Tunnel Ventilation System

PKG.-14,
MUMBAI – NAGPUR EXPRESSWAY

Presented by
A.BALASUBRAMANIAN

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 PRESENTATION OUTLINE

1) Tunnel Introduction
2) Purpose of Tunnel Ventilation System basis criteria
3) Design Methodology outline
4) Ventilation concept in Normal & Fire scenario
5) Jet Elements
6) Fan Performance
7) Before commencement of installation
8) Motorized Damper & ACTUATOR
9) Sensor signal logic CKT
10) Example of integration photo in Fire scenario

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 Tunnel Introduction

The unidirectional tunnel lengths are 8.02 Kms (LHS) and 7.985 Kms (RHS). This covers
the Cut & cover reach of 240 m length on each side. Both the tubes are connected by
cross passage at every 300 m. The sketch below shows the tunnel section and the space
utilization

Finished Cross sectional area

= 134 m2

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LHS tube is connected to a vertical shaft at 1.9 km from entry portal on the
north (i.e. Igatpuri side), while RHS tube is connected to inclined shaft at
3.875km from its entry portal on the south (i.e. Vashala side). Both tubes have
continuous slope of 2.49% from North to South.

The basic principle of ventilation design is Longitudinal ventilation.

Design fire for Ventilation design = 50 MW

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 Purpose of Tunnel Ventilation System basis criteria

Monitor and control air quality inside the tunnel to meet design requirements
for tunnel users under normal, congested, incident and Emergency
operations.
•Normal operation – traffic is free flowing

•Congested operation – traffic is slow moving due to vehicle build up

•Incident operation – traffic is slow moving or stopped due to accidents or

breakdowns
• Emergency operation – these are operations that requires the involvement
of the emergency services (e.g. fire scenario). minimize back-layering and
smoke spreading downstream of the exhaust point.

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Design Methodology

• Different types of vehicles in different parts of the tunnel and their numbers.
• The exhaust emissions from those vehicles.
• Length and cross section area of the tunnel.
• Meteorological effects such as barometric pressure differences and wind effects.
• Vehicle fire heat release rate.
• Air quality; Air quality limits are suggested to be as per PIARC guidelines has
recommended limits on the concentrations of the following emissions within a tunnel
(for tunnel operation):
• CO (Carbon monoxide)
• Turbidity
• NO2 (Nitrogen Dioxide)
• NOx(Nitric Oxide)
PIARC 2019 proposes a NO2-limit of 1 ppm, usually as an average over the tunnel. With
longitudinal ventilation this leads to a NO2-point-limit of 2 ppm at the end of the tunnel.

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 Fresh Air Demand during “Normal Operation”

The fresh air demand is determined by the fresh air required to maintain the minimum
visibility and CO & NOx concentration in the tunnel according to PIARC 2019.

Fresh Air Demand -Both Tubes

LHS TUBE RHS TUBE
Speed CO NOx Opacity CO NOx Opacity
of
vehicle
(Km/hr. (m3/s) (m3/s) (m3/s) (m3/s) (m3/s) (m3/s)
)

20 26.3 260.4 285.7 49.6 396.2 337.6

30 19.6 199.3 286.3 37.1 335.3 345.9
40 16.5 149.9 285.0 37.0 316.1 357.7
50 13.9 115.4 278.9 33.8 289.9 355.1
60 11.6 95.5 273.0 32.5 336.0 358.7
70 11.2 81.8 267.4 34.8 368.2 360.7
80 10.7 73.7 263.7 37.4 407.0 363.6
90 9.9 73.2 259.4 40.2 393.8 359.1
100 10.5 72.5 256.2 42.7 380.4 349.9
110 12.2 82.4 239.6 52.9 376.4 325.2
120 15.4 95.1 226.8 73.7 374.3 304.7

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 Ventilation concept in Normal Operation

In normal operation, the ventilation system is operated in order to maintain a minimum air
quality along the tunnel roadway. The ventilation concept in normal operation is based on
longitudinal ventilation. At the entry portal, fresh air is brought into the tunnel. It is pushed
along the tunnel roadway by means of the piston effect of moving vehicles and discharged
via exit portal. Each tube is also connected to independent shaft to facilitate natural
ventilation. There will be a motorized damper connected at the interface between the
tunnel and shaft. In case of activation of ventilation through jet fans, the dampers shall be
closed.

