Approach (connection) Oslo S

Description

The project planning assignment in connection with “Approach Oslo S” will be geographically delimited as follows:• InthewestwithfullconnectionofthenewFolloLineandrebuiltØstfoldLinetothetrackareaatOsloS.• Intheeastatthetransitiontomountaintunneland-forrebuiltoutgoingØstfoldLine-inthetransitiontoexistingtrackarrangementatLoenga.

Theassignmentincludes,inadditiontothetwonewtracksforthenewFolloLine,afullrebuildoftheexistingØstfoldLinesapproachtoandexitfromOsloS.

RunningfournewtracksintoOsloSisdemanding.Also,thelinewillgothroughadenselybuilt-upareawithculturalheritagesitesandvarioustechnicalconstructions.

Allworkintheconstructionphasewillhavesimultaneoustrafficdiversionandtherewillbeconsiderablerequire-mentsforflexibilityandrobustnessinthephaseplansduringtheconstructionperiod.Theconstructionwillhaveahigh degree of complexity with many interfaces between trades and good coordination between the different trade areasisdecisive.

TheapproachforthenewFolloLinewillmeanchangingthepresenttrackarrangementatOsloS.Inthemainplan-ningwork,JBVhasarrivedatfixedroutes,withtheexceptionoftheoutboundFolloLinewheretherearetwoalterna-tiveroutes,onethataffectsGamlebyengraveyardandonethatgoestothewestofit.

TheoutboundØstfoldLinewillhaveanewrouteoutofOsloSwhereitgoesthroughKlypenbeforebeingjoinedtotheoldroute.TheinboundØstfoldLinewillbranchoffitsoriginalrouteatSydhavnaandgointoashortstretchoftunnel,beforecontinuingunderLoengaandthroughKlypenintoOsloS.

TheinboundFolloLinewill,ontheapproachtoOsloS,lieonthesamerouteasthenewinboundØstfoldLine,throughKlypenandintoOsloS.

TheoutboundFolloLinewillusethepresentroutefortheØstfoldLineoutofOsloSandcontinuenanewrouteeithereastorwestofGamlebyengraveyard,dependingonthepreferredoption,andonwardthroughEkebergåsen.

Theassignmentincludesmanychallengesinwhichmanygeneralobjectives,guidelinesandsectorinterestsshallbecoordinatedandsafeguarded.Planningintheareamustthereforebedoneasaninterdisciplinarycollaborationbe-tweenmanydifferentinterests.SomeofthemostimportantstakeholdersintheareaaretheCityofOslo,theDirector-ateforCulturalHeritageandaffectedpartiesalongthelineofthenewroute.

Quantities and progress

Progress and phase schedule:

Phase00 PreparatoryworkPhase10 ConstructionsinKlypenandLoengaPhase20 BuildinginboundØstfoldandFolloLinesPhase30 ConstructionspermanentØstfoldLinePhase40 TracklayingpermanentØstfoldLinePhase50 BuildingoutboundØstfoldLinePhase60 Completionofconstruction

Concretequantities:Approx.50,000m3

Sheetpilingquantity:Approx.40,000m2

Reinforcement:8,000tonnes

Jetpiling:Approx.8,000m3

Lime/cementcolumns:Approx.70,000m3

Metresoftrack:Approx.7,000m

Excavatedmass:Approx.200,000m3

Back-filledmass:Approx.80,000m3

All quantities are stipulated in accordance with provisional Main Plan.

Contact

Projectmanager:PerIversenPhone: +4791655954Email: pi@jbv.no

Tunnelen

ConceptAnew19kmtunnelisplannedforthenewdoubletrackOslo-Ski.Basedonsafetyanalyses,RAManalysesandcapacityassessments,ithasbeendecidedtobuildtwosingletracktunnelswithacrosspassageevery500m.Thisallowsforbothconventionaldrillingandblastingandtheuseofatunnelboringmachine(TBM).Thechoiceofmethodwillbemadeinthedetailplanningphase.

Tunnel cross sectionThesizeofcrosssectionwilldependondesignspeed.Themainplanincludesdrawingsforboth200kphand250kph.Theprovisionallychosennetcrosssectionfor250kphis60m2.InaccordancewithGermanguidelines,thisisapprovedforspeedsof250-300kph.Blastingcrosssectionwouldthusbeabout87m2,andfortheTBMsolutionabout10.6mboreddiameter.Includingadittunnels,crosspassagesetc.,thiswillgiveabout4mill.m3oftunnelspoil.

