Zbornik radova Koridor 10 - Kirilo Savić

3rd International Scientific and Professional Conference
CORRIDOR 10 - a sustainable way of integrations
The works are divided into 2 stages. The first stage is formed by the section Nové Mesto nad Váhom -
Trenčianske Bohuslavice, that consists of the modernisation of the RS Trenčianske Bohuslavice,
where on the turnout layout of Žilina direction the first crossover from turnouts of 1:26,5-2500 on ŽSR
lines is fitted, and there is also a dual rail tunnel under Turecký vrch mountain and the construction of
first ever section with the solid track on ŽSR lines- in the tunnel and on its glacis. Within the
modernisation, 1 new railway bridge, 1 new road bridge, and 1 281m of noise walls will be built.
4 existing railway bridge objects will be reconstructed.
The plans for construction of the tunnel Turecký vrch, which overall length in the axis is 1775 m,
started 45 years ago. The excavated part of the tunnel is 1 740 m long, the remaining 35 m (25 m on
the southern and 10 m on the northern pillar) are realized in the open building pit and later on
imbanked in a way that the terrain over the tunnel would return to its original level as much
as possible. The direction ratios of the track in the tunnel are designed for the speed 200 km.h -1 and
are formed by 2 opposing arches of the radius 2 000 m with a straight interline that is 573 m long.
The designed track gradient in the tunnel is roof-shaped with the gradients +4.887 ‰ and -3.500 ‰,
with regard to the tunnel drainage. In all the length (including the portal sections) there is a uniform
cross-section of the dual rail tunnel with the light radius of the tunnel tube 6.10 and with the axial
distance of the rails 4.20 m. In the overall tunnel length on both sides the rescue niches are located in
the mutual distances of 20 m. Due to the decrease of the mining works area and also due to durability
and fixed position of the rail or its minimal maintenance in operation, the solid track of type RHEDA
2000 was chosen as a railway superstructure. It is also placed in the parts of the track in front of the
both portals (Fig 7). Out of the overall length 2 280.145 m, besides the tunnel (1 775 m), 34.770 m of
the solid track on is placed on bridges, 425.000 m on earthwork and 45.175 m is formed by the
transition area. The indisputable advantage of this structure is the permanent geometric rail position
and the durability, that is stated by the producers as minimally 60 years. Especially in the tunnels,
where every track closure activity is rather problematic, these properties are invaluable.
Fig. 7 The tunnel Turecký vrch (the northern porta)l under construction with the view
of the solid railroad RHEDA 2000 being built
The second stage consists of the modernisation of the railway stations Trenčianske Bohuslavice and
Melčice, of 2 interstational sections Trenčianske Bohuslavice – Melčice and Melčice – Zlatovce and
railway stop Kostolná-Záriečie (Fig. 8). Within the modernisation 1 new railway bridge, 5 new road
bridges, 3 underpasses in the railway stations for the passengers and 3 underpasses for public as well
as 1 281 m of noise walls will be built. 6 existing railway bridge objects will be reconstructed.
.
Fig. 8 Railway stop Kostolná-Záriečie
The section Zlatovce – Trenčianska Teplá (3. stage) involves modernisation of 11.952 km of railway
track. In the respective section 2 railway stations are located, namely Zlatovce and Trenčín. After
modernisation they will merge into RS Trenčín with the districts Trenčín and Zlatovce. The
interstational section between Zlatovce and Trenčin is formed by the new ferroconcrete railway bridge
over the river Váh, 360 m long, that was designed to reach the required speed 140 km.h -1 . Within this
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