KHARISA SYAHLMA NUHA, MUETHIA (2018) Design And Calculation Of Railway Tunnel. Undergraduate thesis, Universitas Islam Sultan Agung.
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Abstract
Railway are constructed in the flat surface, across the river, valley, and mountainous area. In order the train can easily, safely and comfortably move, the track must be as flat as possible. The allowable gradients may be based on the ruling gradient which is the maximum gradient over which a tonnage train can be hauled with one locomotive. In some countries, momentum gradient which is a steeper but shorter gradient may be allowed. This is usually when there is a track gradient is connected to a leveled tangent track that is long enough with no signal between them so that train can build momentum to push through steeper grade than it can be without momentum. Dutch Railway Services allow the maximum gradient 5% or 1 to 200. On that gradient the train considered still able to travel it. If the train should traveled across the highly mountain where the maximum requirement of gradient is impossible to fulfilled, then a tunnel is made to break through the mountain to get the flat gradient of railway. Pay the important of tunnel in the geometry of railway or roadway construction into attention, this final assignment have an objectives : To design and calculation of railway tunnel, To get knowledge on designing and calculating tunnel construction. In this final assignment railway tunnel will be designed and calculated. Of the various types of tunnels, this final assignment will be discuss the railway tunnel as study material. There are two dimensions of tunnels in Indonesia, namely circle tunnels and horseshoe tunnels. The soil type in the tunnel is soft soil because in Indonesia there are many types of soil like that. There are four planning methods in the railroad tunnel, which determine tunnel timing, tunnel width, shear condition, and determine track free space. As for the calculation method using load, check segment, shear force. The results of the calculation of the load on the train tunnel is g = 12.72 kN / m2, in vertical pressure at tunnel crown P1 = 306.12 kN / m2, vertical pressure at tunnel bottom P2 = 346.08 kN / m2, lateral pressure at tunnel crown q1 = 224.3 kN / m2, lateral pressure at tunnel bottom q2 = 368.4 kN / m2. The results of security checks on the tunnel lining in the shear force get results τ = 0.486 MN / m2 <1.1 MN / m2, check bolt τ = 54.8 MN / m2 <150 MN / m2, Sα = 45.5 kN, check of fall W1 = 333.3 kN / m2. It can be concluded that the use of the lining segment in the railroad tunnel, apart from depending on the carrying capacity of the land, also depends on the calculation method used.
| Dosen Pembimbing: | Faiqun Niam, Moh and Rusbintardjo, Gatot | nidn0612106701, nidn8871250017 |
|---|---|
| Item Type: | Thesis (Undergraduate) |
| Subjects: | T Technology > TA Engineering (General). Civil engineering (General) |
| Divisions: | Fakultas Teknik Fakultas Teknik > Doktoral Teknik Sipil |
| Depositing User: | Pustakawan 3 UNISSULA |
| Date Deposited: | 29 Nov 2019 02:18 |
| Last Modified: | 29 Nov 2019 02:18 |
| URI: | https://repository.unissula.ac.id/id/eprint/13767 |
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