TTK Links: Home Page | TTK Moodle | ÕIS
TTK/UAS Repository For Digital Teaching and Learning Resources

Rongiliikluse korraldamine Pärnu raudteesillal kahe rööpmelaiuse korral

Lebedev, Dmitri (2017) Rongiliikluse korraldamine Pärnu raudteesillal kahe rööpmelaiuse korral. [thesis] [en] Train Traffic Management on Double-gauge Pärnu Railway Bridge.

[img]
Preview
PDF - Published Version
Download (8MB) | Preview
[img]
Preview
PDF (lihtlitsents) - Other
Download (154kB) | Preview

Abstract

Rail Baltica raudteeühenduse ehitamine on väga tähtis Eesti riigile. Ta avaldab mõju mitte ainult raudtee valdkonnale, vaid ka tervele transpordi-süsteemile ja majandusele. Juba RB ehitamise ja edaspidi ekspluatatsiooni ajal tekivad inimestele uued töökohad. Minu poolt pakutav Papiniidu silla rekonstrueerimise lahendus on rahaliselt kordi odavam, kui uue silla ehitamine. Samuti maakasutuse seisukohalt on olemasoleva silla rekonstrueerimine hea Pärnu linnale. Uue silla ehitamiseks tuleb võtta kasutusele täiendavaid uusi maa-alasi, mis muudaksid oluliselt Pärnu linna arhitektuurilist vaadet. Samuti on uute maa-alade kasutuselevõtul oluline mõju Pärnu jõe Natura 2000 aladele (Natura 2000 on üle-euroopaline kaitstavate alade võrgustik, mille eesmärk on tagada haruldaste või ohustatud kalade, lindude, loomade ja taimede ning nende elupaikade ja kasvukohtade kaitse). Papiniidu raudtee silla rekonstrueerimise hind on 143 9335,28 eurot. Uue silla ehitamise hind on 139 43229,3 eurot. Siit on näha, et olemasoleva raudteesilla rekonstrueerimine on kümme korda odavam, kui uue raudteesilla ehitamine, samas puudub vajadus ehitada viadukt erineva laiusega raudteede ristumise kohale. Papiniidu raudtee-silla kahele rööpmelaiusele rekonstrueerimise plussid: • ei pea võtma kasutusele uusi maa-alasid linnale kuuluvast maast • ei ole olulist mõju Pärnu jõe Natura 2000 võrgustiku aladele • oluliselt odavam, kui teise, kaheteelise raudtee silla ehitamine • RB trassi-koridor kulgeb Sauga valla Kauba tn piirkonnas (lõik 4F) (Joonis 16) ei ole vaja viia eritasandile (Pärnu kaubajaama kohal, kus eri rööpmelaiusega raudteed ristuvad, ei ole vaja ehitada viadukti)   Papiniidu raudtee silla kahele rööpmelaiusele rekonstrueerimise puudused: • langeb rongide liikluskiirus • avarii korral rongiliiklus seiskub mõlema laiusega raudteel • raudteesilla väike läbilaskevõime RB raudtee trassi ehitamine ja Papiniidu raudtee peatuse kohal reisiterminali ehitamine on hea võimalus arendada ka Pärnu kaubajaama, kus samamoodi võiks kasutusele võtta erineva laiusega 1520/1435 mm raudteed. Selleks ei ole vaja ehitada täiesti uut kaubahoovi, vaid tuleb rekonstrueerida olemasolev. Pärnu kaubajaama tulevik võib olla konteinerite ja autotreilerite ümberlaadimisega seotud.

Abstract [en]

Rail Baltic is the largest planned railway investment and a project which aims to establish direct connection to the European Union rail network. Rail Baltic Railway construction is very important to Estonia. It affects not only the railway field but its entire transportation system and economy. New jobs will be created during the construction of Rail Baltic as well as during its exploitation. The construction of Baltic Rail high-speed railway needs to solve many problems related to the construction of the track. One of them is the solution for the railroad bridge crossing the Pärnu River. There are two options, whether to build a new bridge next to the existing double-track railroad bridge or to reconstruct the existing Papiniidu railway bridge. I recommend the second solution because in financial terms it is significantly cheaper than building a new bridge. Regarding land use, the reconstruction of the existing bridge is more beneficial for the city of Pärnu. In order to build a new bridge, additional land should be used. This would make a significant change in the architectural view of Pärnu city. Considering the use of new land areas has an enormous influence on Natura 2000 sites of the Pärnu river (Natura 2000 is a pan-European network of protected areas which aims to ensure the protection of rare or endangered fish, birds, animals and plants as well as their habitats). Reconstruction of Papiniidu railway bridge reconstruction costs 1439335,28 euros. Construction of the new bridge costs 13943229,3 euros. This suggests that the existing railway bridge reconstruction is ten times cheaper than the construction of a new railway bridge, as well as it appears that there is no need to build a railway viaduct at the crossing of railways of different widths. The advantages of a double-track Papiniidu railway bridge system reconstruction: • there is no need to use additional land owned by the city of Pärnu • there is no significant impact on Natura 2000 sites of the Pärnu River • construction is much cheaper than building another double-track railway bridge • there is no need to bring the Rail Baltic passage corridor (Figure 16) to a different level (no need to build a viaduct above Pärnu Freight Station where different rail gauge railways intersect) The disadvantages of reconstructing Papiniidu railway bridge into a double-track railway • train speed drops • in case of emergencies train traffic comes to a halt • small capacity of a railway bridge is an issue As well as building the Rail Baltic railway route and the construction of the railway station instead of Papiniidu train stop, there is a good opportunity to develop Pärnu Freight Station where the railroads of different widths 1520/1435 could be used. In order to achieve such objectives there is no need to build a brand new freight yard, but reconstruct the existing one instead. The future of Pärnu Freight Station could be connected to the transshipment of car carriers and containers.

Item Type: thesis
Advisor: Rita Ojala
Subjects: Transport > Rail transport > Railway engineering > Railway repair work
Divisions: Institute of Logistics > Railway Engineering
Depositing User: Dimitri Lebedev
Date Deposited: 07 Jun 2017 08:08
Last Modified: 07 Jun 2017 08:08
URI: http://eprints.tktk.ee/id/eprint/2768

Actions (login required)

View Item View Item