Vračar tunnel
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The Vračar Tunnel is the Dedinje tunnel central part of the diameter line of the railway in new Belgrade railway junction . Of the shield tunneling between Mokroluški brook and Pančevo Bridge double track tunnel equipped each having 3.225 km long tubes. It leads up to 40 m below the Belgrade city center. The Vukov spomenik railway station was set up in 1995 within the Vračar tunnel, which was opened to traffic in 1992 . At both portals of the tunnel there are further stations of the Belgrade light rail. After the Dedinje tunnel, the Vračar tunnel is one of the first diameter lines built for long-distance inner-city traffic in Europe. This enabled the closure of the former Belgrade train station . The tunnel was originally only planned for passenger traffic, but is also used for freight transport. Since numerous transports of dangerous goods (in particular ammonia) from the phosphate factories in Pančevo are handled here, the construction of a 29 km long bypass road with a bridge over the Danube near Vinča is being planned. At the moment, an average of 20 goods transports per day are processed through the tunnel, which were carried on the railway line around the Belgrade fortress until 2018.
geology
The Vračar tunnel is built in marls and clay marls of the Pannonian . These layers are particularly leached in the upper part. Since the lower, underexploited layers are marked as Aquiclude , the tunnel here was created by shield driving. Groundwater-bearing layers of leached clay marl on the tunnel portals blocked the tunnel boring machines. A two-month construction delay was the result. The tunnel route was built with only a slight gradient and can therefore also be used for freight traffic.
construction
The construction of the Vračar tunnel was approved by the Ministry of Transport on May 17, 1976. Construction work began on October 20, 1976. When the New Belgrade Railway Bridge went into operation in 1979, the left side of the river and Belgrade's old town at Beograd Centar station were connected to the new route. The work on the diameter lines of the old town should connect to this via the north (Vračar tunnel) and south route (Dedinje tunnel). Since 1984 trains have been calling at what was then the Beograd Centar station. In 1988, Beograd Centar started operating in the direction of the southern route through the Dedinje tunnel to Resnik. The single-line Beovoz operation existed until 1992. With the opening of the Vračar tunnel in 1992, the two-line operation followed in the railway junction on the Batajnica-Beograd Centar-Pančevo and Pančevo-Resnik routes. After the opening of the Vukov spomenik station on July 7, 1995, trains stopped in the Vračar tunnel. With the additional route Pančevo-Resnik, the final expansion of the system on three lines was completed. The diameter lines in the Vračar and Dedinje tunnels are connected by a viaduct over the motorway in Mokroluški potok.
The tunnel was driven through by means of a shield drive in the geologically suitable layers of the Pannonian in marl and clay marl. The tunnel boring machines ("Metro" and "Beograd") came from Russian production and were originally also purchased for the expansion of a future Metro Beograd. The advance rate averaged 9.7 m per day. Sarmatian limestones made it necessary to change the cutting tool when driving. The greatest difficulties arose in short sections in leached clayey and groundwater-bearing marl layers at the portals of the tube at Mokroluški potok. Instead of shield tunneling, mining was used here.
Two urban traffic stations were originally planned inside the tunnel - Vukov spomenik and Slavija . Due to the high costs of the stations 40 m below the surface, only the Vukov spomenik station was ultimately implemented. The Karađorđev park stop, which was set up as a provisional stopping point for the work, is still used today for passenger traffic.
The two 3.225 km long tubes each have 7.2 m outside and 6.7 m inside diameter. They are a maximum of 40 and a minimum of 11 m deep. 364,500 m³ of overburden was transported out. 86,600 m³ of concrete was used. The maximum permitted operating speed is 90 km / h.
Protective bunker
In the right tube there are three shelters for the population with a capacity of 6000 people. These were established from 1979 to 1989. The three protective bunkers STV I, STV II and STV III) can be reached via foot stairs from Kalenić pijaca, Vukov spomenik, Cvijićeva ulica, Ulica Jaše Prodanovića and ul. Mije Kovačevića can be reached.
Similar concepts
The diameter lines in Belgrade (1988, 1992) are among the first implemented tunnel projects in long-distance rail transport in Europe. Earlier diameter lines were created in the Warszawa Centralna station (1975). Later comparable concepts emerged in Germany and Switzerland: the north-south long-distance railway tunnel in the Pilz concept in Berlin (2006), the Leipzig city tunnel (2013) and the Altstetten – Zurich HB – Oerlikon cross-city link in Zurich (2013). At Stuttgart 21 , diameter lines in long-distance traffic are being implemented with the Obertürkheim and Feuerbach tunnels . In the Federal Transport Infrastructure Plan 2030, a diameter line is provided for in the Frankfurt am Main mainline tunnel at Frankfurt Central Station. The Barcelona-Sagrera train station, which should be completed in 2023, will also be run underground as a diameter line in the feeder tracks.
credentials
- ↑ RTS, February 8, 2019 "Vračarskim" tunelom noću se transportuje i opasan tovar
- ↑ Sleganja povrsine terena usled izgradnje tunela
- ↑ Energy project - Zeleznicki tunel Vracar
- ↑ Almanah objekata BZC