PTTP - Plataforma Tecnológica de Túneles
Desde Francia (Calais, Pas de Calais) hasta Gran Bretaña (Folkestone, Kent)
Tunel submarino internacional más largo / Una galeria central
- Nº de Tubos de Circulación de Trenes
- Díametro interior del principal(m.)
- Número de Tubos Auxiliares
- Diametro interior de los Auxiliares(m.)
- Transport services offered by the tunnel are as follows:
Eurotunnel Le Shuttle roll-on roll-off shuttle service for road vehicles and their drivers and passengers,
Eurostar passenger trains,
through freight trais.
- Galerias de conexiones transversales cada (m.)
- Galerias de acceso exterior cada (km.)
- Puntos de lucha contra incendios( estacion de evacuación preferente )
- There have been three fires in the tunnel, all on the heavy goods vehicle (HGV) shuttles, that were significant enough to close the tunnel, as well as other more minor incidents.
On 9 December 1994, during an "invitation only" testing phase, a fire broke out in a Ford Escort car whilst its owner was loading it onto the upper deck of a tourist shuttle. The fire started at about 10:00, with the shuttle train stationary in the Folkestone terminal and was put out about 40 minutes later with no passenger injuries.
On 18 November 1996, a fire broke out on an HGV shuttle wagon in the tunnel, but nobody was seriously hurt. The exact cause is unknown, although it was neither a Eurotunnel equipment nor rolling stock problem; it may have been due to arson of a heavy goods vehicle. It is estimated that the heart of the fire reached 1,000 °C (1,800 °F), with the tunnel severely damaged over 46 metres (151 ft), with some 500 metres (1,640 ft) affected to some extent. Full operation recommenced six months after the fire.
On 21 August 2006, the tunnel was closed for several hours when a truck on an HGV shuttle train caught fire.
On 11 September 2008, a fire occurred in the Channel Tunnel at 13:57 GMT. The incident started on an HGV shuttle train travelling towards France. The event occurred 11 kilometres (6.8 mi) from the French entrance to the tunnel. No one was killed but several people were taken to hospitals suffering from smoke inhalation, and minor cuts and bruises. The tunnel was closed to all traffic, with the undamaged South Tunnel reopening for limited services two days later. Full service resumed on 9 February 2009 after repairs costing 60 million.
On 29 November 2012, the tunnel was closed for several hours after a truck on an HGV shuttle caught fire.
On 17 January 2015, both tunnels were closed following a lorry fire which filled the midsection of Running Tunnel North with smoke. Eurostar cancelled all services. The shuttle train had been heading from Folkestone to Coquelles and stopped adjacent to cross-passage CP 4418 just before 12:30 UTC. Thirty-eight passengers and four members of Eurotunnel staff were evacuated into the service tunnel, and then transported to France using special STTS road vehicles in the Service Tunnel. The passengers and crew were taken to the Eurotunnel Fire/Emergency Management Centre close to the French portal.
- En Servicio
- Fecha de inicio (prevista)
- Fecha de finalización (prevista)
- Fecha de puesta en servicio
- Una Vía por Tubo
- Circulación Bidireccional. 20,7 M de pasajeros y 22,5 M toneladas año
- Trenes de pasajeros a
- Trenes de mercancias a
- Vehiculos rodados sobre plataformas
- SI. 21,3 millones de ton/año en camiones embarcados
- GEOTECNIA E HIDROGEOLOGÍA
- Tipo de terreno (m)
- Tratamiento de aguas en superficie
- Sostenimiento (Km)
- Fallas importantes
- Otras características del terreno, hidrológicas y constructivas
- Impermeabilización y conducción de aguas en el túnel
- TBM tipo
- TBM open hard-rock gripper
- longitud (km)
- longitud (km)
- Roca excavada reutilizada (kt)
- Estéril de hormigón
- SEGURIDAD EN OPERACIÓN ( Reglamento(UE) 1303/2014 que hace de obligado cumplimiento la TSI-SRT)
- INSTALACIONES DE EVACUACION
- Salidas de emergencia a la superficie laterales y/o verticales cada
- Galerias de conexión transversales entre tubos independientes cada
- Soluciones técnicas alternativas (describir)
- Desing speed: 160
- Control de humos: diseño de la zona segura y su equipamiento para proteger a las personas que utilicen las instalaciones de auto-evacuación
- - Esquema funcional (De Andrés Perez Pita, UPC)
El Túnel del Canal de la Mancha dispone de dos túneles principales de vía única y de un túnel de servicio de 4,80 metros de diámetro, tal y como muestra la figura 4.9. Los tres
túneles se encuentran conectad
- ESQUEMA BÁSICO DE LOS SISTEMAS Y MEDIOS MECÁNICOS para conseguir el control de humos para las personas que utilicen las instalaciones de auto-evacuación tanto en las zonas seguras como en los puntos de lucha contra el fuego
- Estaciones de ventilación en el exterior de Shakespeare Kliff y Sangatte.