Bedrock geologyThebedrockintheprojectareaconsistsprimarilyofPrecambriangneisstypesandsomeamphibolite.InadditionthereareanumberoferuptivedikesfromthePermianperiod,mostaroundametrethickbutafewgreaterthan10m.Sedimentaryshaletypesoccurinaveryshortstretchtothenorth,intowardsOsloS.

TherocksarehardwithUCS(uniaxialcompressivestrength)around100-200MPaforgneissandupto270foram-phibolite.Quartzcontentvariesbetweenthedifferentgneisstypesbetween25%and40%.ThebedrockisrelativelylittlebrokenupandhastwomainfracturesetsorientedE-WandSE-NWwithasteepdrop.ThebedrockstructureintheprojectareastretchesN-StoNW-SE,apartfrominthefarsouthwherethedirectionisE-W.

Injection, sealing strategy and watertightness requirementsAreaswithpossiblesubsidence-sensitivesoilandvaluablenaturalhabitatsonpartsofthetunnelsectionhavebeenidentified.Theterrainoverthetunnelislargelybelowthemarinelimitandincertainareastherearesubstantialclayandsiltdeposits.Watertightnessrequirementsforthetunnelwillthereforebedefined,butnotallareasalongtherouteareequallysensitivetogroundwaterlowering.

Bothsubsidence-sensitivebuilt-upareasandnaturalareashavebeenassessedandpreliminaryrequirementsforsealinghavebeengivenforthedifferentsubsections.Thewatertightnessrequirementswillbeadjustedasmoresur-veysaremadeandmoreinformationisavailableaboutgroundconditions.Provisionallythefollowingwatertightnessrequirementshavebeenset:

NordstrandplateauandfromSofiemyrtotheopeningtowardsSki:4-8l/min/100mUpperparts:10-12l/min/100m

Inareaswherethereareparticularlystringenttargetsforleakage,orwheresatisfactorysealingcannotbeachievedwithpre-injection,temporarywaterinfiltration,post-injectionandpossiblyalsowaterproofconcretecastingwillberelevant.

Thesealingstrategyforblastedtunnelsisbasedonpre-injection.Fortunnelscutwithtunnelboringmachines(TBMs),awatertightconcreteliningcomposedofsegmentswithwatertightcaulkingbetweenthesegmentsisrelevant.Dur-ingtheconstructionphase,waterinfiltrationfromthesurfacemaybenecessary.HowthetunnelistobesealedwhenusingTBMswillbestudiedmorecloselyinthedetailplanningphase.

ImplementationThechoiceoftunnellingmethodisthefactorofmostsignificanceforimplementation.Withconventionaloperations,therewillbemanyadits,withrigareastobesitedinadenselybuilt-upareaandtransportofspoiloveralreadystronglyimpactedroads,partlythroughbuilt-upareas.Itisprovisionallyestimatedthat7-8aditswillberequiredtoachieveanacceptableconstructiontime.Strictrequirementsforthetunnel’swatertightnessmeanreducedprogressinthoseareasthatarevulnerabletoleakage.IftunnellingbyTBMischosen,therewillonlybeaneedfortwoorthreeaditsandsolessimpactonthesurroundings.WiththeTBMalternative,operationisplannedfromanaditapproximatelyinthemiddle,tunnellingusingtwoma-chinesnorthwardsandtwosouthwards-thatistosay4tunnelboringmachinesinall.Thecrosspassagesbetweenthetunnelsevery500metrescanbeblastedatthesametimetunnelboringisproceeding.

Variousmachinetypeshavebeenconsidered,bothopenandshielded.Ifanopenmachineisused,injectionandsecuringworkmustbeperformedaswithconventionaltunnelling.Muchofthetimewillbetakenupinwaterproofing,withlesstimefortunnelboring.ThismeansthatwewouldnotbeabletousethefullpotentialofthehighborespeedsthataTBMcannormallyachieve.Neitherbyusingsuchamachinewouldwehaveanybenefitinrelationtoconven-tionaltunnelling,takingrocksecuringandwaterandfrostprotectionintoaccount.

