Optimization of the Benešov Strančice railway section - PDF

Optimization of the Benešov Strančice railway section The construction Optimization of the track Benešov u Prahy Strančice is one of a set of construction works on modernizing the transit railway corridor

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Optimization of the Benešov Strančice railway section The construction Optimization of the track Benešov u Prahy Strančice is one of a set of construction works on modernizing the transit railway corridor IV, which includes the track section from the state border with Federal Republic of Germany via Praha, Tábor to České Budějovice and on to the border with Austria. Purpose of the construction is to put the railway track and the related buildings and equipment into technical state which corresponds to European parameters and standards. These parameters result from international agreements AGC and AGTC which the Czech Republic signed up to. From the point of the international passenger and freight transport the track section Praha Tábor České Budějovice represents an important link with Austria and other states of South Europe. In domestic long-distance transport the track ensures connection of important population centers of the regions of Central and South Bohemia. In passenger traffic the track plays a significant role in connecting the capital city of Praha. According to the order conditions, the railway track is proposed for optimization with the emphasis on the point of travel smoothness for rail vehicles with tilting superstructure. According to Act no. 244/1992 of the Code, documentation was elaborated on assessment of the impact of the construction on the environment for the section of the railway corridor IV from Benešov u Prahy (including) Praha Hostivař (excluding), whose part is also the construction Optimizing of the track Benešov u Prahy Strančice. On the basis of this documentation an opinion in favor of the construction work was issued by the Ministry of Environment act.no.: NM700/3348/6100/OPVŽP/02 e.o., according to 11 of the Act of Czech National Council no.244/1992 of the Code. ZONING APPROVAL: The construction site occurs in the territory of Central Bohemia region. It applies to cadastral districts of Benešov, Žíňany, Mrač, Čerčany, Čtyřkoly, Senohraby, Pětihosty, Mirošovice, Božkov, Mnichovice u Říčan, Všestary u Říčan, Strančice, and at branch lines the districts of Myslíč, Struhařov u Benešova, Roubíčkova Lhota, Jemniště, Postupice, Poříčí n. S., Bukovany, Pecerady, Týnec n.s., Lštění, Přestavlky, Vranov u Čerčan, Hvězdonice. As a part of the documentation elaboration for zoning approval the construction work was divided into two parts. Zoning approval for construction ČD DDC, Optimizing of the track Benešov u Prahy - Strančice part I, section Benešov u Prahy - Čerčany was issued by Building Authority in Benešov on under the act.no.: 3411/2/2004/P, zoning approval for construction Optimizing of the track Benešov u Prahy - Strančice part II, section Čerčany Strančice, was issued by Building Authority in Mnichovice on under the act.no.148/04. BUILDING PERMIT: The next phase is a building permit, which is issued based on the approved design documentation; this documentation was elaborated in 09/2005. It clearly details the technical solution as well as meeting the requirements on the environment protection (monitoring, protective measures, etc.). The building permit was issued by Railway Authority on NTS Benesov-Strancice.doc 1/16 SCOPE AND SUBJECT OF THE CONSTRUCTION: A track optimizing is a set of measures which allow for reaching the track load class D4 UIC with the speed up to 120 km/h, introducing transport capacity for loading gauge UIC GC and modifications for the use of the maximum track speed, including enabling the operation of trains with tilting superstructures. In other words, the construction includes activities ranging from lesser-scope reconstructions to reconstruction of the whole objects, or possibly construction of completely new objects and technological equipment. The aim of the prepared construction is to improve the railway track parameters, to modernize the building and technological parts and to increase the speed and reliability of railway transport. The construction Optimizing the track Benešov u Prahy - Strančice solves modifications to the existing railway track. For this reason it is located mainly on the railway property of Správa železniční dopravní cesty (Railway Transport Route Administration), s.o. and České dráhy (Czech Railways) a.s.. The construction beginning is at km before the railway station Benešov u Prahy, direction from České Budějovice, the construction end is at km (new stationing) before the railway station Strančice. Construction concept: Existing state: The existing railway track is double-line along the whole section. It has been electrified since 1968 with direct current traction 3 kv. At present the track is operated at speeds km/h with local limitations at 50 km/h at Praha