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ABB Hoisting Equipment for the Transalpine Gotthard Base Tunnel

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ABB Hoisting Equipment for theTransalpine Gotthard Base Tunnel

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Hoisting systemsIn May 1999 a consortium compris-ing Siemag Transplan GmbH andABB was awarded a contract byAlpTransit Gotthard AG, a subsidiaryof the Swiss Federal Railways (SFF),for the supply of a cage hoist and aservice hoist.

Commercial operation of the twohoists (see Table 1) started at theend of 2002. ABB was responsiblefor the engineering and supply ofall the electrical and control equip-ment, while Siemag Transplan builtthe mechanical parts of the twohoists. Once the tunnel constructionhas been completed, the service hoistwill be retained for service and main-tenance purposes.

No decision has so far beenmade about the future of the cage(main) hoist.

Hoisting system parameters

The cage hoist is a 4-rope frictionunit with a 4.8 m pulley, cage andcounterweight with a capacity of38.4 t. In addition to hoisting exca-vated rock, it is being used to trans-fer roof support and other materialto the tunnelling level. The cagehoist’s drive system consists of anACS 6000 SD system with an AMZ2000 KK16 synchronous motor. Theservice hoist is a drum unit with a 2m drum and is driven by a 270 kWDC motor. With a capacity of 1.6 t,the drum hoist will be used mainlyto transport people.

There is no headframe, becauseboth mine hoists with their associ-ated electrical and control equipmenthave been installed underground.Access to them from the groundsite is via a horizontal 1 km tunnel.

Excavated rock material is removedfrom the headings by train. Some ofthis material is crushed and used formaking concrete aggregate. The re-mainder is dumped into a loadingstation, at the bottom of the 800 mshaft. Here, the material is loadedinto special cars, which are raisedto the surface in the two-level cageat a speed of 16 m/s. At the top ofthe shaft the cars are dumped andthe material is transported via theaccess tunnel to the ground site.

Plan of the Gotthard Base Tunnel system at Sedrun

By the year 2011 railway passengers will be able to travel by high-speed trains from Zurich to Milan in aslittle as 2 h 40 m and, later on, 2 h 10 m. This will be possible once construction of the new TransAlpineRailway Axis in Switzerland has been completed. The line will include three major tunnels, the Zimmerberg,Gotthard and Ceneri BaseTunnels.

Construction of the 57-km-long Gotthard Base Tunnel, which will be the world’s longest railway tunnel,has commenced. Simultaneous heading operations are taking place from five points. Two sets of ABBmine hoist equipment have been installed at Sedrun, roughly in the middle of the tunnel route, for trans-porting excavated rock, tunnel and railway infrastructure material and people.

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Electrical equipmentSynchronous motor drive

ABB has been supplying electricaldrive systems to the mining industryfor over a century and consequentlyhas comprehensive experience inthis industry. The very earliest drivesystems were based on 3-phaseslip-ring motors with resistor banksthat provided only limited speedcontrol. Later, they were supersededby DC drives with Ward-Leonardcontrol, which offered greatly im-proved speed control. Further im-provements of variable-speed DCdrives came with the introduction ofthyristor converter technology. Thedevelopment of power electronics,analogue and digital distributed con-trol systems (DCS) and open controlsystems (OCS) led to the renaissanceof variable-speed AC drive systems.From the 1980s AC drive systems withcycloconverters were more andmore widely used for mine hoists.

The most recent AC drive systemintroduced by ABB is the ACS 6000 SDmedium-voltage AC synchronousmotor drive with direct torque control (DTC). It provides 4-quad-rant operation and has an outputfrequency of 0-75 Hz at a voltageof 3,150 V and a current of 1,650 A.

ACS 6000 SD is used together withAC synchronous motors with out-puts up to 27 MW. Besides minehoists, typical applications are to befound in the pulp and paper, steeland chemical industries. The powercircuit of the new drive system usesthe IGCT (Integrated Gate Commu-tated Thyristor), a high-speedswitching device. The IGCT is aredesigned GTO thyristor and rep-resents a significant development inpower semiconductor technology.ACS 6000 SD has six identicalpower phase modules with IGCTand diode power semiconductors.

Compared with cycloconverters,ACS 6000 SD has a number ofadvantages:

• No fuses or DC breakers are needed in the power circuit due to the high switching speed of the IGCT.

• Smaller footprint.

• Higher efficiency, ~98%.

• Both the drive system and the motor work on unity power factor.

• ACS 6000 SD does not consume any reactive power and thereforethe transformer power rating will be only 50 per cent of that of a cycloconverter drive system.

• Low voltage fluctuations on the supply network, only 20 per centof those of the cycloconverter. The mine hoist can consequently be connected to a weaker power supply system.

• ACS 6000 SD generates only a low level of harmonics and there-fore does not normally require any filters. In principle, all harmonics below the 25th are eliminated.