Contact

Projectmanager:LiseBackerPhone: +4790554403Email: bali@jbv.no

Open section north of Ski station (Langhus – Ski)

Present situationTheareawheretheexistingØstfoldLineistodayispartofaculturallandscapeofnationalandarchaeologicalvalue.Therehasbeenhumansettlementinthislandscapesinceancienttimesandautomaticallyprotectedculturalheritagesiteshavebeenrecordedinseveralplaceswithintheareaofoperations.Existingrailtrackrunspartlythroughcuttingsandpartlyonembankments,ontheinterfacebetweenforestandculti-vatedland.TherearelevelcrossingstothefarmsofEndsjøandRoås.

Superstructure/RouteTheopensectionincludesgroundworkbothinconnectionwiththenewFolloLineandfortherebuildingoftheexist-ingØstfoldLine.ThesectionstretchesfromthetunnelopeninginthenorthtotheareasouthofKapelldammenfortheFolloLineandfromRoåsfarmtothesameareasouthofKapelldammenfortheØstfoldLine.Intotalthisrepresentsabout1,200metresofnewFolloLineandabout2,000metresofnew/rebuiltØstfoldLine.1,000metresofnewpassingsidingforgoodstrainswillalsobebuiltinthissector.ThepassingsidingforgoodstrainsbranchesoffoftheoutboundØstfoldLinebyRoåsfarmandjoinstheoutboundFolloLinesouthofEndsjøfarm.Togivetheoptionofbetterlandusageinthefuture,partoftheØstfoldLinewillberebuiltandrunparallelwiththeFolloLine.

Substructure/Ground conditionsThegroundconditionsinthesectorvaryfromexposedrockinthenorthtosoilover50metresthickwestofKapell-dammen.OutofSkistation,theroutecutsthroughaterminalmoraineridge.FurthernorthpastKapelldammentherearemarineandfjorddepositsofgreatthickness.Endsjøfarmliesonaterminalmoraineandfurthernorththerouteliesinthetransitionbetweeninshoredepositsandmarineandfjorddepositsbeforeenteringareasofexposedrock.

Existing railway embankments towards KapelldammenThepresentrailwayembankmentdoesnothavesatisfactoryestimatedstabilityinrelationtocurrentsafetyprinciples.NewrailwayconstructionwillnotinvolveexcavatingtheexistingembankmenttowardsKapelldammen.Stabilisingmeasuresfortheembankmentwillbecarriedoutusinggroundreinforcement,possiblesupportingembankmentandpossiblyincombinationwithloweringtheterrainpastKapelldammen.

Emergency evacuation area and access for operationsAnareaforemergencyevacuationoftrainsinthetunnelwillbeestablished.Accesstotherailloopsandaserviceroadalongthetrackwillalsobeestablished.

Constructions:• Access to Roås farmTheconstructioncrossestheaccessroadtoRoåsfarminthatexcavationandblastingforthepassingsidingforgoodstrainsaffectsthefoundationfortheexistingbridgeovertheØstfoldLine.Anewunstressedreinforcedoverpasswillbeestablished.• Tunnel portals for the Follo LineConcreteculvertswillbeestablishedintheextensionofthemountaintunnelsfortheFolloLine• Crossing RoåsbekkenThestreamcurrentlycrossesbelowthepresentØstfoldLineandwillalsocrossthenewtracks.Thestreammustbeloweredabout10metresinordertorunbelowthefutureFolloLine.• Retaining wall between the tracks Becauseoftheheightdifferencebetweenthetracks,retainingwallsmustbeestablished,includingbetweentheØst-foldLineandthepassingsidingforgoodstrainsandbetweentheFolloLineandtheØstfoldLine.• Access to Endsjø farmOntheeasternsideofEndsjøfarm,therailwayconstructionliesinadeepcuttingandcreatesabarrierbetweenthefarmandtheareastotheeast.Inordertoreducethewidthofthecutting,retainingwallswillbebuiltthroughthecut-ting.Ontopoftheseitwillbeoverbuilt,withabridgetoconnectthefarmtotheareastotheeast.• Noise screeningTheareashallhavenoisescreening;noisescreenswillbebuilttotheextentnecessary.

