EP3243720A1 - A train station for a tunnel - Google Patents
A train station for a tunnel Download PDFInfo
- Publication number
- EP3243720A1 EP3243720A1 EP17000251.3A EP17000251A EP3243720A1 EP 3243720 A1 EP3243720 A1 EP 3243720A1 EP 17000251 A EP17000251 A EP 17000251A EP 3243720 A1 EP3243720 A1 EP 3243720A1
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- EP
- European Patent Office
- Prior art keywords
- tunnel
- station
- transport path
- transport
- level
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B13/00—Other railway systems
- B61B13/10—Tunnel systems
Definitions
- the present invention relates to a train station, and in particular, to a train station located in a tunnel, and the invention also relates to a tunnel comprising a train station, and can be applied in the people transport industry, and more specifically in the area of commuter transport.
- tunnel as used in this specification is intended to include a tunnel formed by a tunnel boring machine or a cavern tunnel excavated from underground or a mined tunnel excavated from the surface or by any combination of these methods all in a non-limiting character thereof.
- train station as used in this specification is intended to include a station for any type of train system, be it a light rail or a heavy rail system or a train system which runs without the use of rails, such as, for example, a train system which runs on paved tracks of the type used in the Paris underground system.
- a train station located in a tunnel wherein the tunnel defines at least a first transport path and a second transport path for accommodating trains through the tunnel, the first and second transport paths being spaced apart transversely relative to each other in the station, the first transport path being at a level in the station above the level of the second transport path in the station, a first passenger platform corresponding to the first transport path being located in the station above the second transport path, with the second transport path configured to accommodate a train beneath the first platform, a second passenger platform corresponding to the second transport path located in the station below the first transport path with the second platform configured to accommodate passengers thereon beneath the first transport path, the first platform being at a level higher than the level of the second platform.
- first and second transport paths are configured to accommodate trains travelling in one of the same direction and respective opposite directions.
- first and second transport paths extend through the station substantially parallel to each other, and preferably, the first and second platforms extend through the station substantially parallel to each other.
- first and second transport paths extend through the station within an envelope defined by the internal transverse cross-section of the tunnel.
- first and second platforms are located within the envelope defined by the internal transverse cross-section of the tunnel.
- a third transport path extends through the station, and preferably, the third transport path extends through the station at a level similar to the level of one of the first and second transport paths, and preferably, the third transport path is located relative to the one of the first and second transport paths with which the third transport path is at the same level, such that the said one of the first and second transport paths is located between the third transport path and the corresponding one of the first and second platforms.
- the third transport path extends through the station within the envelope defined by the internal transverse cross-section of the tunnel.
- a fourth transport path is provided extending through the station, and preferably, the fourth transport path is located in the station at a level similar to the level of the other one of the first and second transport paths, which is not at the same level as the level of the third transport path.
- the fourth transport path is located relative to the one of the first and second transport paths, with which it is at the same level so that the said one of the first and second transport paths is located between the fourth transport path and the corresponding one of the first and second platforms.
- first and second transport paths transition from the station into the tunnel, so that the first and second transport paths are located at a common level in the tunnel, and preferably, the first and second transport paths extend through the tunnel parallel to each other.
- the third transport path transitions from the station into the tunnel to the first common level, and preferably, the first, second and third transport paths extend through the tunnel parallel to each other.
- the four transport paths extend through the tunnel at the first and second common levels with one pair of the pairs of the transport paths at one of the first and second common levels being located above the other pair of the transport paths at the other one of the first and second common levels.
- a communicating passageway is provided for accommodating passengers between the first and second platforms.
- the tunnel extends from the station at respective opposite ends thereof.
- an access shaft extends from ground level to the station for accommodating passengers to the first and second platforms.
- one or both of a lift and a plurality of rescue access shafts, escalators and protected stairs are provided for passenger rescue and moving passengers between ground level and the first and second platforms.
- a tunnel according to the invention indicated generally by the reference numeral 1 comprising a train station, also according to the invention and indicated generally by the reference numeral 3.
- the tunnel 1 and the train station 3 typically are suitable for an underground passenger transporting system.
- the tunnel 1 is a single bore tunnel defining an elongated bore 5 extending therethrough and defining a first transport path 6 and a second transport path 7 extending longitudinally therethrough for accommodating first and second trains 9 and 10, respectively, through the tunnel 1 in either the same or opposite directions.
- the first and second transport paths 6 and 7 are typically configured to accommodate first and second trains in opposite directions.
- the first and second transport paths 6 and 7 are defined by respective pairs of rails 12 which are mounted on a base 14 extending through the tunnel 1.
- the rails 12 of the respective first and second transport paths 6 and 7 are located on the base 14 in the tunnel 1 at a first common level 13.
- the first common level 13 is spaced apart downwardly a distance of approximately 1.8 metres from the level of a horizontal plane containing the central geometrical axis of the bore 5 of the tunnel 1.
- the rails 12 are conventional type rails for rollably supporting and guiding wheels of the first and second trains 9 and 10.
- the first and second trains 9 and 10 may be any type of trains, such as a single carriage or multiple carriage trains, trains of a light rail system or a heavy rail system, trams or the like.
