Internet Explorer, Chrome Browser, Firefox Browser, Safari Browser
Feature23 May 2016,
updated27 May 2016Smart Infrastructure / Siemens Mobility GmbHMunich
The first passenger train will roll through the Gotthard Base Tunnel early June 2016. Siemens has supplied the tunnel control and fire protection systems for the world's longest railway tunnel. The sophisticated safety system has over 200,000 sensors, and places maximum demands on logistics and data processing.
The control system controls and monitors all installations completely automatically. The tunnel is fitted with sensors, control electronics and surveillance equipment. This includes video cameras in the multifunction points, which are connected by optical fiber cables to two tunnel control centers located at the north and south entrances. Siemens has installed a tunnel control system in each center, each system acting as a reserve for the other. The movement of each train is recorded, and displayed in the control center. The system controls the entire infrastructure, which has 3,200 kilometers of electrical cables and 2,600 kilometers of data cables. It detects a door that has not been closed properly or a light that has failed. When required, the ventilation system is activated, the light at the next emergency stop point is switched on, and the doors are opened automatically. What is actually happening is seen on screen by the around 60 employees on duty in the centers. "Events" are classified according to five alarm stages. The system provides information and decision-making steps for each stage to help the head of operations. Sensors check the trains for overheated brakes and leaks before they enter the tunnel and without requiring them to stop. However, the main task of the new system is to maintain availability. The maintenance periods, such as close-down times and spare parts requirement, can be efficiently planned with a new tool.
It goes without saying that safety is paramount in a tunnel where in the near future more than 200 trains a day will barrel through the tubes at speeds up to 250 km/h. The tubes are connected every 300 meters by crosscuts that allow train passengers to escape to the other tube in case of a fire. Each tube has two emergency-stop stations 600 meters in length which allows the evacuation of up to 1,000 passengers.
The control system controls and monitors all installations completely automatically. The tunnel is fitted with sensors, control electronics and surveillance equipment. This includes video cameras in the multifunction points, which are connected by optical fiber cables to two tunnel control centers located at the north and south entrances. Siemens has installed a tunnel control system in each center, each system acting as a reserve for the other. The movement of each train is recorded, and displayed in the control center. The system controls the entire infrastructure, which has 3,200 kilometers of electrical cables and 2,600 kilometers of data cables. It detects a door that has not been closed properly or a light that has failed. When required, the ventilation system is activated, the light at the next emergency stop point is switched on, and the doors are opened automatically. What is actually happening is seen on screen by the around 60 employees on duty in the centers. "Events" are classified according to five alarm stages. The system provides information and decision-making steps for each stage to help the head of operations. Sensors check the trains for overheated brakes and leaks before they enter the tunnel and without requiring them to stop. However, the main task of the new system is to maintain availability. The maintenance periods, such as close-down times and spare parts requirement, can be efficiently planned with a new tool.
It goes without saying that safety is paramount in a tunnel where in the near future more than 200 trains a day will barrel through the tubes at speeds up to 250 km/h. The tubes are connected every 300 meters by crosscuts that allow train passengers to escape to the other tube in case of a fire. Each tube has two emergency-stop stations 600 meters in length which allows the evacuation of up to 1,000 passengers.
Press Pictures
The north portal of the Gotthard Base Tunnel
Once completed, the Gotthard Base Tunnel, which is being built between Erstfeld and Bodio in Switzerland, will be the world’s longest railway tunnel. Each of its two single-track tubes will run for 57 kilometers underneath the Saint-Gotthard Massif. The tunnel, which will go into operation in 2016, has been in the making for more than half a century. The first plans for a zero-grade main rail line were drawn up at the end of the 1940s with the goal of replacing the Gotthard railway mountain route, which has sharp curves and gradients as high as 27‰. Plans were then repeatedly abandoned and redesigned up until 1999, when construction of the new route in its current layout began. Photo: The north portal of the Gotthard Base Tunnel
Through the Saint-Gotthard Massif
Once completed, the Gotthard Base Tunnel, which is being built between Erstfeld and Bodio in Switzerland, will be the world's longest railway tunnel. Each of its two single-track tubes will run for 57 kilometers underneath the Saint-Gotthard Massif. Photo: Lukmanier Pass with the Lago di Santa Maria reservoir (1,908 m above sea level). Piz Vatgira mountain (2,983 m above sea level) can be seen in the background. The breakthrough for the Gotthard Base Tunnel was made under Piz Vatgira at around 500 m above sea level on October 15, 2010.
Gotthard Base Tunnel: Mammoth undertaking
The New Railway Link through the Alps (NRLA) will create a fast and effective north-south link through the Swiss Alps. The second linchpin after the 57-km Gotthard Base Tunnel is the Ceneri Base Tunnel, which will be 15.4 km long. This tunnel will complete the flat route of the NRLA. Covered by up to 2,300 meters of rock, the structure is not only the longest but also the deepest rail tunnel built to date. The tunnel's highest point is 550 meters above sea level — the same elevation as the Swiss capital, Bern. Photo: Breakthrough near Sedrun.