Contact

Projectmanager:SverreLerbakPhone: +4740433348Email: lersve@jbv.no

Ås passing track

IntroductionÅspassingsidingislocatedsouthofSkistationonthewesttrackoftheØstfoldLineinÅsmunicipality/Akershuscounty.ThemeasureisincludedinProjectOslo-Skiasasub-project.Doublepassingsidingswillbebuilt,withonenewsidingineachdirection.The establishment of the passing siding is based on the following three elements:

1. Capacity-GoodstrainsontheMoss-OsloSsectionhaveconsiderablylowerspeedsthanpassengertrains. Thefunctionofthepassingsidingistooffsetspeeddifferencesbetweendifferenttraintypes,sothatpassen gertrainscanfollowrigidtimetableswithoutbeingaffectedbygoodstrains.2. RobustnessoftrafficsituationandenablingrebuildingofSkistation–TherebuildingofSkistationandde molitionoftrack4mustbecompensatedbyatrackofatleast600metres.Establishingapassingsiding meetsthisneed.3. EnablesrebuildingofSkistation–WiththerebuildingofSkistation(phase30)theavailabilityoftheopera tionalareawillbeconsiderablyreduced.Duringthisperiodthepassingsidingcanbeusedasaturningtrack for passenger trains

General conditionsTheØstfoldLinecurrentlyhasdoubletrackonthesectionOslo–Ski–Sandbukta.BetweenÅsandSkistations,therailwayroutewaschangedbyrebuildingattheendofthe1990s.JustsouthofSkistation,theØstfoldLinerunspartlyintheopenandpartlyintunnels(2).Thelineisintheopenfromkm26.850toÅsstationkm31.000.ThelinegoesbybridgeacrossBølstadbekkenkm27.950–28.233andoveralocalroadatÅsstation.ThesectionbetweenÅsandSkistationsisabout4kmandcurrentspeedvariesbetween100and160kph.Allcross-ingsaregradeseparated.Thepresentdoubletrackhasswitches/pointsatÅsmåsan,km30.172–30.379.Theexistingpointsaresomewhatwornasaresultofrepeatedsubsidence.Thecurrentswitchonthesitecanbemovedandlocationmustbefixedinanewtrackplan.Keytechnicalassumptions/conditionsfortheproject:• Speedforpassengertrainsupto160kphsouthofSkistationwithpresenttechnicalsolutions.• Passingsidingsshallsatisfyfunctionalrequirementsforgoodstrafficin/outofcountrywithtrainlengthupto 750m.• RealisationmustbeseeninrelationtorebuildingofSkistation(phaseplans)

ScopeThetrackarrangementisassumedtofollowthisprinciple:

Withadditionforaccessroadonbothsides,constructionwidthmustbeatleast40m.Withtheadditionoftemporarywalkingpathandsafetymeasures,thisincreasesto45-50mduringtheconstructionperiod.Noisescreening,powerleadsystemetcwillgobeyondthat.Thepermanentsolutionstillassumesaserviceroad/walkingpathwestofthetrack,i.e.thepresentserviceroadmustbemovedsidewaystoallowroomforoneextratrack.The following general elements will be realised:• Passingsidingwitheffectivelengthofminimum750m• DoubleswitchintheNorth(towardsSki)• Neworrelocationofexistingdoubleswitchinthesouth(towardsÅs)• Pointsheatingforatotalof12points• Extendingexistingcatenarysystem(system-20)• Establishingnewsubstructurewithassociatedfoundation,cablechannelsetc.• Dependingonlocation-associatedconstructions• Dependingonlocation-solutionforstabilisingground• Temporaryrig,securing,phasedconnectionetc.

Progress scheduleItisassumedthatgeneralplanningconditionsareclearedoutsidethesub-project.ThisincludesapprovalofplansandfundingfortheFolloLineandSkistation,aswellaschoiceofsafetysystem.Thesub-projectsaremutuallydepen-dent.Forexample,SkistationcannotberebuiltuntilthefinalconstructionofÅspassingsidingstarts.Thefollowingroughprogressscheduleisforguidance:

Activity DeadlineDetailandzoningplanready Summer2012.Constructionplan Autumn2013Contracting Spring2014Contractstartup Autumn2014Completion Autumn2015Commissioning January2016

Passing siding

Passing sidingOutbound Østfold line

Inbound Østfold line

Oslo Ås

Contact

Projectmanager:TrulsAndersenPhone: +4791656352Email: tea@jbv.no

Railway technology

Track

Oslo central stationAtOsloStherearetwotracksfortheFollolineandtwotracksfortheexistingØstfoldlinethatarebeingremodelledandwillbecome8tracks,soastogivefullflexibilityforchoiceoftrackatOsloS.Here8kmoftrackisbeingremovedand7kmbeinginstalled,and38pointsarebeingremovedand19pointsfitted.

