FR2684133A1 - System for converting railway tunnels into motorway tunnels having two levels with 3 or 4 lanes - Google Patents

Abstract

System for converting a railway tunnel into a tunnel for a motorway, based on the reinforcement of the vault 3 using a prefabricated element 9 and longitudinally inclined anchors 10 in the first phase. Anchors 11 have the purpose of strengthening the vaults in phase II. During this phase II, the columns (piers) are withdrawn, the outer space is excavated, prefabricated elements 14 are fitted, until the circular tunnel is complete. In phase III, prefabricated elements 17 and 18 are laid at the two levels of the motorway tunnel.

Description

 The present invention relates to a system for converting a railway track with two tracks, practically unused, into a peripheral motorway and this mainly by the transformation of a certain number of tunnels of conventional type, into two-stage motorway tunnels. Another technical difficulty is the reconstruction of a large number of bridges, the reinforcement of road bridges and their replacement by new metallic bridges or reinforced concrete.

For almost fifty years, the railway known as "PETITE CEINTURE" in PARIS has been unused for almost its entire length, and very little used on very short routes, such as near the Boulevards MASSENA and PONIATOWSKI, rue d'AUBER
VILLIERS and Boulevard BERTHIERS.

On the agenda of the MUNICIPAL COUNCIL of PARIS, projects to double the ring road are topical, because the Paris region is threatened with suffocation. transport infrastructure is saturated, and car traffic, which provides more than two thirds of trips, threatens to increase by another 25% in the next twenty years. Now the
Parisians lose 200 million hours a year in traffic jams.

 According to the IAURIF (Ile-de-FRANCE Planning and Urbanism Institute): 7,000,000 additional daily trips are expected, out of 21,000,000 currently, a good part of which are in the Petite Crown least prepared to receive them.

November 19, 1990 at the Meeting of the Council of
PARIS, the Mayor of PARIS proposed the launch of a "feasibility" study of a tunnel project dug forty meters underground, exclusively reserved for light vehicles.

Two superpased carriageways of three lanes, maximum speed of 80 km / h, externally discreet entrances with air intakes every 1,500 m, tunnel entirely built in the basement, with access by stairs and elevators every 800 m . A sectional view shows a ceiling height of 2.40 m and three ways of 2.50 m.

ire "ICARE" project of 150 km of motorways dug at 30 or 50 m depth, would include 32 access roads every 2.5 km, maximum speed 80 km / h, project evaluated at around 60
Billion FF, "sum impossible to finance on public funds".

Previously, my TGV INTERCOMNEXION project through the center of PARIS included a mixed version, TGV and Autoroute
NS, see description N 88 10180 of 28 July and 88 and addition.

One of the aims of the invention is the rapid construction of a second peripheral in place of the "PETITE" railway.
BELT "in PARIS. SNCF policy is to abolish
Unprofitable rail lines and now cannot justify the use of this line.

 Another object of the invention is the conversion of conventional two-lane tunnels into two-storey motorway tunnels of three or even four lanes, of normal dimensions, for a speed of 100 to 120 km / h.

 An object of the invention is, given the length of the tunnels that exist from 500 to 1200 m long, to have about 1/3 of the device in tunnels and 2/3 on the surface, in order to reduce the importance of the system of ventilation and lighting.

 The main purpose of the invention is to minimize investment, to avoid a toll system for PARIS.

 The advantages of the recommended system are important and numerous, the "LITTLE BELT" which is often poorly maintained and almost a trash can over 25 km long, can make way for a vital artery for the city of PARIS.

 The description of the conversion system and that of the constructions will be better understood, in view of the attached figures, without limitation and that will be supplemented by additions.

 In the description which follows by way of example, reference is made to the figures which represent: - Fig.l is a section of a two-track railway tunnel.

- Fig.2 is a section showing the first phase of conversion
from rail tunnel to highway tunnel.

- Fig.3 represents the beginning of phase II of conversion.

- Fig.4 already shows better how MINORS proceed and the
Fig. 5 represents the end of phase 11.

- Fig.6 shows phase III of mounting the two levels.

- Fig.7 shows schematically superimposed sections of the tun
railway nel on a highway tunnel background, for good
understand the principle of conversion.

 In the current situation in PARIS, several tunnels are relatively easy to convert, but this is a job for very competent Mining and Mining Engineers.

The easy tunnels to convert are located near the Bds
undated and have an approximate length of:
1. Near Parc G. BRASSENS 330 m
2. Near the hospital BROUSSAIS 760 m
3. Near Avenue du GénéraI L3CGniRC 200 m 4. Near Parc MONTSOURIS 900 m
5. Near rue de RUNGIS 360 m
6. Near Boulevard MASSENA 320 m
"""260 m
7. Near the PERE LACHAISE Cemetery 1,320 m 8. Near the Parc des BUT CHAUMONT 1,150 m
9. Near Boulevard NU 530 m 10. Near Boulevard BESSIERES 900 m
The total length would be approximately 7,030 m, at low
depth, relatively easy access from Carrefours
to be fitted out, following the recommendations of the City of PARIS.

