management of tunnels on the zagreb – macelj motorway ... - Index of

Rudarsko-geološko-naftni zbornik Vol. 25 str. 81-92 Zagreb, 2012.UDC 624.190:628.8UDK 624.190:628.8ReviewPregledni radLanguage/Jezik:Engleski/EngleskiMANAGEMENT OF TUNNELS ON THE ZAGREB – MACELJMOTORWAY IN THE COURSE OF TUNNELS EXPLOITATIONUPRAVLJANJE TUNELIMA NA AUTOCESTI ZAGREB – MACELJTIJEKOM UPORABE TUNELA1)ZVONIMIR DEKOVIĆ 2) IGOR PILI1)Autocesta Zagreb – Macelj d.o.o., Velika Ves bb, 49223 Lepajci, Hrvatska2)Egis Road Operation Croatia d.o.o., Martićeva 47, 10000 Zagreb, HrvatskaKey words: operation, maintenance, tunnel equipment systems, trafficsafety, key performance indexKljučne riječi: upravljanje, održavanje, tunelski sustavi opreme, sigurnostprometa, ključni pokazatelj radnog učinkaAbstractThe paper focuses on the features <strong>of</strong> <strong>management</strong> <strong>of</strong> <strong>tunnels</strong> on theZagreb-Macelj motorway. Management <strong>of</strong> <strong>tunnels</strong> is represented troughpublic-private partnership model that is applied on the Zagreb-Maceljmotorway. In the course <strong>of</strong> tunnel operation and maintenance in the firstfive years <strong>of</strong> <strong>tunnels</strong> exploitation, the emphasis is put on the maintenance<strong>of</strong> the tunnel equipment systems. Tunnels as part <strong>of</strong> the motorwayalignment are the most demanding facilities for maintaining appropriatesafety and operational level in order to rich continuous availabilityproviding safe and quality <strong>of</strong> service to the motorway users. The goal<strong>of</strong> the tunnel operation and maintenance is to ensure undisturbed andsafe traffic flow through the <strong>tunnels</strong> by keeping the tunnel at the normalfunctional conditions.SažetakU radu su prikazane značajke gospodarenje tunelima na autocestiZagreb – Macelj tijekom eksploatacije tunela. Gospodarenje tunelimaprikazano je putem modela javnog – privatnog partnerstva koji je primjenjenna autocesti Zagreb – Macelj. Prilikom upravljanja i održavanjau prvih pet godina eksploatacije tunela naglasak je na održavanju tunelskihsustava opreme. Tuneli kao dio autoceste najzahtijevniji su objektiza održavanje kao i za očuvanje razine upravljanja koje osigurava sigurnui kvalitetnu uslugu korisnicima autoceste. Upravljanje i održavanjetunela ima za cilj održati normalne funkcionalne uvjete u tunelima te nataj način osigurati nesmetano i sigurno odvijanje prometa kroz tunele..1. IntroductionZagreb – Macelj motorway is a part <strong>of</strong> the Pyhrn roadroute. The motorway is marked as A2 in Croatia, while itis classified in European road routes as E-59 connectingnorthern and central parts <strong>of</strong> Europe with its southerneasternpart. The motorway stretches from interchangeJankomir (part <strong>of</strong> the Zagreb ring road) up to interchangeTrakošćan (Slovenian border, border crossing Macelj). Thelength <strong>of</strong> the motorway is 60 km and it is divided into thefollowing sections (from south to north): section Zagreb (interchangeJankomir) - Zaprešić with length <strong>of</strong> 7.4 km; Zaprešić– Krapina with length <strong>of</strong> 34.7 km; Krapina – Maceljwith length <strong>of</strong> 17.9 km. The greatest part <strong>of</strong> the motorwaypasses through flat area while at section Krapina – Maceljit passes into a mountainous area. Section Krapina – Maceljrepresents a new motorway section through a mountainousarea that consists <strong>of</strong> a two new interchanges (interchangesĐurmanec and Trakošćan) with toll stations, six <strong>tunnels</strong>,nine viaducts which were constructed and opened fortraffic in May 2007. On portion <strong>of</strong> this section 3.7 km halfmotorway for two-direction traffic was constructed. Thissubsection consists <strong>of</strong> two <strong>tunnels</strong> and three viaducts. Since2004 Concession Company Autocesta Zagreb-Macelj Ltd,which had been awarded the concession by the Republic <strong>of</strong>Croatia, manages motorway Zagreb-Macelj. Zagreb-Maceljmotorway is a typical example <strong>of</strong> infrastructure project<strong>of</strong> public-private partnership (PPP) where Strabag is a privatepartner and the Republic <strong>of</strong> Croatia is a public partner.Tunnels on the Zagreb-Macelj motorway are in use as <strong>of</strong>May 2007. The Concession Company contracted an Operation& Maintenance contract with company EGIS RoadOperation Croatia Ltd, a company which is part <strong>of</strong> EGISRoad Operation S.A. that belongs to GROUPE EGIS. The<strong>tunnels</strong> are operated from the O&M Centre Krapina, locatedat the Krapina interchange, which marks the beginning<strong>of</strong> the Krapina-Macelj motorway section. The paper focuseson the features <strong>of</strong> operation and maintenance <strong>of</strong> <strong>tunnels</strong>on the Zagreb-Macelj motorway which is in use as <strong>of</strong> May2007. In the course <strong>of</strong> tunnel maintenance in the first fiveyears <strong>of</strong> <strong>tunnels</strong> exploitation, the emphasis is put on the maintenance<strong>of</strong> the tunnel equipment systems.