• ACS 6000 SD has a response timethat is up to ten times faster than that of a drive with a control system based on flux vector or PWM technology.

In the foreground, the production hoist with a pulley diameter of 4.8 m and, in the background, the service hoist

Hoist control desk

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Another important feature of ACS 6000 SD is the use of DirectTorque Control (DTC). This is anoptimum motor speed controlmethod for AC drives with a veryfast response to process changes.

Main features of DTC include:• Control of both the speed and

the torque of the motor.• Stator flux and torque are the pri-

mary control variables.• High starting torque and speed

control at low speeds.• High-speed digital signal proces-

sing using ASICS (Application Specific Integrated Circuits).

• Optical fibres for data transmission.

The first ACS 6000 SD drive sys-tem supplied by ABB for minehoists has now been in operationsince July 2001 at the Pyhäsalmicopper/zinc mine in Finland.Reliability and availability tests per-formed by ABB at the mine demon-strated that, for example, the totalavailability of the complete hoistingsystem was 99.7 per cent. Since thestart-up of the cage hoist at Sedrun,reports show that it, too, has beenperforming very well.

The synchronous motor for thecage hoist at Sedrun is a 16-polemachine with a rating of 4,176 kW,3,150 V, 0 - 8.4 Hz and a speed of 0 - 63 r/min. It is directly coupled tothe mine hoist pulley without anygearbox. Both the motor and theconverter have water cooling.

Hoist control system

The control systems of the twomine hoists at Sedrun are based on ABB’s ControlIT and OperateIT

products. They provide powerful,user-friendly systems built up aroundthe AC 110 process controller and aDC-based station for the HSI (Hu-man-System Interface). With the helpof Advant software, AdvaSoft, thehoist control systems optimize cycletimes and production, thereby rais-ing production and reducing main-tenance. Operation of the cage hoistis fully automatic, while pushbuttoncontrol is used for the service hoist.During maintenance work, the cagehoist can be operated manually fromthe control desk in the undergroundcontrol room. Safety functions aresubject to semi-automatic testing.

Advant Hoist Monitor AHM 110

The electronic digital Advant HoistMonitor AHM 110 is primarily intendedto monitor and protect the mine hoistsat Sedrun. It provides very accuratemonitoring of the mine hoist parame-ters such as speed, acceleration,retardation, and conveyance po-sition. AHM 110 initiates an emer-gency stop in the event of, forexample, overwinding and over-speed. Operation of AHM 110 iscompletely independent of the hoistcontrol system. A separate pulsegenerator that is driven directly bythe hoist pulley/drum provides thespeed and conveyance positioninformation. AHM 110 has bothanalogue and digital inputs andoutputs.

ACS 6000 SD drive for the cage hoist

The 4,176 kW synchronous motor for the cage hoist

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A display unit with digital key-board is mounted on the front ofthe monitor to provide the operatorinterface. It is used to set the hoistparameters and present set andactual values. In addition, AHM 110serves as a fault logger.

Multiple Check Point Hoist Monitor,PHM

The Sedrun mine hoists have beendesigned to comply with the Germansafety regulations (TAS), which areamong the most stringent in theworld. As a complement to theAdvant Hoist Monitor, ABB has there-fore included a specially developedMultiple Check Point Hoist Monitor(PHM). Based on switching relaytechnology, PHM includes a tacho-generator for measuring the hoistspeed and 12 magnetic shaft limitswitches, with six at the bottom ofthe shaft and six at the top. PHMprovides both speed protection andpoint-based position monitoring.

General backgroundThe introduction in 1981 of high-speed trains in Europe marked thebeginning of a new era in passen-ger railway traffic. Over the past 20years the European high-speed rail-way network has expanded rapidly.By 2005 it will have a total lengthof 6,000 km. This will result in agreater integration of national rail-way systems and increased cross-border traffic. Travel times on theexisting St Gotthard line betweenZurich and Milan today are 4 h 15m for express trains and 3 h 40 mfor high-speed trains.

Up until now, transalpine goodstraffic in Switzerland has been pre-dominantly by road. Between 1970and 1998 goods traffic by road hasincreased by 1,150 percent. Goodstraffic by rail, on the other hand,has grown by only 37 percent overthe same period of time.

If the transport of goods by roadcontinues to increase at the samerate, this will have a catastrophicimpact on the quality of life andthe environment.

The shortest transalpine routebetween, for example, Germany andItaly is via Switzerland. The existingSt. Gotthard line built 120 years agois quite simply unable to cope withthis growth in rail traffic.

The Swiss government has beenstudying this development for anumber of years, giving priority tothe north-south axis. With a newTransAlpine Railway Axis it has beenestimated that the annual freighttraffic can be increased from 20 Mttoday to 52 Mt.