When checking the site of this device, the
bridges must all be rebuilt, 50 to 55 new bridges.

Motorways and intersections on the surface are 20 to 22 km long. Certain links will be essential
but already, looking at the plot on the map at
scale 1/10 000, we can see a possible doubling of the capacity of the current device, with investments
very reduced and without causing nuisance during work
construction worth.

Fig.l is a simplified section of the che tunnels
min iron two-way, from the "LITTLE BELT" to PARES, tunnels
1 hollowed out a century ago, using conventional methods,
in land 2 which will have to be studied carefully. will go vault 2 and
the right feet 4 are made of stone, the lower arch 5 also.

the railway tracks 6, the sleepers 7 and the ballast 8 will not
removed only during conversion, these can be used for
start of the construction of the ring road.

Fig. 2 is a section showing the 1st phase of the
conversion, when prefabricated boxes 9 are applied
under the arch of the tunnel, to facilitate the strengthening of the
vault by 10 oblique anchors, with concrete injection. The
oblique tie rods 11 of great lengthS shown before 11 '
and after pushing in 11 ", 1 their goal being to strengthen the area
right feet,, for phase # of work. The ground of the tunnel in 12 is provisionally laid out for the construction machinery of the new tunnel.

 Fig.3 is a section showing the start of phase II; with the digging zones in lA, in 14 the new prefabricated elements, installed and anchored in the rock.

 Fig.4 shows the importance of the anchors 10 when digging large areas 13, using special machines 15.

The prefabricated elements 14 may be metal boxes with reinforcements, to be filled with concrete, or concrete boxes, prefabricated. We see that the right feet 4 and the lower arch 5 are removed gradually, as and when the progress of the conversion.

 Fig.5 shows schematically the end of phase II, with the complete prefab rings 14, with harnesses 16 mounted for the laying of motorways.

 In Fig. 6 we can see the two levels 17 and 18 set up, with three road lanes or even four. One can notice the importance of the reinforcement anchors 10 because these tunnels are shallow. This is why MINORS and not "TUNNELIER" machines are essential for this conversion.

 Fig.7 shows schematically the superposition of the two sections, the rail tunnel in solid lines, in broken lines representing the motorway tunnel.

 The purpose of this superposition is also to show that the entrances and exits of the tunnels must be arranged for a gradual passage outside, towards a single or two levels, towards a crossroads, or the outer peripheral motorway.

The development of this device can be accomplished by sectians, for example from Metro Bd 7ICT0R to Metro Porte de V = R-
SAILLES, then at the GATE of VANVE, etc.

 For this conversion, it will be necessary to take advantage of the existence of two or only one railway track. The passage over the SEINI or the OURQ Canal can be used as transfer points for material, rocks, cement, sand, steels, etc.

 In order to better organize the crossroads, an EXHIBITION of models at the PRTIT-PALAIS, depending on the CITY of PARIS, will be an excellent solution, as "PUBLIC UTILITY SURVEY", because this EXHIBITION would bring together the critics and suggestions of PARISIANS and FRANCILIANS on this project. This exhibition would make it possible to locate where to set up PARKINGS.

Claims (7)

R E V E N D I C A T I O N S 1. System for converting a railway tunnel into a  two-storey motorway tunnel, characterized by the  in place, during phase I, of a prefabricated box 9,  under the vault 2 of the tunnel, fixed by means of tie rods 10 con  short centric and long oblique tie rods 11, these  tie rods intended to strengthen the vault which must  party stay. 2. System according to claim 1., characterized by the  digging in 13 of the vault during phase II, and placing  in place of prefabricated panels 14 and tie rods 10, the  right foot wall 4 being gradually eliminated, the  work being carried out by MINORS having the maté  appropriate riel 15. 3. System according to claims 1 and 2, characterized by  removal of right feet, railroad ties  row 6, 7 and 8 thus naked from the lower vault 5, pan  neaux 14 being gradually introduced, as well as  concentric tie rods 10 for strengthening the auto tunnel  road of circular section and large diameter. 4. System according to claims 1, 2 and 3, characterized  by setting up consoles 16 on both levels, these  consoles which can also be used as ventilation ducts. 5. System according to claims 1 to 4, characterized by  the installation, during phase III, of beams 17 and  18 placed on the consoles 16, these beams serving as sup  motorway level ports with 3 or even 4  tracks, from 2.70 m to 50 m wide. 6. System according to claims 1 to 5, comprising at the  final phase the installation of ventilation ducts,  lighting, signaling and also pipes  water drainage, fire protection, telephone booths  and other highway signaling equipment. 7. System according to Claims 1 to 6, with finish  by means of earthenware tiles and appropriate paintings.