- the trains may be powered by any suitable means, and in this case, the trains 9 and 10 are electrically powered by overhead cables.
- the rails 12 are mounted on the base 14 of the tunnel 1, so that the transport paths 6 and 7 extend through the tunnel substantially parallel to each other, and at the same level.
- the train station 3 is configured so that the train station 3 is contained within an envelope 15 defined by the internal transverse cross-section of the tunnel 1, in other words defined by the bore 5 of the tunnel 1.
- the first and second transport paths 6 and 7 continue from the tunnel 1 through the station 3, and transition from the first common level 13 in the tunnel 1 to first and second levels 17 and 18, respectively, within the station 3, so that the first level 17 of the first transport path 6 in the station 3 is higher than the second level 18 at which the second transport path 7 extends through the station 3.
- a first passenger platform 20 extends the length of the station 3, and corresponds with the first transport path 6 for accommodating passengers embarking on and disembarking from the first train 9 in the first transport path 6.
- the first platform 20 is located within the envelope 15 defined by the bore 5 of the tunnel 1, and is at a level above the second transport path 7 for accommodating second trains 10 in the second transport path 7 beneath the first platform 20.
- a second passenger platform 22 of the station 3 is also located within the envelope 15 defined by the bore 5 of the tunnel 1 and corresponds with the second transport path 7 for accommodating passengers embarking on and disembarking from second trains 10 in the second transport path 7.
- the second passenger platform 22 is located sufficiently below the first level 17 of the first transport path 6 to accommodate passengers thereon.
- first and second transport paths 6 and 7 As can be seen by transitioning the first and second transport paths 6 and 7 from the first common level 13 in the bore 5 of the tunnel 1 to the first and second levels 17 and 18 within the station 3, the first and second transport paths 6 and 7 and the first and second passenger platforms 20 and 22 are all contained within the envelope 15 defined by the bore 5 of the tunnel 1.
- the bore 5 of the tunnel 1 is 10.8 metres in internal diameter
- the difference in height between the first and second levels 17 and 18 of the first and second transport paths 6 and 7 within the envelope 15 defined by the bore 5 of the tunnel 1 is 3.87 metres
- the first level 17 of the first transport path 6 is at a level of approximately 0.13 metres below a horizontal plane containing the internal diameter of the envelope 15.
- the first passenger platform is of width W 1 of 5.7 metres
- the second passenger platform 22 is of width W 2 5.2 metres.
- an access shaft 25 of circular transverse cross-section extends, in this embodiment of the invention, vertically downwardly from ground level to the station 3 for accommodating passengers between ground level and the first and second passenger platforms 20 and 22.
- Rescue access shafts 19, lifts 21, escalators 28 and protected stairs 29 are provided in the access shaft 25 for accommodating the passengers upwardly and downwardly through the access shaft 25.
- Air ducts 26 and other service ducts 27 extend downwardly through the access shaft 25 for accommodating air and other services to the station 3 and the tunnel 1.
- a communicating passageway (not shown) extending beneath the first and second passenger platforms 20 and 22 is also provided for communicating the first and second platforms 20 and 22 for accommodating passengers therebetween.
- the external diameter D 1 of the vertical access shaft 25 is approximately 44 metres, and extends vertically downwardly from ground level by approximately 28 metres. However, this latter dimension will be dependent on the level of the tunnel 1 below ground level.
- FIG. 5 and 6 there is illustrated an alternative access shaft indicated generally by the reference numeral 33 to a station 3a, which is similar to the station 3 described with reference to Figs. 1 to 4 .
- the access shaft 33 extends downwardly from ground level to the station 3a.
- the access shaft 33 is substantially similar to the access shaft 25 described with reference to Figs. 3 and 4 , and similar components are identified by the same reference numerals.
- the main difference between the access shaft 33 and the access shaft 25 is that the access shaft 33 is of rectangular transverse cross-section, and is of length L of 54 metres and of width W 3 of 26 metres, and extends substantially vertically downwardly from ground level by approximately 28 metres to its base. However, this latter dimension will be dependent on the level at which the tunnel is located below ground level.
- FIG. 7 to 12 there is illustrated a station and there is illustrated a tunnel according to another embodiment of the invention indicated generally by the reference numeral 30 located in a tunnel 31 also according to the invention.
- the tunnel 31 is substantially similar to the tunnel 1 and similar components are identified by the same reference numerals, while the station 30 is substantially similar to the station 3 and similar components are also identified by the same reference numerals.
- the main difference between the tunnel 31 and the tunnel 3 is that the bore of the tunnel 31 is of 11.9 metres in internal diameter, and defines three transport paths, namely, first and second transport paths 6 and 7 which are similar to the first and second transport paths 6 and 7 of the tunnel 1, and a third transport path 43, all three of which extend through the bore 5 of the tunnel 31 at a first common level 44 and parallel to each other.
- the third transport path 43 accommodates a first train 9 side by side with the second and third trains 10 and 49 on the first and second transport paths 6 and 7 within the tunnel 31.