822. Operation <strong>of</strong> <strong>tunnels</strong> on the Zagreb-MaceljmotorwayThere are six <strong>tunnels</strong> on Zagreb – Macelj motorway.All six <strong>tunnels</strong> are located at section Krapina – Macelj.Table 1 shows lengths <strong>of</strong> the <strong>tunnels</strong>. On portion <strong>of</strong> sectionKrapina – Macelj with length <strong>of</strong> 3.7 km half motorwaywas constructed with two <strong>tunnels</strong> (Sv. Tri Kralja Tunneland Brezovica Tunnel) which have one tunnel tube each.Both <strong>tunnels</strong> are constructed for bidirectional traffic.Other four <strong>tunnels</strong> have two tunnel tubes each, that is,they are constructed for full pr<strong>of</strong>ile motorway. As it ispresented in table 1, <strong>tunnels</strong>, Levačica, Vidovci, Đurmanecand Frukov Krč, less than 500 m in length have eachtunnel tube dedicated for one traffic direction. In total thatis ten traffic tunnel tubes and one service tunnel tube.Rud.-geol.-naft. zb., Vol. 25, 2012.Z. Deković, I. Pili: Management <strong>of</strong> <strong>tunnels</strong>...tube <strong>of</strong> Sv. Tri Kralja Tunnel was constructed only withprimary support with 20 cm thick shotcrete support, whilefinal concrete lining was not envisaged. The service tube<strong>of</strong> Sv. Tri Kralja Tunnel has one entry/exit portal on southside and it is connected to the traffic tunnel tube with fivecross passages for pedestrians from which three cross passagesserved for vehicles. This service tunnel tube servedlike evacuation route in case <strong>of</strong> accident or unwantedevents for tunnel users and access for emergency vehiclesas well as operator’s service vehicles. Figure 2 shows servicetunnel tube <strong>of</strong> Sv. Tri Kralja tunnel.Table 1. Tunnels length in direction south (Zagreb) – north (Macelj)Tablica 1. Dužina tunela u smjeru jug (Zagreb) – sjever (Macelj)TunnelRight Tunnel Tube Left Tunnel(m)Tube (m)Levačica 358 374Vidovci 261 266Sv. Tri Kralja 1740 1242 (service tube)Brezovica 590 not constructedĐurmanec 204 204Frukov Krč 354 354Tunnel tubes are parallel with 25 m axis distance. Thefinal concrete lining thickness amounts to 40 cm. The dimensions<strong>of</strong> tunnel clearance are 9.2 m in width and 4.5m in height, while the light opening is <strong>of</strong> 56.5 m 2 surface.Figure 1 shows typical view on tunnel tube <strong>of</strong> <strong>tunnels</strong> thatare constructed for full pr<strong>of</strong>ile motorway.Figure 2. Sv. Tri Kralja Tunnel view on service tunnel tubeSlika 2. Pogled na sevisnu tunelsku cijev tunela Sv. Tri KraljaOn figure 3 is shown view on traffic tunnel tube <strong>of</strong>Sv. Tri Kralja Tunnel that is constructed for bidirectionaltraffic.Figure 1. View on tunnel tubeSlika 1. Pogled na tunelsku cijevFigure 3. Sv. Tri Kralja Tunnel view on traffic tunnel tubeSlika 3. Pogled na prometnu tunelsku cijev tunela Sv. Tri KraljaThe left tunnel tube <strong>of</strong> Sv. Tri Kralja Tunnel was constructedas a service tunnel tube (escape gallery) and thedimensions <strong>of</strong> tunnel clearance are 3.6 m in width and 3.5m in height, while the light opening is 18 m 2 . The service

Rud.-geol.-naft. zb., Vol. 25, 2012.Z. Deković, I. Pili: Management <strong>of</strong> <strong>tunnels</strong>...The <strong>tunnels</strong> are operated from the Operation andMaintenance Centre Krapina, located at the Krapina interchange,which marks the beginning <strong>of</strong> the Krapina-Maceljmotorway section. Operation and Maintenance CentreKrapina is shown on figure 4.Figure 4. View on O&M Centre KrapinaSlika 4. Pogled na COKP KrapinaThe Concession Company Autocesta Zagreb – MaceljLtd (the Concessionaire) is a special purpose companywith limited liability incorporated under the laws<strong>of</strong> Croatia and has been established to design, finance,construct, operate and maintain the Zagreb – Maceljmotorway. The Concession Company (the Concessionaire)subcontracted operation and maintenance <strong>of</strong> themotorway under the Operation and Maintenance Contractto the company EGIS Road Operation Croatia Ltd(the Operator), a company which is part <strong>of</strong> EGIS RoadOperation S.A. that belongs to GROUPE EGIS. Figure 5shows relations and interactions between Concessionaire83and Operator. As it figure 5 has shown, the Concessionairemanages with strategic decisions <strong>of</strong> <strong>tunnels</strong> (the motorway),while the Operator