station track neck of the railway station Benešov u Prahy, and at 50 km/h in the railway station of Čerčany. Proposed state: The optimizing relates to all professions linked to the railway track. In relation to the complex of activities connected with the reconstruction of the track itself the parameters of other facilities will improve with which railway transport customers come into contact. The scope, contents and technical solution of the construction draws on the previous state of the documentation on which the zoning approval was issued. The key part of the construction contents lies in the reconstruction of the railway track superstructure, substructure, made-up structures, platforms, traction lines, communication and interlocking equipment and power current along the whole length of the railway track interstation sections. Important parts of the construction are structures eliminating the impact of noise from the railway track operation on the neighboring environment. Construction capacity data Capacity data Project 2005 Track velocity for classical trains for trains with tilting cases Rail establishment UIC 60 new attached without bearing plates. S 49 used with fixed attachment Rail switch establishment UIC 60 new on concrete sleepers S 49 new (used with priority) 75 to 100 kmh to 125 kmh m m 30 pcs 26 pcs NTS Benesov-Strancice.doc 2/16 Capacity data Project 2005 Modification of level crossings Reconstruction / removing 3 / 0 pcs Railway track substructure improvement - total 53 km Island platform at a station new reconstructed Outside platform at station reconstructed 1 x 220 m 1 x 286 m 1 x 300 m 1 x 200 m 1 x 320 m 1 x 200 m 1 x 50 m 1 x 200 m Outside platform at train stop reconstructed 10 x 200 m Railway bridges, passes and subways railway bridges pedestrian bridges signal booms signal footbridges passes retaining walls supporting walls road-bridge Anti-noise measures Noise barriers 46 pcs 1 pc 1 pc 2 pcs 41 pcs 12 pcs 4 pcs 1 pc 17,842 m Station interlocking equipment Electronic interlocking frames 3 Track interlocking equipment Electronic automatic block Automatic clearing block mechanism Crossing interlocking equipment modification TV construction whole length of double track Labor force savings along the whole construction length track sections 8 (branch tracks) 2 (main track) 60.7 km 64 persons NTS Benesov-Strancice.doc 3/16 Capacity data Project 2005 Construction scope New stationing Section length km Power current technology Reconstruction of traction transformer station and substation 1 object Description of the area of interest The area of interest lies in the bio-region of Posázaví. POSITION This bio-region lies in the southeast of Central Bohemia, it reaches to the eastern part of geomorphologic complex of Benešovská pahorkatina (hilly land) and to the northern promontories of the complexes of Vlašimská pahorkatina and Křemešnická vrchovina. The bio-region is formed by upland on granite and gneiss along the incised valley of the Sázava River and its tributary streams. It is characterized with its poorer mesophile biota formed by acidophilic oak woods and secondarily also by flowering beech woods and oakhornbeam woods. In the system by Zlatník it belongs to 4th beech vegetation level, in Sázava valley 3rd oak-beech vegetation level. Botanically most significant are tiny serpentine isles with the appearance of a number of species of exclave character. Atypical parts are transient areas towards the surrounding bika beech woods. Today there are places with preserved fragments of oak-hornbeam woods and sporadically also larger beech complexes, but the cultivated pine and spruce woods prevail, and for dominating part there is arable land. ROCKS AND RELIEF Western part of the bio-region is geologically quite varied. For the main part there is Central Bohemian plutone represented by acidic granites and slightly more basic granodiorites to quartz diorites (tonalites), smaller areas in the center of the territory are formed by basic gabrodiorites. These rocks weather in a sand way. The bio-region has a character of monotonous hilly land; it fluently joins the bio-region of Slapy. The valley of the Sázava is at places recognized for the valley phenomenon, by Kralovice there is slightly developed serpentine phenomenon. Peak phenomenon is indicated at Velký Blaník. Not very distinctive rock formations are bound mainly to the slopes of incised valleys. The relief has a character of articulate hilly land with altitude range of m. In this hilly land, however, there are deeply incised valleys of the Sázava River and its tributary streams. Here the relief is more articulate; it has a character of flat upland with altitude range m, at places up to 240 m. The bio-region typical altitude is m. CLIMATE The whole area, namely its northern part, is relatively warm due to the vicinity of Polabí and also humid due to the influence of position of the windward slope of Vysočina (Highland). Precipitation amount is significantly higher than around Praha and in the bio-region