- the first and second transport paths 6 and 7 transition from the first common level 44 in the tunnel 31 to first and second levels 17 and 18 in the station 30 in a similar manner as the first and second transport paths 6 and 7 transition from the first common level 13 in the tunnel 1 to the first and second levels 17 and 18 in the station 3 described with reference to Figs. 1 to 4 .
- the third transport path 43 is configured within the tunnel to join either or both the transport path 6 and 7, and thus, transitions from the first common level 44 with either the first transport path 6 or the second transport path 7 through the station 30. Additionally, it will be appreciated that the first and second transport paths 6 and 7 may also be configured within the tunnel 31 to join each other, and to join the third transport path 43. In another aspect of the invention, referring to Figs.
- the third transport path 43 accommodates a train 10 side by side with the first and fourth trains 10 and 49 on the first and second transport paths 6 and 7 within the tunnel 31.
- the first and second transport paths 6 and 7 transition from the first common level 44 in the tunnel 31 to first and second levels 17 and 18 in the station 30 in a similar manner as the first and second transport paths 6 and 7 transition from the first common level 13 in the tunnel 1 to the first and second levels 17 and 18 in the station 3 described with reference to Figs. 1 to 4 .
- the third transport path 43 is configured within the tunnel to join either or both the transport path 6 and 7, and thus, transitions from the first common level 44 with either the first transport path 6 or the second transport path 7 through the station 30. Additionally, it will be appreciated that the first and second transport paths 6 and 7 may also be configured within the tunnel 31 to join each other, and to join the third transport path 43.
- the main difference between the station 30 and the station 1 is largely in the width of the first and second passenger platforms 20 and 22.
- the first passenger platform 20 of the station 30 is of width W 5 of 7.3 metres, while the second passenger platform 22 is of width W 6 of 6.3 metres.
- the extra widths of the first and second platforms 20 and 22 over the widths of the first and second platforms 20 and 22 of the station 3 of Figs. 1 to 4 is achieved by virtue of the diameter of the tunnel 31.
- an access shaft 32 extends vertically downwardly from ground level to the station 30, and is of circular transverse cross-section, substantially similar to the access shaft 25 of the station described with reference to Figs. 1 to 4 .
- the station 30 and the tunnel 31 are similar to the station 3 and the tunnel 1 described with reference to Fig. 1 to 4 .
- a station 40 located in a tunnel 41, also according to the invention.
- the tunnel 41 and the station 40 and the access shaft 35 are substantially similar to the tunnel 1 and the station 3 and the access shaft 25 described with reference to Figs. 1 to 4 , and similar components are identified by the same reference numerals.
- the bore 5 of the tunnel 41 is of internal diameter 12.5 metres approximately. Additionally, because of the larger diameter of the bore 5 of the tunnel 41, the tunnel 41 is capable of defining four transport paths, namely, first and second transport paths 6 and 7 and third and fourth transport paths 43 and 48, respectively.
- the first and fourth transport paths 6 and 48 are located at the first common level 42, while the second and third transport paths 7 and 43 are located at a second common level 62 located beneath the first common level 42.
- the spacing between the first and second common levels is such as to allow clearance for trains 10 and 45 travelling along the second and third transport paths.
- the first common level 42 is at a level in the bore 5 of the tunnel 41 to provide clearance for trains 9 and 49 travelling in the bore 5 of the tunnel 41 in the first and fourth transport paths 6 and 48 on the first common level 42.
- the station 40 there are two types of stations 40 in the tunnel 41, one of the stations, namely, the station40a 40a, illustrated in Fig. 13 , comprises two upper transport paths therethrough, and one lower transport path, while the station 40b, illustrated in Fig. 14 comprises two lower transport paths, and one upper transport path.
- the first and fourth transport paths 6 and 48 are configured to transition into the two upper transport paths 6 and 48 extending side by side through the station 40a at the level 17, while the second and third transport paths 7 and 43 join each other in the tunnel 41 adjacent the station 40a and transition into the single second transport path 7 at the level 18 in the station 40a. However, in the station 40b the first and third transport paths 7 and 43 transition to the level 18 in the station 40b and run side by side through the station 40b at the level 18.
- the fourth transport path 48 joins with the first transport path 6 in the tunnel adjacent the station 40b and the first transport path 6 passes through the station 40b at the level 17.
- an express train on either the first or the fourth transport path can pass on the transport path 48 through the station 40a which is remote from the first platform 20, while a train from the other one of the first and fourth transport path in the tunnel 41 is standing in the station 40a adjacent the first platform 20.
- an express train on either one of the second and third transport path 7 and 43 can pass through the station 40b on the transport path 43 extending through the station 40b which is remote from the second platform 22 while a train on the other one of the second and third transport paths 7 and 43 is standing in the station 40b adjacent the second platform 22.
- the tunnel 41 will be provided with the stations 40a and 40b at sequentially alternate locations.
- the width W 7 of the first platform 20 in the station 40a is 4.8 metres, while the width W 8 of the second platform 22 in the station 40a is 8.9 metres.