carried out operational scope<strong>of</strong> responsibility. Responsibility <strong>of</strong> the Concessionaire iscarried out with extraordinary maintenance, renewal, enhancements,provision <strong>of</strong> spare parts, upgrading <strong>of</strong> tunnelequipment systems, follow up progress <strong>of</strong> operation andmaintenance. Extraordinary maintenance, renewal andenhancement programme is prepared by the Concessionairewith assistance <strong>of</strong> the Operator. The Concessionaireis following up progress and performance standards <strong>of</strong>the operation and maintenance <strong>of</strong> <strong>tunnels</strong> (motorway) inaccordance with Operation and Maintenance Contract andimplementation <strong>of</strong> the bylaws related to the operation andmaintenance. The Operator is obligated to perform routinemaintenance (preventive and corrective maintenance) inaccordance with Operating and Maintenance plan. Operatingand Maintenance Plan has implied proposed actions bythe Operator for performing operation and maintenance <strong>of</strong>motorway (<strong>tunnels</strong>). For each operating year the Operatoris developing operating and maintenance plan, which hasto be acceptable for the Concessionaire. Such yearly planis based on the bylaw, operation and maintenance manuals,requirements and procedures. The Operator is continuallyinforming the Concessionaire about status conditions <strong>of</strong> thestructures and the technical equipment on the motorwaytrough reports (monthly, quarterly, annually), regular meetingsand notifications. Tunnels (motorway) operation phaseis starting after construction phase <strong>of</strong> <strong>tunnels</strong> is finished,test on completion by Relevant Authority is successfullycarried out which resulted with issuing <strong>of</strong> use permit andfinally when the Concession Company hand over the motorwayto the Operator for operation and maintenance then<strong>tunnels</strong> are ready for use (open for traffic).Figure 5. Relations and interactions between the Concessionaire and the OperatorSlika 5. Odnosi i interakcije između koncesionara i upravitelja

84Operation <strong>of</strong> a tunnel requires, first and foremost, asystematic approach to undisturbed and safe traffic flowthrough the <strong>tunnels</strong>, which makes it necessary to optimizeall the parameters <strong>of</strong> the tunnel as a whole, rangingfrom tunnel equipment systems, through maintenance andmonitoring <strong>of</strong> tunnel structure, to the readiness to act incase <strong>of</strong> undesirable events.In case <strong>of</strong> the traffic safety, operation <strong>of</strong> <strong>tunnels</strong> includefollowing basic factors: tunnel infrastructure (passivesafety measures), tunnel Operator (active safetymeasures), tunnel users, tunnel traffic structure and trafficvolume. Tunnel infrastructure or passive safety measuresmean tunnel structural features as well as tunnel equipmentsystems features. Tunnel structural features understandsnumber <strong>of</strong> tunnel tubes, geometry <strong>of</strong> tunnel, liningtype, escape gallery, cross passages numbers, drainagetypes, rock mass characteristics, excavation method andsupport type etc. Tunnel equipment systems features includesinstalled equipment systems such as: tunnel lighting;tunnel ventilation and CO, wind speed and visibilitydevices; fire detection system; traffic <strong>management</strong> system;tunnel SOS phones; public address loudspeaker; radio diffusionsystem; CCTV (AID based) control and supervisionsystem (SCADA); tunnel UPS devices; water supplyand hydrant network system etc. The function <strong>of</strong> installedequipment is to improve road safety, while ensuring timelyand high-quality information for users and employeesregarding the conditions on the motorway. Active safetymeasures represent operator’s procedures, implementation<strong>of</strong> this procedures, cooperation and communicationwith emergency services, and maintenance <strong>of</strong> tunnel infrastructure.Operator’s procedures consisted standard operatingprocedures and emergency procedures. Standardoperating procedures are used for coordination, analysesand passing on the information gathered from the varioustunnel equipment systems helping the Operator to makethe right decisions in operational process.In standard operating procedures are defined activitiesneeded to be performed when operator is