Markanvändning vid byggnation av höghastighetsjärnväg; en jämförelsestudie mellan höghastighetsjärnväg på bank och höghastighetsjärnväg på viadukt.
(2017)LTH School of Engineering in Helsingborg
- Abstract
- In the construction of high-speed railways, an important starting point is to make as little Intrusion on land as possible, therefore it is of high importance to carefully investigate which construction alternatives are the most advantageous. The purpose of this work is to compare and evaluate land use and building on viaduct. The work will be based on literature and interview studies. Sections of the different design methods will be used to calculate the amount of land that may be needed. In addition to a general land calculation for viaduct and embankment, a geographical area will also be selected to calculate the land use for the selected distance. The results of the calculations are that the embankment option gives at least a total... (More)
- In the construction of high-speed railways, an important starting point is to make as little Intrusion on land as possible, therefore it is of high importance to carefully investigate which construction alternatives are the most advantageous. The purpose of this work is to compare and evaluate land use and building on viaduct. The work will be based on literature and interview studies. Sections of the different design methods will be used to calculate the amount of land that may be needed. In addition to a general land calculation for viaduct and embankment, a geographical area will also be selected to calculate the land use for the selected distance. The results of the calculations are that the embankment option gives at least a total width of 26.81 meters and at most 62.81 meters. The viaduct option has a constant width of 15.4 meters regardless of height. Already at 1m altitude, the viaduct uses 42% less land than the embankment. At 10 meters’ altitude, the viaduct uses 75% less land than the embankment. The concept of a viaduct gives a more positive picture of the railway, saving both money in the perspective of field use and surface. For an investment in infrastructure of this size, one can not only look at one aspect, but also look at building time, cost, socio-economic benefits and maintenance costs. The viaduct option may be good at places where the land is of high value, such as in many places in Skåne. It is also good in crowded cities where a railway station is wanted in the centre, because you can use the area under the viaduct for shops, etc. We therefore consider trying to reach a product that includes both embankments and viaducts to reduce land use. For example, one can have embankments before and after tunnels and cuts, to avoid transport of the excess masses, but also embankments where there is more weight on the landscape image compared to the use of land. (Less)
Please use this url to cite or link to this publication:
http://lup.lub.lu.se/student-papers/record/8917392
- author
- Andersson, Niclas and Hassoun, Hamzeh
- organization
- year
- 2017
- type
- M2 - Bachelor Degree
- subject
- keywords
- höghastighet, järnväg, markanvändning, ostlänken
- language
- Swedish
- id
- 8917392
- date added to LUP
- 2017-06-20 04:10:02
- date last changed
- 2018-10-18 10:35:57
@misc{8917392,
abstract = {{In the construction of high-speed railways, an important starting point is to make as little Intrusion on land as possible, therefore it is of high importance to carefully investigate which construction alternatives are the most advantageous. The purpose of this work is to compare and evaluate land use and building on viaduct. The work will be based on literature and interview studies. Sections of the different design methods will be used to calculate the amount of land that may be needed. In addition to a general land calculation for viaduct and embankment, a geographical area will also be selected to calculate the land use for the selected distance. The results of the calculations are that the embankment option gives at least a total width of 26.81 meters and at most 62.81 meters. The viaduct option has a constant width of 15.4 meters regardless of height. Already at 1m altitude, the viaduct uses 42% less land than the embankment. At 10 meters’ altitude, the viaduct uses 75% less land than the embankment. The concept of a viaduct gives a more positive picture of the railway, saving both money in the perspective of field use and surface. For an investment in infrastructure of this size, one can not only look at one aspect, but also look at building time, cost, socio-economic benefits and maintenance costs. The viaduct option may be good at places where the land is of high value, such as in many places in Skåne. It is also good in crowded cities where a railway station is wanted in the centre, because you can use the area under the viaduct for shops, etc. We therefore consider trying to reach a product that includes both embankments and viaducts to reduce land use. For example, one can have embankments before and after tunnels and cuts, to avoid transport of the excess masses, but also embankments where there is more weight on the landscape image compared to the use of land.}},
author = {{Andersson, Niclas and Hassoun, Hamzeh}},
language = {{swe}},
note = {{Student Paper}},
title = {{Markanvändning vid byggnation av höghastighetsjärnväg; en jämförelsestudie mellan höghastighetsjärnväg på bank och höghastighetsjärnväg på viadukt.}},
year = {{2017}},
}