- the width W 9 of the first platform 20 is 8.9 metres, while the width W 10 of the second platform 22 is 4.8 metres. All three transport paths and the platforms in the stations 40a and 40b are contained within the envelope defined by the bore 5 of the tunnel 41.
- an access shaft 35 extends vertically downwardly from ground level to the station 30, and is of circular transverse cross-section, substantially similar to the access shaft 25 of the station described with reference to Figs. 1 to 4 .
- station platforms and transport paths in general can be accommodated in the station within the envelope of the tunnel, thereby avoiding the need to form the tunnel of larger internal diameter in order to accommodate stations.
- schedules of local trains stopping at all stations and express trains which may stop at only selected ones of the stations are also accommodated.
- a further advantage of the invention is that by virtue of the fact that the stations, including the transport path extending through the stations and the platforms in the stations, are all contained within the envelope defined by the bore of each tunnel, the entire platforms can be constructed underground without the requirement of having to excavate an opening from ground level to the tunnel, the width and the length of platforms of the station, which may be in congested areas where disruptions need to be kept to a minimum, in order to facilitate construction of the stations.
- the only opening required to be excavated from ground level to each station is the service opening for accommodating rescue access shafts, escalators, protected stairs, , lifts and other services to and from the stations.
- the tunnels according to the invention may be mined or built by tunnel boring machines. It will also be appreciated that the size of the tunnel is governed by the gauge of the trains and that the trains may be any type of trains, be they trains suitable for rolling on rails, or trains with pneumatic tyres suitable for rolling on paved tracks, as for example in the Paris underground or any other type.
- tunnels and the platforms and access shafts have been described as being of specific dimensions, tunnels of other dimensions and platforms of other dimensions and access shaft of other configurations and dimensions may be provided.
- tunnels and the platforms have been described as being of specific dimensions, tunnels of other dimensions and platforms of other dimensions may be provided.
- the tunnels have been described as defining two or more transport paths, whereby at least one of the transport paths accommodates trains travelling in one direction, and at least another one of the transport paths accommodates trains travelling in the opposite direction, it is envisaged in certain cases, that the transport paths in each of the tunnels may accommodate two or more trains travelling in the same direction.
- the transport path or paths for the express trains may be configured to accommodate reversal of the direction of the express trains at different times of the day.
- stations of Figs 13 and 14 could be incorporated into a tunnel in which the three transport paths passed through the tunnel on a first common level, as for example illustrated in the tunnel of Fig. 10 .
Abstract
The present invention relates to a train station for a tunnel can be applied in the people transport industry, and more specifically in the area of commuter transport, in an arrangement in a tunnel of station platforms which are offset vertically and horizontally one relative to the other and a complementary arrangement of transport paths which are offset vertically and horizontally one relative to the other.
Description
- The present invention relates to a train station, and in particular, to a train station located in a tunnel, and the invention also relates to a tunnel comprising a train station, and can be applied in the people transport industry, and more specifically in the area of commuter transport.
- The term tunnel as used in this specification is intended to include a tunnel formed by a tunnel boring machine or a cavern tunnel excavated from underground or a mined tunnel excavated from the surface or by any combination of these methods all in a non-limiting character thereof.
- The term train station as used in this specification is intended to include a station for any type of train system, be it a light rail or a heavy rail system or a train system which runs without the use of rails, such as, for example, a train system which runs on paved tracks of the type used in the Paris underground system.
- According to the invention there is provided a train station located in a tunnel wherein the tunnel defines at least a first transport path and a second transport path for accommodating trains through the tunnel, the first and second transport paths being spaced apart transversely relative to each other in the station, the first transport path being at a level in the station above the level of the second transport path in the station, a first passenger platform corresponding to the first transport path being located in the station above the second transport path, with the second transport path configured to accommodate a train beneath the first platform, a second passenger platform corresponding to the second transport path located in the station below the first transport path with the second platform configured to accommodate passengers thereon beneath the first transport path, the first platform being at a level higher than the level of the second platform.
- In one aspect of the invention the first and second transport paths are configured to accommodate trains travelling in one of the same direction and respective opposite directions.
- In one aspect of the invention the first and second transport paths extend through the station substantially parallel to each other, and preferably, the first and second platforms extend through the station substantially parallel to each other.
- In another aspect of the invention the first and second transport paths extend through the station within an envelope defined by the internal transverse cross-section of the tunnel.
- In another aspect of the invention the first and second platforms are located within the envelope defined by the internal transverse cross-section of the tunnel.
- In another aspect of the invention a third transport path extends through the station, and preferably, the third transport path extends through the station at a level similar to the level of one of the first and second transport paths, and preferably, the third transport path is located relative to the one of the first and second transport paths with which the third transport path is at the same level, such that the said one of the first and second transport paths is located between the third transport path and the corresponding one of the first and second platforms.
- In a further aspect of the invention the third transport path extends through the station within the envelope defined by the internal transverse cross-section of the tunnel.
- In a further aspect of the invention a fourth transport path is provided extending through the station, and preferably, the fourth transport path is located in the station at a level similar to the level of the other one of the first and second transport paths, which is not at the same level as the level of the third transport path. Advantageously, the fourth transport path is located relative to the one of the first and second transport paths, with which it is at the same level so that the said one of the first and second transport paths is located between the fourth transport path and the corresponding one of the first and second platforms.