reporting malfunctionand rectification <strong>of</strong> equipment. In order to ensurenormal and reliable operability <strong>of</strong> all tunnel systemswith minimum disturbance <strong>of</strong> the traffic, to protect dataintegrity and to reduce non availability <strong>of</strong> the equipmentto minimum. As component (Pili, 2008) to Standard operatingprocedure with defect report and maintenance responseis Disaster Recovery procedure ensuring businesscontingency <strong>of</strong> Zagreb – Macelj motorway.Emergency procedures are used for emergency casessuch as the accidents or undesirable events that representa serious interruption <strong>of</strong> traffic safety. Such cases requirequick implementation <strong>of</strong> temporary measures or usage<strong>of</strong> resources until the end <strong>of</strong> the accident or interruption.In accordance with the bylaw, the Operator has the dutyto organize fire fighting duty, and fire fighting drills haveto be conducted in order to ensure the readiness <strong>of</strong> staffmembers and the functionality <strong>of</strong> the system in case <strong>of</strong>possible unwanted events. In the course <strong>of</strong> one year, fiveRud.-geol.-naft. zb., Vol. 25, 2012.Z. Deković, I. Pili: Management <strong>of</strong> <strong>tunnels</strong>...“dry” drills are conducted (which includes checking thereadiness to start the intervention at the required speed,under full fire fighting equipment), as well as one “wet”drill (where the simulation includes unwanted events, togetherwith the consequences <strong>of</strong> fire). Wet drills are conductedin the longest <strong>tunnels</strong>, Sv. Tri Kralja tunnel and/or Brezovica tunnel, both <strong>of</strong> which are <strong>tunnels</strong> with twowaytraffic. Each year, a different script <strong>of</strong> an accidentis prepared, and all the relevant services (Service 112;the police; emergency health service; public fire fightingunit; etc.) are included in the wet drill. Furthermore,when it comes to <strong>tunnels</strong> with two-way traffic, there is anincreased level <strong>of</strong> maintenance <strong>of</strong> systems directly connectedwith fire protection, which is logical given the flow<strong>of</strong> activities aimed at the prevention <strong>of</strong> unwanted events.The Operator is tackling the <strong>tunnels</strong> with two-way trafficwith even more attention than usual, precisely because <strong>of</strong>the increased risk <strong>of</strong> unwanted events taking place.Maintenance <strong>of</strong> tunnel infrastructure represents one <strong>of</strong>the operational tools in <strong>tunnels</strong> operation. It is carried outin accordance maintenance manual, requirements, bylawthat is included and amplified in operation and maintenanceprocedures.Tunnel maintenance works can be divided into maintenanceworks on a tunnel as a structure on the one hand,and, on the other hand, there are the maintenance workson the tunnel equipment system. Maintenance works on<strong>tunnels</strong> as structures include the following: tunnel inspection;tunnel cleaning; and construction maintenance <strong>of</strong>the tunnel. Tunnel inspections can be periodical (e.g. seasonalinspections and yearly inspections), and there arealso general tunnel inspections, as well as extraordinaryinspections. Periodical inspections include the visual inspection<strong>of</strong> the tunnel. Seasonal inspections are performedafter the winter and summer periods (prior to and afterthe tourist season), and they are undertaken in order toevaluate traffic safety and effectiveness <strong>of</strong> tunnel equipment,with the aim <strong>of</strong> recognizing certain characteristicsthat might point to damage. Annual inspection is conductedat least once every two years, in order to estimatethe tunnel condition, and to evaluate possible damage thattunnel elements might be exposed to. There is also theneed to evaluate safety and usability <strong>of</strong> the tunnel in thecoming period, until the next annual inspection. Generalinspection (Mlinarević, 2007) <strong>of</strong> tunnel as a structure isconducted at least once every six years. It includes a detailedinspection <strong>of</strong> the tunnel as structure, which is a taskperformed by the trained staff members <strong>of</strong> the Operator,together with a specialized external expert company. Tunnelinspections provide insight into possible damage andshortcomings <strong>of</strong> a tunnel, in terms <strong>of</strong> its structure stability,traffic safety, and the durability <strong>of</strong> tunnel structure.When it comes to tunnel cleaning, it includes cleaning<strong>of</strong> all the elements <strong>of</strong> the tunnel drainage system; cleaning<strong>of</strong> tunnel walls and tunnel equipment, accompaniedby tunnel washing. The cleaning <strong>of</strong> the tunnel drainagesystem is conducted periodically, with prior inspections