TunnelTheFolloline’stunnelsconsistoftwoboreswithonetrackineachbore.Eitherslabtrackorballastedtrackwillbeestablished.Itwillbedecidedwhetherthetunnelsaretobedesignedfor200kph,250kphor300kph.IfitisdecidedtoestablishfreighttracksfromtheFollolinetunneltoAlnabrugoodsterminal,therewillbeaneedforpointsdesignedforabranchingspeedof110kphandapassingspeedofupto250kph.IfitisdecidedtocreatealinktoafuturehighspeedlinenorthofSkiStation,therewillbeaneedforpointsthatallowtraffictobranchtoandfromSkistationinsidethetunnel.Thesepointswouldneedtoallowspeedsof250–300kphforpassingtrafficandspeedsof200–250kphfortrafficto/fromSkistation.TherewillbenolinksbetweentheFollolinetracksinsidethetunnel.

Open section Ski and Ski station5kmoftrackwillberemovedand10.1kmoftrackestablished,and2pointsarebeingremovedandxpointsfittedintheopen-airsection.TherewillbesomechangesatSkistationaheadoftheactivitiesontheSkiopen-airsectionthatwillmeanestablishingsidings.Also,alltracksandplatformsatthestationwillberebuilt.Thisinvolvesremoving4kmoftrackandestablishing7km,andremoving20pointsandestablishing29points.

Ås overtaking trackItisplannedtoestablish2parallelovertakingtracksofabout1kilometrewithpointsandflyoverloopsateachendanddoublecrossoverbetweenthemaindoubletrack.

GeneralAllpointswillhavedrivedevicesandheatingelementsthatareremotecontrolled.RailsofqualityclassDandsleep-ersoftypeNSB95arethesolutionsweareconsidering.

Signals

Approach Oslo SHereitisplannedtoextendtheexistingsystem,whichisarelaycontrolledGSsystem.

Tunnel, Ski open-air section, Ski station and Ås overtaking track.ThissectionwillhaveanF-ATCsystemthatisconvertibletoERTMSlevel2,ERTMSwithexteriorsignalsoranERTMSlevel2system.ThewillbelocatedatSkistationwithaCTCunitforremotecontrolofOsloS.

Electric power

Electric power supply to permanent installationsA22kV/50Hzpowersupplywillbeestablishedtotransformersthatsupplypowertovarioususersalongtheline.Therewillbeaneedfor8-10transformersinthetunneland15transformersaltogether.Therewillbeaneedforcapacityof7,7MVAatnormalloadincluding20%margin.Transformerswillbeofstandarddesignwith100-500kVAcapacity.

Electric power supply to rolling stockA15kV/162/3Hzpowersupplywillbeestablishedtothecatenarysystem,usingautotransformerssupplying±15kV,together30kVpotentialdifference.Aseparateprojectwillsupplyanewconverterstationof100MVA,whichwillprobablybelocatedundergroundinconnectionwiththeFollolinetunnel.Someofthetransformersmayneedtobeestablishedinconnectionwiththis.

Earthing conceptLongitudinalearthleadswillbeestablished.

Catenary system

Approach to Oslo S, Ski open section and Ski stationSystem20andtransitionzonestosystem25willbeestablishedonthesesections.

TunnelTwosystemsarebeingconsideredforthetunnel.TheseareSystem25,whichissimilartotheGermanRe250,andSystemRe330. Telecom

Connection to Oslo S and Ski open-air sectionAAfibreoptictransmissionnetworkwillbeestablished.FortheOsloSareaandtheski-openairsection,aradiomastforthetunnelwillbestablished.

TunnelItisplannedtoequipthetunnelwithredundantradiosystemsforGSM-R,whicharecompatiblewithERTMS,surveillancecameraateachtunnelentrance,multispectrecamerathroughthetunnelforevacuationaidandforpublicGSMandWiFi.

Ski stationSkistationwillbeequippedwithPIAsystem,camerasurveillancesystemandfibreoptictransmissionnetwork.

Contact

Projectmanager:TrulsAndersenPhone: +4791656352Email: tea@jbv.no