- In another aspect of the invention the first and second transport paths transition from the station into the tunnel, so that the first and second transport paths are located at a common level in the tunnel, and preferably, the first and second transport paths extend through the tunnel parallel to each other.
- In another aspect of the invention the third transport path transitions from the station into the tunnel to the first common level, and preferably, the first, second and third transport paths extend through the tunnel parallel to each other.
- In one aspect of the invention the four transport paths extend through the tunnel at the first and second common levels with one pair of the pairs of the transport paths at one of the first and second common levels being located above the other pair of the transport paths at the other one of the first and second common levels.
- In another aspect of the invention a communicating passageway is provided for accommodating passengers between the first and second platforms.
In a further aspect of the invention the tunnel extends from the station at respective opposite ends thereof. - Preferably, an access shaft extends from ground level to the station for accommodating passengers to the first and second platforms.
- In another aspect of the invention one or both of a lift and a plurality of rescue access shafts, escalators and protected stairs are provided for passenger rescue and moving passengers between ground level and the first and second platforms.
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Fig. 1 is a transverse cross-sectional end elevational view of a train station according to the invention located in a tunnel also according to the invention, -
Fig. 2 is a transverse cross-sectional end elevational view of the tunnel ofFig. 1 , -
Fig. 3 is a partly cut away perspective view of a portion of the station ofFig. 1 illustrating an access shaft connecting the station to ground level, -
Fig. 4 is a view similar toFig. 3 of the station ofFig. 1 at a different level to that ofFig. 3 and the access shaft ofFig. 3 , -
Fig. 5 is a partly cut away perspective view of a portion of a station similar to the station ofFigs.1 to 4 and an access shaft connecting the station to ground level, -
Fig. 6 is a view similar toFig. 5 of the station ofFig. 5 at a different level to that ofFig. 5 and the access shaft, -
Fig. 7 is a transverse cross-sectional end elevational view of a station according to another embodiment of the invention in a tunnel also according to the another embodiment of the invention, -
Fig. 8 is another transverse cross-sectional end elevational view of a station ofFig. 7 , -
Fig. 9 is a transverse cross-sectional elevational view of a station according to another embodiment of the invention in a tunnel also according to the another embodiment of the invention, -
Fig. 10 is another transverse cross-sectional end elevational view of a station ofFig. 9 , -
Fig. 11 is a transverse cross-sectional elevational view of a station according to another embodiment of the invention in a tunnel also according to the another embodiment of the invention, -
Fig. 12 is another transverse cross-sectional end elevational view of a station ofFig. 11 , -
Fig. 13 is a transverse cross-sectional elevational view of a station according to another embodiment of the invention in a tunnel also according to the invention. -
Fig. 14 is a transverse cross-sectional elevational view of a station according to another embodiment of the invention in a tunnel also according to the invention, and -
Fig. 15 is another transverse cross-sectional end elevational view of the stations ofFigs. 13 and 14 . - Referring to the drawings and initially to
Figs. 1 to 4 thereof, there is illustrated a tunnel according to the invention indicated generally by thereference numeral 1 comprising a train station, also according to the invention and indicated generally by thereference numeral 3. Thetunnel 1 and thetrain station 3 typically are suitable for an underground passenger transporting system. Thetunnel 1 is a single bore tunnel defining anelongated bore 5 extending therethrough and defining a first transport path 6 and asecond transport path 7 extending longitudinally therethrough for accommodating first andsecond trains tunnel 1 in either the same or opposite directions. In this embodiment of the invention the first andsecond transport paths 6 and 7 are typically configured to accommodate first and second trains in opposite directions. The first andsecond transport paths 6 and 7 are defined by respective pairs ofrails 12 which are mounted on abase 14 extending through thetunnel 1. Therails 12 of the respective first andsecond transport paths 6 and 7 are located on thebase 14 in thetunnel 1 at a firstcommon level 13. The firstcommon level 13 is spaced apart downwardly a distance of approximately 1.8 metres from the level of a horizontal plane containing the central geometrical axis of thebore 5 of thetunnel 1. Therails 12 are conventional type rails for rollably supporting and guiding wheels of the first andsecond trains second trains trains rails 12 are mounted on thebase 14 of thetunnel 1, so that thetransport paths 6 and 7 extend through the tunnel substantially parallel to each other, and at the same level. - Turning now to the
train station 3, thetrain station 3 is configured so that thetrain station 3 is contained within anenvelope 15 defined by the internal transverse cross-section of thetunnel 1, in other words defined by thebore 5 of thetunnel 1. The first andsecond transport paths 6 and 7 continue from thetunnel 1 through thestation 3, and transition from the firstcommon level 13 in thetunnel 1 to first andsecond levels station 3, so that thefirst level 17 of the first transport path 6 in thestation 3 is higher than thesecond level 18 at which thesecond transport path 7 extends through thestation 3. - A
first passenger platform 20 extends the length of thestation 3, and corresponds with the first transport path 6 for accommodating passengers embarking on and disembarking from thefirst train 9 in the first transport path 6. Thefirst platform 20 is located within theenvelope 15 defined by thebore 5 of thetunnel 1, and is at a level above thesecond transport path 7 for accommodatingsecond trains 10 in thesecond transport path 7 beneath thefirst platform 20. - A