- Air is supplied from ventilation buildings at Shakespeare Cliff and Sangatte, with each building capable of providing 100% standby capacity. Supplementary ventilation also exists on either side of the tunnel. 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 tunnel was the first main-line railway tunnel to have special cooling equipment. Heat is generated from traction equipment and drag. The design limit was set at 30 °C (86 °F), using a mechanical cooling system with refrigeration plants on both sides that run chilled water circulating in pipes within the tunnel.
There exist a Normal Ventilation System(NWS) ,with air supply fans capacity of 88,2 m3/s, powered 390 kW and Suplementary Ventilation System, with air supply fans capacity of 300 m3/s, and powered 900 kW.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 which drag on the trains. Piston relief ducts of 2-metre (7 ft) diameter were chosen to solve the problem, with 4 ducts per kilometre to give close to optimum results. 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.
The safety issue of a possible fire on a passenger-vehicle shuttle garnered much attention, with Eurotunnel noting that fire was the risk attracting the most attention in a 1994 safety case for three reasons: the opposition of ferry companies to passengers being allowed to remain with their cars; Home Office statistics indicating that car fires had doubled in ten years; and the long length of the tunnel. Eurotunnel commissioned the UK Fire Research Station now part of the Building Research Establishment to give reports of vehicle fires, and liaised with Kent Fire Brigade to gather vehicle fire statistics over one year. Fire tests took place at the French Mines Research Establishment with a mock wagon used to investigate how cars burned. 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 HGV wagons are not covered, fire sensors are located on the loading wagon and in the tunnel. A 10-inch (250 mm) water main in the service tunnel provides water to the main tunnels at 125-metre (410 ft) intervals. The ventilation system can control smoke movement. Special arrival sidings accept a train that is on fire, as the train is not allowed to stop whilst on fire in the tunnel, unless continuing its journey would lead to a worse outcome. Eurotunnel has banned a wide range of hazardous goods from travelling in the tunnel. Two STTS (Service Tunnel Transportation System) vehicles with firefighting pods are on duty at all times, with a maximum delay of 10 minutes before they reach a burning train
- PROYECTO TÉCNICO MÁS DETALLADO DEL SISTEMA DE CONDUCCIÓN DE LOS HUMOS EN CASO DE INCENDIOS EN TRENES DE PASAJEROS
- Nº de ventiladores en galerias de acceso
- Nº de ventiladores en los tubos
- Sistema SOCARDO
- CARACTERISTICAS DE LOS VENTILADORES
- Nº Ventiladores
- Potencia (Kw.)
- Caudal (m3/s)
- Normal Ventilation System
- Suplementary Ventilation System
- DESCRIPCIÓN BÁSICA DEL PROYECTO DE EVACUACIÓN DE HUMOS
Estacion Nº Pot (KW) Cau(m3/s) Modo
Normal Ventilation System 2 390 88,2 Soplante
Suplementary Ventilation System 2 900 300 Soplante
- PROYECTO TÉCNICO MÁS DETALLADO DEL SISTEMA DE CONDUCCIÓN DE LOS HUMOS EN CASO DE INCENDIOS EN TRENES DE MERCANCIAS
- INSTALACIONES DE LUCHA CONTRA INCENDIOS
- DESCRIPCION BASICA DEL PROYECTO
- FFFS (Fixed Fire Fighting Systems)
- AFFF (Aqueus Fil Forming Foam)
- CAFS (Compressed Air Foam Systems)
- Existe un Sistema de ventilación Normal (NVS), con una potencia instalada de 300 Kw para un caudal de 88 m3/s y un Sistema de ventilación Suplementario (SVS) con una potencia de 900 Kw para un caudal de 300 m3/s
- Interior Tubo
- Interior Tubo Salida
- Sostenimiento Tubo
- Sostenimiento Tubo Salida