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Taking the DART UndergroundDublin’s Interconnector Tunnel
A Presentation to
Dublin City Council
By
Iarnród Éireann
7th July 2008
Presentation Content
Taking the DART UndergroundDublin’s Interconnector Tunnel
• Existing Network
• Capacity requirements, constraints and solutions
• The Interconnector Project
• Construction issues
• Project Appraisal
• Questions
Existing Network
Existing Network
Capacity requirements, constraints and solutions
2004 Demand Forecasts for Interconnector Route
DocklandsPearseSt Stephen’s GreenChristchurchHeuston
A.M. Peak Hour Boarding & Alighting Figures
Prelim Design based on 2004 DTO figures, the Interconnector Study carried out by Parsons Brinckerhoff and RPA modelling
Reference design to incorporate up-to-date DTO modelling
Dublin Commuter Belt Capacity Requirements (DTO)
(Passengers per peak hour)
2020 Estimate
Northern Line 22,000
South East Line 14,000
Kildare Line 12,000
Maynooth Line 14,000
Total Peak 62,000
Terminal Station at Heuston
Northern Line Bottleneck at Connolly
Interconnector – Integral to the Holistic Solution
> Creates an East – West Link,> Maintains the North – South Service > Affords Additional Access
Greater Dublin Rail Network
Interconnector Project Objectives
High Capacity – In excess of 28,000 Passengers per hour in both directions
Frequent – In excess of 20 trains per hr.
Fast – Less than 10 minutes from Heuston to Docklands
Reliable
Accessible
Integrated – Interchange with LUAS, Metro North, Intercity & Commuter Services
Interconnector Project Overview of Current Strategy
PHASE 1 (Feasibility)
To identify the route selection
Completed in 2004
PHASE 2 (Preliminary Design)
To validate the Route, Outline Station Design and Preliminary SI
Completed in 2008
PHASE 3 (Reference Design)
Reference Design, Railway Order, PPP Tender Process
Completion Date Mid 2011
PHASE 4
Construction PhaseCompletion Date End of 2015
Phases
Comple
ted
Comple
ted
Output from Phase 2Preliminary Design
• Preferred Route Alignment
• Identification of station locations
• Cost estimates
• Preliminary project risk assessment
• Develop and optimise design to Reference Design Level
• Submit an application for a Railway Order
• Tender process (3 stage)
• Develop the Cost Plan
• PPP Procurement Process (Financial, Legal)
• Finalise the PPP contract
Output from Phase 3Planning / Procurement Stage
Interconnector Recommended Route
Heuston
Christchurch
St. Stephen’s Green
Pearse
Docklands
Interconnector – Data Summary
• 5.2 km of twin bore tunnel
• 14.4 km of electrified heavy rail track
• 5 Underground Stations
• Average depth of station 30m below ground level
Rolling Stock
• Electrified DART Rolling stock
– 1500vDC installed
– Safeguarded for 25KV AC
• 8 car trains
• Journey time Docklands to Heuston <10 mins
Tunnel Options Considered:
1. Mono-bore mined
2. TBM Mono-bore
3. TBM Twinbore
Benefits in terms of construction risk, spoil volumes & track gradient
Twinbore Tunnels Recommended in Phase II
Phase 2 proposed Construction Methodology for Stations
• Cut and cover
– Heuston (mixed face clay and rock)
• Mined
– Christchurch, St Stephens Green, Pearse (limestone )
• Cut and Cover or Shield Driven
– Docklands (Dublin boulder clay)
Station Details
Heuston Station
Heuston Underground Station and Turnback Facility
Heuston Interchange
Heuston Interchange Access
Turnback facility and underground station
platforms under Diageo land
Heuston Interchange - Plan A
Heuston Interchange - Plan B
Turnback facility and underground station
platforms under Heuston station
Entrance in Heuston station in same location as
Plan A
Heuston Tie-In - Plan B
Christchurch Station
Christchurch Station
Christchurch Station – Construction Site Footprint
Cook Street
Christchurch Final Footprint
St Stephen’s Green Station–Plan at Ticket Hall Level
Common and Overlap Areas agreed between RPA / IÉ
will be Designed and built by RPA
St Stephen’s Green - Shared Concourse with Metro North
St. Stephen’s Green – Phasing Construction Footprint
Underpass Under
Construction
Pearse Station Underground Layout
Pearse Station - Architectural Concept
Docklands Station
Connection to
Northern Line
Preliminary design includes an at grade junction connecting Interconnector to Northern Line
However design to be checked for prudent provision for future grade separated (overpass) junction
Geotechnical Results obtained at 200m intervals along the Route
Heuston
Christchurch
Stephens Green
Pearse
Docklands
TBM Progress
Current Construction Strategy TBMs and Shield Machines
TBMs Dismantled
(Skin Buried)
Heuston East
Tunnelling Site
Docklands Portal Tunnelling Site
Heuston Portal Tunnelling Site
(TBM Dismantled)
1
1
1
2
2
23
3
3
3
34
4
4
4
4
5
NB: All stations are mined with the exception of Heuston
END
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