of Slapy. Typically, the temperatures drop from northwest to southeast and precipitation levels slightly NTS Benesov-Strancice.doc 4/16 rise in the same direction. The warmest part of the bio-region is the valley of the Sázava River (Prosečnice 8 C) and the northern edge of the bio-region of Český Brod. According to Quitt, these areas belong to the warmest mildly warm area MT 11. Nevertheless, the bio-region is dominated by mildly warm area MT 10. Higher situated places belong to areas MT 9 and MT 7. Climate is locally influenced in the valley of the Sázava River. SOILS A characteristic quality of an overwhelming majority of soil substrates from the area is a lack of CaCO 3. In the northwestern part and in wider surroundings of the Sázava River valley there is predominance of more or less saturated typical cambial-soil. In the Sázava River valley there is a varied range of rankers at minor areas. BIOTA The bio-region lies in mesophyte in phytogeographic district 41, Střední Povltaví, in phytogographic sub-district 64b, the plateau of Jevany and in southern part of phytogeographic sub-district 64c, Černý Kostelec perm. Vegetation stages (Skalický): supracoline (to submontaneous). Potentially there are mainly acidophilic oak woods (Genisto germanicae-quercion), with firs represented in the bio-region eastern part. On perm in the eastern part and on the southern edge oriented towards the Sázava River valley there are oak-hornbeam groves (Melampyro nemorosi-carpinetum). Natural alternative vegetation of damp meadows is formed by vegetation of Calthion genus. Flora is quite varied, with certain bault elements, as an exception there are also exclave elements. Prevailing are Central European elements, some of them have sub-atlantic tones. The whole area of interest belongs to the basin of the Sázava River. Recipient - Vltava at km The total area of the Sázava River basin is km 2. The designed construction crosses the following streams: Baba, Benešovský potok, Medunský and Čerčanský potok, the Sázava, Zaječický potok and Kunický potok. The area of interest of the construction passes flood territory of the Sázava River and Benešovský potok. From the hydro geological point, the area of interest is classified as a part of region no.632, Crystallinics in the basin of the Central Vltava. In the area there is water bearing of porous and fracture type. From the point of underground water protection this construction does not come into contact with any water source and it does not cross any protective area of a water source used for public supply of drinking water. Natura 2000 is a system of locations protecting the most endangered species of plants, animals and natural habitats (for example, marshlands, rocky steppes or mountain spruce forests, etc.) in territory of the EU. The most important EU legal regulations in the area of environment protection are the following: Directive of the Council 79/409/EHS from 2 April 1979, on protection of wild birds (abbr., directive on birds). Directive of the Council 92/43/EHS from 21 May 1992, on protection of natural habitats, wild animals and wild-growing plants (abbr. Regulation on habitats). By 22 December 2004 the government of the Czech Republic set a list of locations significant in the European context, government directive no NTS Benesov-Strancice.doc 5/16 The area of interest contains a location proposed as a part of NATURA 2000: Sázava Týnec Location code: CZ Location name: Sázava - Týnec Bio-geographical territory: continental Location area: ha Proposed concept of especially protected area: PP Species: (Rhodeus sericeus) (Unio crassus) Impact on the environment IMPACT ON THE ENVIRONMENT DURING CONSTRUCTION Impact on population In the construction phase, negative impact on the population can potentially occur mainly in the form of increased emission and noise load. Impact on the air Point sources, areal sources During the construction there will probably be higher concentrations of pollutants in the air from point, line as well as areal sources. The technology of recycling center can be regarded as the main point and areal source of pollution. There are solid emissions of natural, chemically not modified materials of comparatively large dimensions. Dispersion into more distant surroundings is not expected. The recycling base is designed at places which have already been affected by human activity. The recycling base also meets the condition of an easy transport access. A model emission study has been elaborated in order to assess the emission load from the recycling base operation. From the above mentioned model calculations it can be derived that the movement of trucks will not bring a significant increase of noise load. Other major sources of pollution are construction and manipulation areas. Line sources A prevalent majority of construction material and waste (90%) will be transported on rail. A lesser part of material and waste (from the manipulation and recycling areas) will be transported on trucks. A model air study has