Table 1. General data of the mine hoisting systems at Sedrun

Cage hoist Service hoist

Shaft diameter 9.0 m 9.0 m

Shaft depth 800 m 800 m

Net load 38.4 t 1.6 t

Design speed 16 m/s 4 m/s

Pulley/drum diameter 4.8 m 3 m

Drive system ACS 6000 SD DCS 600

Motor type Synchronous DC

Motor output 4,176 kW 270 kW

Motor voltage 3,150 V 410 V

Motor frequency 0 - 8.4 Hz

Motor speed 0 – 63 r/min 1,085 r/min

Cooling Water Air

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When the AlpTransit line is com-pleted, high-speed tilting passengertrains will run at a speed of 200-250 km/h, cutting the Zurich-Milantravel time to 2 h 40 m (stage 1)and, later, to 2 h 10 m (stage 2). Inaddition, rapid freight trains will beable to run at a speed of 160 km/has against 100-120 km/h for tradi-tional freight trains. With the newAlpTransit line it will also no longerbe necessary for freight trains to stopto allow passenger trains to pass.

Four major projects involving a totalinvestment of around CHF 30 billionhave been planned. One of the goalsis to integrate the Swiss railways intothe European High-Speed RailwayNetwork.

Another is to improve cross-bordermobility, another to provide soundinsulation along existing lines.

The AlpTransit Project andthe Gotthard Base TunnelThe AlpTransit line includes threemajor tunnels, the Zimmerberg BaseTunnel (20 km), the Gotthard BaseTunnel (57 km) and the Ceneri BaseTunnel (15 km). At its northern end,close to Zurich, the Gotthard BaseTunnel is linked to the ZimmerbergBase Tunnel. The southern end isconnected, via the Ceneri BaseTunnel, to Lugano.

The Gotthard Base Tunnel will havea flat trajectory with a maximumheight of 550 m above sea level, asagainst over 1,150 m above sea levelof the existing St. Gotthard line.This will also reduce the length ofthe line by 40 km.

There will be two single-tracklines in the twin-bore tunnel, whichwill greatly improve the safety byeliminating the risk of head-on col-lisions. Connecting evacuation gal-leries between the two lines will belocated every 325 m along the tunnel.

To speed up the construction ofthe tunnel, the heading operationsare taking place simultaneously fromfive points.

The different tunnel sections varyin length between 6.2 and 16.6 km.At the Sedrun intermediate heading,where the ABB mine hoists are in-stalled, there is a vertical 800 m shaft.One of the two multi-function stations will be built here. This willaccommodate parts of the tunnelventilation equipment, track-crossover points and an emergencystop area. In addition, there is a 1 kmhorizontal access tunnel leadingfrom the surface site to the top ofthe vertical shaft.

Two different tunnelling tech-nologies are being used: tunnelboring machines (TBM) and rockblasting.

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TBM technology is applied whenthe rock has a high quality. Rockblasting with drilling jumbos isapplied when the rock quality is poorand geological faults are present.Around 30 people/shift are normallyworking at the headings, while thetotal number of people at Sedrunitself varies between 400 and 500.

An alignment accuracy of less than1 cm will be achieved during thetunnelling. This is the result of ad-vanced simulations in combinationwith the use of surveys, GPS tech-nology and satellites.

24 million tonnes of excavated rock

The heading rate depends on thequality of the rock and consequentlyvaries from as much as over 20 m/dayto as little as 1 m/day. It is estimatedthat 24 Mt (13.3 million m3) of rockmaterial will be excavated. High-quality excavated rock material, aftercrushing, will be used to produce 5 Mt of concrete aggregate. Fourspecial concrete plants, includingan underground plant at Sedrun,have been constructed. The remain-ing material will be used as gravelsand, for making bricks, offered forsale for use in embankments, etc.,

while low-grade material will bedeposited in different landfill sites.

Ventilation and cooling of the tun-nel are essential to ensure goodworking conditions. The rock canhave a temperature of as high as

45oC. In addition, the tunnelling

machinery generates a considerableamount of heat. The ventilation sys-tem must also extract the gases aris-ing from the blasting operations.Fresh air is drawn in through theportal or access tunnel and is blownto the headings via conduits. Fansare used to vent the exhaust air andgases via the portal/access tunnel.

Note: The background picture on the cover is from Erstfeld.

Loading station for the cage hoist at the bottom of the shaft

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ABB Automation Technologies ABMining DepartmentSE-721 67 Västerås, SwedenPhone: +46 21 34 00 00Fax: +46 21 18 58 90www.abb.com/mining

Table 2. Timetable for the Gotthard Base Tunnel Project

1947 First proposal for Gotthard Base Tunnel

1962 Start of project planning by Swiss Federal Railways

1992 Acceptance of proposal for new transalpine railway (Neat)

1996 Start of construction of access tunnel at Sedrun

1998 Start of sinking of 800 m shaft at Sedrun

1998 Call for tenders

1999 Start of civil engineering work

1999 The consortium receives order for two mine hoists

2002 Mine hoists enter into operation

2006 Start of railway infrastructure work

2011 Start of operation of Gotthard Base Tunnel