second passenger platform 22 of thestation 3 is also located within theenvelope 15 defined by thebore 5 of thetunnel 1 and corresponds with thesecond transport path 7 for accommodating passengers embarking on and disembarking fromsecond trains 10 in thesecond transport path 7. Thesecond passenger platform 22 is located sufficiently below thefirst level 17 of the first transport path 6 to accommodate passengers thereon. - As can be seen by transitioning the first and
second transport paths 6 and 7 from the firstcommon level 13 in thebore 5 of thetunnel 1 to the first andsecond levels station 3, the first andsecond transport paths 6 and 7 and the first andsecond passenger platforms envelope 15 defined by thebore 5 of thetunnel 1. - In this embodiment of the invention the
bore 5 of thetunnel 1 is 10.8 metres in internal diameter, the difference in height between the first andsecond levels second transport paths 6 and 7 within theenvelope 15 defined by thebore 5 of thetunnel 1 is 3.87 metres, while thefirst level 17 of the first transport path 6 is at a level of approximately 0.13 metres below a horizontal plane containing the internal diameter of theenvelope 15. The first passenger platform is of width W1 of 5.7 metres, while thesecond passenger platform 22 is of width W2 5.2 metres. - Referring now in particular to
Figs. 1 ,3 and 4 anaccess shaft 25 of circular transverse cross-section extends, in this embodiment of the invention, vertically downwardly from ground level to thestation 3 for accommodating passengers between ground level and the first andsecond passenger platforms Rescue access shafts 19,lifts 21,escalators 28 and protectedstairs 29 are provided in theaccess shaft 25 for accommodating the passengers upwardly and downwardly through theaccess shaft 25.Air ducts 26 andother service ducts 27 extend downwardly through theaccess shaft 25 for accommodating air and other services to thestation 3 and thetunnel 1. A communicating passageway (not shown) extending beneath the first andsecond passenger platforms second platforms vertical access shaft 25 is approximately 44 metres, and extends vertically downwardly from ground level by approximately 28 metres. However, this latter dimension will be dependent on the level of thetunnel 1 below ground level. - Referring now to
Figs. 5 and 6 there is illustrated an alternative access shaft indicated generally by thereference numeral 33 to astation 3a, which is similar to thestation 3 described with reference toFigs. 1 to 4 . In this embodiment of the invention theaccess shaft 33 extends downwardly from ground level to thestation 3a. Theaccess shaft 33 is substantially similar to theaccess shaft 25 described with reference toFigs. 3 and 4 , and similar components are identified by the same reference numerals. The main difference between theaccess shaft 33 and theaccess shaft 25 is that theaccess shaft 33 is of rectangular transverse cross-section, and is of length L of 54 metres and of width W3 of 26 metres, and extends substantially vertically downwardly from ground level by approximately 28 metres to its base. However, this latter dimension will be dependent on the level at which the tunnel is located below ground level. - Otherwise the
access shaft 33 is substantially similar to theaccess shaft 25. Referring now toFigs. 7 to 12 there is illustrated a station and there is illustrated a tunnel according to another embodiment of the invention indicated generally by thereference numeral 30 located in atunnel 31 also according to the invention. Thetunnel 31 is substantially similar to thetunnel 1 and similar components are identified by the same reference numerals, while thestation 30 is substantially similar to thestation 3 and similar components are also identified by the same reference numerals. The main difference between thetunnel 31 and thetunnel 3 is that the bore of thetunnel 31 is of 11.9 metres in internal diameter, and defines three transport paths, namely, first andsecond transport paths 6 and 7 which are similar to the first andsecond transport paths 6 and 7 of thetunnel 1, and athird transport path 43, all three of which extend through thebore 5 of thetunnel 31 at a firstcommon level 44 and parallel to each other. Referring toFigs 9 and 10 , thethird transport path 43 accommodates afirst train 9 side by side with the second andthird trains second transport paths 6 and 7 within thetunnel 31. The first andsecond transport paths 6 and 7 transition from the firstcommon level 44 in thetunnel 31 to first andsecond levels station 30 in a similar manner as the first andsecond transport paths 6 and 7 transition from the firstcommon level 13 in thetunnel 1 to the first andsecond levels station 3 described with reference toFigs. 1 to 4 . Thethird transport path 43 is configured within the tunnel to join either or both thetransport path 6 and 7, and thus, transitions from the firstcommon level 44 with either the first transport path 6 or thesecond transport path 7 through thestation 30. Additionally, it will be appreciated that the first andsecond transport paths 6 and 7 may also be configured within thetunnel 31 to join each other, and to join thethird transport path 43. In another aspect of the invention, referring toFigs. 10 and11 , thethird transport path 43 accommodates atrain 10 side by side with the first andfourth trains second transport paths 6 and 7 within thetunnel 31. The first andsecond transport paths 6 and 7 transition from the firstcommon level 44 in thetunnel 31 to first andsecond levels station 30 in a similar manner as the first andsecond transport paths 6 and 7 transition from the firstcommon level 13 in thetunnel 1 to the first andsecond levels station 3 described with reference toFigs. 1 to 4 . Thethird transport path 43 is configured within the tunnel to join either or both thetransport path 6 and 7, and thus, transitions from the firstcommon level 44 with either the first transport path 6 or thesecond transport path 7 through thestation 30. Additionally, it will be appreciated that the first andsecond transport paths 6 and 7 may also be configured within thetunnel 31 to join each other, and to join thethird transport path 43. - The main difference between the