been elaborated in order to assess the emission load. Based on the result analysis it can be expected that emission load on population will not be significantly increased during the construction phase. In order to reduce emissions and dust production it is necessary to respect the following measures: During construction phase the transport of construction materials will be preferred on rail. Dust formation will be minimized by trapping dust at the place of its origin (should the technical and organizational conditions allow for it), secondary dust formation will be NTS Benesov-Strancice.doc 6/16 reduced by regular sufficient sprinkling or misting the construction site and the roads used for construction work. Noise exposure The main source of noise in the construction phase will be the operation of recycling lines and the transport of material and waste on roads. In order to reduce noise level while carrying out noise producing work in the vicinity of a protected residential area we recommend at the mentioned locations the following measures: All noisy construction work will be carried out only at day, from ca 8 to 16 o clock, other suitable work can be carried out in the period from 7 to 19 o clock). Possible requirements on night work must be consulted in advance with hygienic authorities, which set forth further conditions. To choose machines with guaranteed lower noise level To enclose stationary construction machines (noise sources) with a mobile noise-reducing wall with absorbing effect (reduction by ca 4-8 db/a/). To combine work with high noise level with work of low noise level (reduction of equival. value) To place machines as far from residential areas as possible To shorten operation of strong noise sources in one day, to divide noisy work into more days with shorter time periods (reduction of equival. value). To organize building site traffic outside residential areas where possible. To inform the affected inhabitants on planned activities in order to allow them to organize the corresponding day regime. To install mobile anti-noise walls during work in municipalities where possible If the terms of the proposed measures are met, the noise level of some machines (mainly stationary circular saw, compressor) can be reduced as far as by db (A). Nevertheless, these values can not be uniquely guaranteed, since they depend on many other factors. With mobile machines the reduction of their noise level by technical means is very difficult (for example, trucks, excavators, cranes, etc.) Noise reduction here can be achieved only by organizational means. Vibrations In order to assess the existing level of vibrations a vibration measurement has been made. The scope of this measurement was set based on a consultation at Regional Hygienic Station of Central Bohemia region. All the measured vibration levels meet the permitted limits, therefore no anti-vibration measures are proposed. Impacts on water In the section of the railway corridor subject to evaluation, no significant changes in routing have been realized. From the point of view of seriousness of impacts on the respected area s drainage character, this is considered to be of a zero impact, and from the point of view of their importance, it is expected to have an insignificant impact. The project as such respects the existing permanent as well as intermittent watercourses and their crossing is realized by means of bridges and culverts. With respect to the aforementioned NTS Benesov-Strancice.doc 7/16 realization, it is not possible to expect record-relevant changes in the flow rate of the respective watercourses. The project realization does not interfere with any water body either. The most serious risk concerning the quality of underground water is represented by possible spillage or leakage of oil-based substances (oil, petrol, hydraulic oils, etc.) used in operation of the construction machinery. Similar leakage can be found in most cases due to working indiscipline or insufficient training of employees. In general, it is necessary to be very careful while handling dangerous substances along the whole railway section as sporadic sources of underground water (e.g. private wells) in may exist there in various locations. With increased care, it is necessary to carry out construction work in sections where the water sources protection zones concerning underground water are located in the immediate neighbourhood of the railway line. Among recommendations in the submitted documentation, the following conditions are therefore expressed: in areas important from the point of view of water management the water protection zones, no handling with or storage of oil-based substances shall be allowed, no machinery shall be allowed to be repaired (construction machinery or vehicles) and no parking of the aforementioned shall be allowed in such areas as well, for the purpose of parking and repairs of such machinery, a construction yard located outside the areas important fr
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