If the air quality monitoring system detects elevated levels of pollutants, the mechanical
tunnel ventilation is switched on automatically to support the longitudinal ventilation and
damper connected to shafts shall be closed.

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 Ventilation concept in Case of Fire
When a fire is detected in the tunnel, both tunnel entry points are closed for traffic. Vehicles
already travelling in the tunnel may continue. The vehicles upstream of the incident point
shall exit the tunnel through the same tube, whereas vehicles downstream of the incident
point need to be diverted through the nearest cross passage into other tube for evacuation.
Hence, the traffic movement and the ventilation operation depend on the location of the fire.
Purely longitudinal ventilation system shall be used to push the smoke out towards exit portal
of the incident tube. It is assumed that motorists downstream of fire shall drive out of the
tunnel.
In the event of fire in any of the tube, following ventilation strategy shall be adopted:
•Jet fans shall be activated to generate critical air flow from the entrance portal past the fire
site to avoid smoke back layering in upstream direction.
•Jet fans near the fire site shall not be activated.
•In the non-incident tunnel, the jet fans close to the portals are operated in order to increase
the static pressure and to keep the cross connections smoke-free.
•Dampers connected to vertical and inclined shafts shall be closed.

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 Jet Fans

• Tunnel jet fan elements

• Impeller.
• Electric drive motor
• Housing with supports
• Two silencers
• Mounting of the jet fan with shock absorbers
• Fall protection
• Instrumentation and cabling.

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 Fan Performance

• The tunnel jet fans is direct-drive, truly reversible, axial-flow

• Ambient Temperature of -15°C to 45°C.
• Humidity of 0% to 100% RH.
• Pressure fluctuations from traffic between -1000 Pa and +1500 Pa (according to the
Austrian Tunnel Construction Design Code).

• All tunnel jet fans of size and capacity is same. In the selection of jet fans,
interchangeability of parts shall be considered. Jet fans shall be designed to allow
safe operation in ambient air flow up to 10 m/s in and against jet fan direction. The
jet fan performance in the forward direction (at air density 1.2 kg/m3) shall be not
less than 28.5 N/kW. Aerodynamic efficiency in the reverse direction shall be not
less than 90% of the efficiency in the forward direction.

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 Before commencement of installation

• Check the drawing of the TVF layout is approved, and that the drawing for the TVF
installation are issued with Approved for Construction status in accordance with
document control procedures.
• Prior to commencement of work coordination will be done with other services.
• Check that site access to the work area of installation is available, that the works area
is clean and safe and that the temporary service provisions are available.
• Shift the fans / equipment independently by cross check the tagging and name plate
details of the equipment to shift the respective location.
• Provide anti-vibration isolators as required by the manufacturer guide lines.
• ceiling suspended fans should be use anchor type , size and follow as per fan support
details.
• lift the fan unit using chain, pulley block and place it on the vibration isolator pad
properly. Fix the fan leg to isolator using bolt supplied with isolator
• Check the levelling of fan frame and if necessary.

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Motorized Damper

• Fire rated motorized damper (modulating type or ON/OFF type)

• Used at Tunnel Fresh air inlet (ON/OFF or modulating type as per System requirement).
• Used in fans which required programmed operations (Open or Shut down as per requirement).

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ACTUATOR

The MS4620F Fast-Acting, Two-Position Actuators are

spring return direct coupled actuators (DCA) for on/off
damper control. The actuator accepts an on/off signal
from a single pole, single-throw (spst) controller.
Reversible mounting allows actuator to be used for
either clockwise (cw) or counter clockwise (ccw) spring
rotation.

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 System Operation
• Operation sequence of damper is in accordance with I/O schedule and controlled by BACS.
• The dampers are controlled and monitored by the BACS PLC through Remote I/O modules
• (RIO). The PLC control logic shall;
• • Control the dampers as per the mode tables.
• • Monitor the dampers open status and close status.
• • Report all controlled and monitored values to the BACS HMI

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sensors Input signal logic diagram

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