is connected circumstances can be heard at a distance maintenance routes and vertical shafts at
to the line's CCS-system and whether of over 100 metres from the tunnel if a intervals of 1.5-2 kilometres can be used
the door is open can be checked building has its foundation on bedrock. as exits.
before a train approaches the portal. Sub-ballast mats have been installed in the A hot-box detector will be installed on
The door is equipped with primary and Savio tunnel over a distance of the line between Helsinki and Tampere so
pre-signals. approximately 8km, so the risk of that a freight train with a defective axle or
34 EUROPEAN RAILWAY REVIEW
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ISSUE 3
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2008
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