Rud.-geol.-naft. zb., Vol. 25, 2012.Z. Deković, I. Pili: Management <strong>of</strong> <strong>tunnels</strong>...<strong>of</strong> the comprehensive drainage system. Drainage systems<strong>of</strong> dual-tube <strong>tunnels</strong> are cleaned in the following manner:two times per year sidewall drainage is cleaned togetherwith the drainage <strong>of</strong> portal areas and portal structures.Lateral drainage connections in carriageway and the maindrainage (sewage system) are cleaned once per year. In<strong>tunnels</strong> with two-way traffic in a single tube the maindrainage (sewage system) is cleaned three times per year;sidewall drainage together with additional drainage ininvert part is cleaned four times per year; lateral drainageconnections in carriageway, and drainage <strong>of</strong> portalareas and portal structures are cleaned two times per year.The works required in the process <strong>of</strong> tunnel cleaning forsingle-tube <strong>tunnels</strong> with two-way traffic are coordinatedin such a way that the cleaning is performed exclusivelyat night, with traffic redirection. Depending on the findings<strong>of</strong> tunnel inspection, construction maintenance <strong>of</strong> thetunnel may be needed. Construction maintenance <strong>of</strong> thetunnel includes regular and extraordinary maintenance.Routine maintenance pertains to the cleaning and smallerrepair works that are conducted in accordance with technicalrequirements. Extraordinary maintenance includesthe works involving repair or reconstruction <strong>of</strong> segments<strong>of</strong> the tunnel, or the tunnel as a whole, and such worksnecessitate the preparation <strong>of</strong> technical documentation.Operation and maintenance documentations are issuedin accordance with environmental protection standardsrequested the bylaw and enforcement with the EnvironmentalManagement and Social Plan during operation forZagreb – Macelj motorway.Actual traffic structure and traffic volume are essentialpart <strong>of</strong> tunnel operational process. Following and analysing<strong>of</strong> the traffic structure (content <strong>of</strong> load traffic, buses,and dangerous goods traffic in overall daily or in periodicaltraffic and similar) and the traffic volume in <strong>tunnels</strong>are needed in order to reach required operational level inimplementation <strong>of</strong> active safety measures in accordancewith actual traffic situation in tunnel. Important place inthe realisation <strong>of</strong> the traffic safety in <strong>tunnels</strong> has transport<strong>of</strong> dangerous goods through <strong>tunnels</strong>. In accordancewith restrictions on transport <strong>of</strong> dangerous goods through<strong>tunnels</strong> and categorization <strong>of</strong> <strong>tunnels</strong>, book <strong>of</strong> regulationsfor transport <strong>of</strong> dangerous goods through is issued.This book <strong>of</strong> regulations for transport <strong>of</strong> dangerous goodsthrough <strong>tunnels</strong> is founded upon the bylaw and the EuropeanAgreement concerning the International Carriage <strong>of</strong>Dangerous Goods by Road (ADR). This book <strong>of</strong> regulationsis related for the longest tunnel on Zagreb – Maceljmotorway that is Sv. Tri Kralja tunnel. Furthermore, inyear 2011, in accordance with the new bylaw, the Concessionaireissued risk assessment for transportation <strong>of</strong> dangerousgoods through <strong>tunnels</strong> longer than 500 m basedon QRAM (Quantitative Risk Assessment Model). TheConcessionaire submitted risk assessment to the relevantauthority for confirmation.Traffic safety is strongly depending on behaviour <strong>of</strong>tunnel users. Respecting the safety rules in tunnel as well85as usage <strong>of</strong> safety devices in case <strong>of</strong> accident or undesirableevents by tunnel users is crucial for safe tunnel