station 30 and thestation 1 is largely in the width of the first andsecond passenger platforms first passenger platform 20 of thestation 30 is of width W5 of 7.3 metres, while thesecond passenger platform 22 is of width W6 of 6.3 metres. The extra widths of the first andsecond platforms second platforms station 3 ofFigs. 1 to 4 is achieved by virtue of the diameter of thetunnel 31. In this embodiment of the invention anaccess shaft 32 extends vertically downwardly from ground level to thestation 30, and is of circular transverse cross-section, substantially similar to theaccess shaft 25 of the station described with reference toFigs. 1 to 4 . - In this embodiment of the invention while there are three transport paths, namely, the
transport paths tunnel 31 between stations, due to the fact that the transport paths can join within the tunnel, as illustrated inFig. 7 trains second transport paths 6 and 7 can stand in thestation 30 at the first andsecond platforms Figs 9 and 10 , athird train 45 travelling on thethird transport path 7 through the tunnel could stand in the station at thesecond platform 22, while one of thetrains third transport paths 6 and 43 could proceed and stand on thefirst platform 20 simultaneously with thethird train 45 onplatform 22. It will also be appreciated that since there are threetransport paths tunnel 31, by scheduling the trains on the three transport paths, an express train could be run on one of the three transport paths through thetunnel 31 and preferably on transport path 6 or ontransport path 7, and would only stop at selected ones of thestations 30 in thetunnel 31, and would pass non-stop through the other stations on a selected one of the two transport paths in those stations. - Otherwise, the
station 30 and thetunnel 31 are similar to thestation 3 and thetunnel 1 described with reference toFig. 1 to 4 . - Referring now to
Figs. 13 to 15 , there is illustrated astation 40 according to another embodiment of the invention located in atunnel 41, also according to the invention. Thetunnel 41 and thestation 40 and theaccess shaft 35 are substantially similar to thetunnel 1 and thestation 3 and theaccess shaft 25 described with reference toFigs. 1 to 4 , and similar components are identified by the same reference numerals. In this embodiment of the invention thebore 5 of thetunnel 41 is of internal diameter 12.5 metres approximately. Additionally, because of the larger diameter of thebore 5 of thetunnel 41, thetunnel 41 is capable of defining four transport paths, namely, first andsecond transport paths 6 and 7 and third andfourth transport paths fourth transport paths 6 and 48 are located at the firstcommon level 42, while the second andthird transport paths common level 62 located beneath the firstcommon level 42. The spacing between the first and second common levels is such as to allow clearance fortrains common level 42 is at a level in thebore 5 of thetunnel 41 to provide clearance fortrains bore 5 of thetunnel 41 in the first andfourth transport paths 6 and 48 on the firstcommon level 42. - Turning now to the
station 40, there are two types ofstations 40 in thetunnel 41, one of the stations, namely, thestation40a 40a, illustrated inFig. 13 , comprises two upper transport paths therethrough, and one lower transport path, while the station 40b, illustrated inFig. 14 comprises two lower transport paths, and one upper transport path. - The first and
fourth transport paths 6 and 48 are configured to transition into the twoupper transport paths 6 and 48 extending side by side through thestation 40a at thelevel 17, while the second andthird transport paths tunnel 41 adjacent thestation 40a and transition into the singlesecond transport path 7 at thelevel 18 in thestation 40a. However, in the station 40b the first andthird transport paths level 18 in the station 40b and run side by side through the station 40b at thelevel 18. Thefourth transport path 48 joins with the first transport path 6 in the tunnel adjacent the station 40b and the first transport path 6 passes through the station 40b at thelevel 17. Accordingly, in thestation 40a an express train on either the first or the fourth transport path can pass on thetransport path 48 through thestation 40a which is remote from thefirst platform 20, while a train from the other one of the first and fourth transport path in thetunnel 41 is standing in thestation 40a adjacent thefirst platform 20. In the station 40b an express train on either one of the second andthird transport path transport path 43 extending through the station 40b which is remote from thesecond platform 22 while a train on the other one of the second andthird transport paths second platform 22. - Accordingly, typically, the
tunnel 41 will be provided with thestations 40a and 40b at sequentially alternate locations. - In this embodiment of the invention the width W7 of the
first platform 20 in thestation 40a is 4.8 metres, while the width W8 of thesecond platform 22 in thestation 40a is 8.9 metres. In the station 40b the width W9 of thefirst platform 20 is 8.9 metres, while the width W10 of thesecond platform 22 is 4.8 metres. All three transport paths and the platforms in thestations 40a and 40b are contained within the envelope defined by thebore 5 of thetunnel 41. Also, in this embodiment of the invention anaccess shaft 35 extends vertically downwardly from ground level to thestation 30, and is of circular transverse cross-section, substantially similar to theaccess shaft 25 of the station described with reference toFigs. 1 to 4 . - The advantages of the invention are many. In particular, station platforms and transport paths, in general can be accommodated in the station within the envelope of the tunnel, thereby avoiding the need to form the tunnel of larger internal diameter in order to accommodate stations. Furthermore, schedules of local trains stopping at all stations and express trains which may stop at only selected ones of the stations are also accommodated.