Gotthard Base Tunnel: Top speeds of up to 250 km/h
The new flat route will enable efficient rail freight transport and will also shorten travel times for both Swiss and international passenger trains. The new Gotthard railway line is designed as a high-speed link, which means passenger trains can travel at speeds of up to 250 km/h over a roughly 60-km stretch. This is made possible by a flat straightaway without any sharp curves, as well as several overpasses along the open route. Photo: The Gotthard axis route.
Gotthard Base Tunnel: Tunnel Control Centers
Ensuring smooth rail traffic through the Gotthard Base Tunnel requires that the complete system operates reliably at all times. The tunnel control systems needed for this are housed in the two Tunnel Control Centers (TCC) at the north and south portals. The southern Operations Control Center in Pollegio (CEP) was officially commissioned by the SBB rail operator in mid-May 2014. The center is currently responsible for train traffic between Chiasso/Locarno/Luino and Erstfeld. In the future, it will assume control of the Gotthard and Ceneri Base Tunnels as well, whereby its responsibilities will also include monitoring the tunnels' safety systems and maintaining the rail line's electricity supply. Photo: The Centrale d'esercizio di Pollegio (CEP) at the south portal of the Gotthard Base Tunnel
Gotthard Base Tunnel: Tunnel control system
A tunnel control system depicts all electrical equipment and facilities and also enables their remote operation. The systems installed in the tunnel transmit all relevant operating information and malfunction data to the tunnel control system, which then displays it on the tunnel control system user interface. The NRLA tunnel control system also includes a maintenance management tool and an operations control system.
Gotthard Base Tunnel: Tunnel control system
Tunnel control center staff will be provided with a constant overview, thanks to the graphical user interface. This screen shows the Faido multifunction station of Gotthard Base Tunnel.
Gotthard Base Tunnel: Emergency scenarios
Emergency scenarios are very important for the Gotthard Base Tunnel. Monitoring by the train control technology provides the fundamental information for such scenarios. The train control technology detects disruptions as they occur and communicates the corresponding data as a "tunnel reflex" to all key facilities, which then commence automatically running through all possible scenarios for managing the situation. For example, emergency ventilation systems in the tunnel are activated, lights are switched on at the emergency stop closest to the affected train, and the emergency doors at that stop are opened. If necessary, other measures are implemented to ensure, for example, that water in the retention basins at the north and south portals is removed so that polluted firefighting water can be retained. In addition, the ventilation units in technical rooms might be adjusted to ensure that smoke cannot enter and cause damage to equipment.
Gotthard Base Tunnel: Safely through the tunnel
Cross-passages between the two tubes and two multifunction stations containing emergency stop stations under the massif will enable as many as 1,000 people to be evacuated if a train halts in the tunnel. There are also several access adits and shafts spread out along the tubes that rescue workers can use to reach the site of an emergency or accident quickly. Ensuring safe and uninterrupted rail service requires continual monitoring and testing of the installed systems and equipment. The tunnel control technology supplied by Siemens for the Gotthard Base Tunnel displays all relevant system and malfunction reports for electromechanical equipment and facilities. The technology provides the operators with a user-friendly interface that gives them a clear overview of the status of the system and its components at any time. Any irregularities that occur can be immediately analyzed, after which measures can be taken to fix the problem.
Gotthard Base Tunnel: Faido multifunction station
Peter Mueller, the Siemens project manager for the tunnel control system, is shown here at the Faido multifunction station inside Gotthard Base Tunnel, where people can be quickly be evacuated and moved to a relief train.
Gotthard Base Tunnel: Faido multifunction station
Peter Mueller, the Siemens project manager for the tunnel control system (left), and Raoul Harlacher, project manager at Transtec Gotthard, at one of the emergency exits in the Faido multifunction station inside the Gotthard Base Tunnel.
Gotthard Base Tunnel: Faido multifunction station
Peter Mueller, the Siemens project manager for the tunnel control system, walks by one of the cross-passages inside the Gotthard Base Tunnel.
Gotthard Base Tunnel: Faido multifunction station
Peter Mueller, the Siemens project manager for the tunnel control system inside the Gotthard Base Tunnel.
Gotthard Base Tunnel: Faido multifunction station
Peter Mueller, the Siemens project manager for the tunnel control system, examines a ventilation unit that's controlled by the tunnel control system.
Gotthard Base Tunnel: Maintenance
An extensive maintenance concept needs to be developed for a rail tunnel the size of the Gotthard Base Tunnel. The Maintenance Management Tool — another component of the tunnel control system — will play a major role in planning maintenance and repair work. The management tool stores information on all equipment and facilities that require regular maintenance. It knows, for example, which company supplied each component, where spare parts are stored, which tools are needed to replace parts, and where the correct maintenance manual for a specific part or component is located. Any problems that occur with electromechanical equipment in the tunnel system will be automatically reported to the Maintenance Management Tool. The associated data will then be used as the basis for maintenance planning activities.