useand the operational process. Informing users about thesafety rules and usage <strong>of</strong> the safety devices in <strong>tunnels</strong> isimportant contribution to the tunnel traffic safety. It is essentialthat users becoming familiar with <strong>tunnels</strong> like safetraffic structures.Besides mentioned basic factors one <strong>of</strong> essential toolin <strong>tunnels</strong> operation and maintenance is transfer <strong>of</strong> dataand knowledge from design and construction phase to<strong>tunnels</strong> operation phase. Design documentations (main,detailed and as built design), records, tests and reportsabout quality <strong>of</strong> used materials and works during constructionrepresent basic data for operation and maintenancephase. Keeping up with the latest technology developmentstogether with knowledge from design andtunnel construction phase, is representing foundation forstrengthening the efficiency and permanently improvingthe level <strong>of</strong> operational practices.Exchanging <strong>of</strong> experience and information with othersConcessionaires and Operators in Croatia and Europe isalso the substantial tool for improving the operational level.In Croatia this is possible through the Croatian Association<strong>of</strong> Toll Motorways Concessionaires (HUKA) thatis full member <strong>of</strong> ASECAP. The Concession CompanyAutocesta Zagreb – Macelj Ltd is HUKA member. In accordancewith mentioned basic factors, tunnel operationshall be consider at the same time as complex and flexiblesystem that is based on four phase cycle: planning,implementation, monitoring and analysis as it is shownin figure 6.Figure 6. Tunnel operation phasesSlika 6. Faze upravljanja tunelomFirst phase <strong>of</strong> cycle begin with planning. Planningphase includes development, evaluation and establishment<strong>of</strong> operational plan as well as potential anticipatedimpacts and their assessment. It is continued withrealisation <strong>of</strong> operational plan. Realisation <strong>of</strong> operationalplan requires proper and timely maintenance <strong>of</strong> the safetyfacilities in <strong>tunnels</strong> that includes defect report and maintenanceresponse. Active monitoring <strong>of</strong> the realisation<strong>of</strong> the operational plan is following phase. Analysis <strong>of</strong>operational efficiency is carried out through monitoringresults and performance indicators that are specific foreach phase <strong>of</strong> operation process. From figure 6 emergentthat tunnel operation covers two fundamental periods:period <strong>of</strong> preparation <strong>of</strong> operation (this is the period <strong>of</strong>selection and planning <strong>of</strong> technical and technological so-

86lutions for operation, and organizing the implementation<strong>of</strong> operation) and period <strong>of</strong> actual operation (introductionand implementation <strong>of</strong> selected technical and technologicalsolutions for operation as well as organizational tunneloperation structure; monitoring and analysing the operation).When we think <strong>of</strong> tunnel operation as a comprehensivesystem, in which certain phases <strong>of</strong> operation constituteseparate (sub)systems, it turns out that the optimumefficiency <strong>of</strong> a tunnel operation system can be achievedonly when we harmonize the performance <strong>of</strong> all operationfunctions, having in mind the goals inherent in the comprehensivesystem, rather than in separate parts. The efficiency<strong>of</strong> these (sub) systems lies in the function <strong>of</strong> tunneloperation. For successful tunnel operation, it is importantto fulfil the goal <strong>of</strong> the whole, which means fulfilling thegoal <strong>of</strong> the tunnel function per se: primarily ensuring anundisturbed and safe traffic flow through the tunnel.2.1. Risks in tunnel operationRud.-geol.