- A further advantage of the invention is that by virtue of the fact that the stations, including the transport path extending through the stations and the platforms in the stations, are all contained within the envelope defined by the bore of each tunnel, the entire platforms can be constructed underground without the requirement of having to excavate an opening from ground level to the tunnel, the width and the length of platforms of the station, which may be in congested areas where disruptions need to be kept to a minimum, in order to facilitate construction of the stations. The only opening required to be excavated from ground level to each station is the service opening for accommodating rescue access shafts, escalators, protected stairs, , lifts and other services to and from the stations.
- It will be appreciated that the tunnels according to the invention may be mined or built by tunnel boring machines. It will also be appreciated that the size of the tunnel is governed by the gauge of the trains and that the trains may be any type of trains, be they trains suitable for rolling on rails, or trains with pneumatic tyres suitable for rolling on paved tracks, as for example in the Paris underground or any other type.
- While the tunnels and the platforms and access shafts have been described as being of specific dimensions, tunnels of other dimensions and platforms of other dimensions and access shaft of other configurations and dimensions may be provided.
- While the tunnels and the platforms have been described as being of specific dimensions, tunnels of other dimensions and platforms of other dimensions may be provided.
- While the tunnels have been described as defining two or more transport paths, whereby at least one of the transport paths accommodates trains travelling in one direction, and at least another one of the transport paths accommodates trains travelling in the opposite direction, it is envisaged in certain cases, that the transport paths in each of the tunnels may accommodate two or more trains travelling in the same direction.
- Additionally, it is envisaged that in certain cases, where the tunnels according to the invention and the train stations according to the invention are configured to accommodate express trains not stopping at every station, as well as trains travelling in the first and second transport paths, the transport path or paths for the express trains may be configured to accommodate reversal of the direction of the express trains at different times of the day.
- It will of course be appreciated that the stations of
Figs 13 and 14 could be incorporated into a tunnel in which the three transport paths passed through the tunnel on a first common level, as for example illustrated in the tunnel ofFig. 10 . - The invention is not limited to the embodiments hereinbefore described which may be varied in construction and detail.
Claims (1)
- A station in a metropolitan transport system comprising an arrangement in a tunnel of station platforms which are offset vertically and horizontally one relative to the other and a complementary arrangement of transport paths which are offset vertically and horizontally one relative to the other.
Applications Claiming Priority (1)
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IE20160058 | 2016-02-17 |
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EP17000251.3A Ceased EP3243720A1 (en) | 2016-02-17 | 2017-02-16 | A train station for a tunnel |
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Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN108313063A (en) * | 2018-03-09 | 2018-07-24 | 上海市隧道工程轨道交通设计研究院 | A kind of method for arranging at bilateral formula shield method station folded up and down |
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WO1993023275A1 (en) * | 1992-05-11 | 1993-11-25 | Ac Atelier Commun Etudes Et Realisations D'architecture S.A. | Track changing installation for vehicle |
JP2005023765A (en) * | 2003-07-01 | 2005-01-27 | Shusaku Hara | Underground railway of shield tunnel having four-tracks with cross-shaped cross-section |
US20130125779A1 (en) * | 2010-03-30 | 2013-05-23 | Metro De Madrid, S.A. | Metropolitan transport system and method |
CN104386066A (en) * | 2014-09-29 | 2015-03-04 | 周新华 | Parallel connection type descending operation track train and transporting method thereof |
-
2017
- 2017-02-16 EP EP17000251.3A patent/EP3243720A1/en not_active Ceased
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
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WO1993023275A1 (en) * | 1992-05-11 | 1993-11-25 | Ac Atelier Commun Etudes Et Realisations D'architecture S.A. | Track changing installation for vehicle |
JP2005023765A (en) * | 2003-07-01 | 2005-01-27 | Shusaku Hara | Underground railway of shield tunnel having four-tracks with cross-shaped cross-section |
US20130125779A1 (en) * | 2010-03-30 | 2013-05-23 | Metro De Madrid, S.A. | Metropolitan transport system and method |
CN104386066A (en) * | 2014-09-29 | 2015-03-04 | 周新华 | Parallel connection type descending operation track train and transporting method thereof |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
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CN108313063A (en) * | 2018-03-09 | 2018-07-24 | 上海市隧道工程轨道交通设计研究院 | A kind of method for arranging at bilateral formula shield method station folded up and down |
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