-naft. zb., Vol. 25, 2012.Z. Deković, I. Pili: Management <strong>of</strong> <strong>tunnels</strong>...In general, key risks that are present in business activityand that are not necessarily connected with construction,operation and maintenance <strong>of</strong> <strong>tunnels</strong> can be described asfollows: political risk; economic risk; legal risk; force ma-jeure risk; technical risk. The first four risks are generalrisks pertaining to all types <strong>of</strong> business activity. However,technical risk is a specific risk for underground constructionsand <strong>tunnels</strong>. Technical risks in the course <strong>of</strong> tunnellingcan be divided into three categories (Dudeck, 1987):risks in connection with the task or purpose <strong>of</strong> tunnel, orrisks connected with mistakes and misjudgements, whichmakes it impossible to use the constructed tunnel for itspurpose (functional risks); risks in connection with thestructure as construction – mistakes and misjudgements inconstructions (especially primary support and final lining<strong>of</strong> a tunnel), which render it difficult or impossible to efficientlyconstruct the tunnel, but also to use it safely (constructionrisks); risks in connection with the contracting<strong>of</strong> tunnel works (contractual risks). The functional riskis particularly present in the course <strong>of</strong> tunnel operationand maintenance, and we come across it in the course <strong>of</strong>tunnel exploitation on a daily basis. Tunnel <strong>management</strong>has the aim <strong>of</strong> ensuring, first and foremost, unhinderedand safe traffic flow through the <strong>tunnels</strong>. In this context,it is necessary to optimize all parameters <strong>of</strong> the tunnel asa whole, ranging from tunnel equipment systems, to themaintenance and monitoring <strong>of</strong> tunnel structure, as wellas readiness to act in case <strong>of</strong> undesirable events. The verygoal <strong>of</strong> tunnel operation makes it necessary to managethe key risk: functional risk. Managing functional risk isbased on an interaction <strong>of</strong> the four factors outlined above(passive and active safety measures; tunnel users; structureand volume <strong>of</strong> tunnel traffic), which impact upon thesafety <strong>of</strong> tunnel traffic. Tunnel operation in the course <strong>of</strong>exploitation can be described using three fundamentalfactors: risk decisions, which are a consequence <strong>of</strong> decision-makingwithin the organization <strong>of</strong> tunnel operationunder the conditions <strong>of</strong> risk; hazards as accidental events<strong>of</strong> any kind in the environment, or within the <strong>management</strong>system; risk states in the <strong>management</strong> system andits environment. These three fundamental factors – riskdecisions, hazards and risk states – simultaneously representthe causes <strong>of</strong> functional risk. Information and correspondingcommunication, present in the interaction <strong>of</strong>these factors <strong>of</strong> tunnel operation, represent the key sources<strong>of</strong> risk in tunnel operation, or key sources <strong>of</strong> functionalrisk. These three key causes <strong>of</strong> functional risk in tunneloperation in the course <strong>of</strong> exploitation also constitute theorigin <strong>of</strong> various areas and sources <strong>of</strong> functional risk. Inthis context, we can emphasize the following: environment(tunnel traffic) in which tunnel operation is ongoing;<strong>management</strong> subjects, i.e. organizational tunnel operationstructure; information and corresponding communicationwithin the operation system, and including the environment;safety <strong>of</strong> human beings and property withinthe <strong>management</strong> organization, and within the environment(traffic). Given the fact that active safety measuresstem from the procedures <strong>of</strong> the Operator, the efficiency<strong>of</strong> passive safety measures stems from efficient maintenance<strong>of</strong> tunnel infrastructure, and all activities stemmingfrom safety measures are taking place during the use <strong>of</strong>the tunnel (when traffic is in place). Therefore, we canconclude that tunnel operation risk is a functional risk,with maintenance risk and traffic risk as consequences.Based on the issues discussed above, we can define threekey functional risks in regard to tunnel operation: tunneloperation risk, tunnel maintenance risk, and tunnel trafficrisk. Tunnel operation risk is a composite risk: tunnelmaintenance risk and tunnel traffic risk stem from it.After functional risk in tunnel operation was identified,qualitative and quantitative analyses are following. Table2 presents features <strong>of</strong> functional risk in tunnel operationin qualitative term. Functional risk in tunnel operation isanalysed trough quantitative analysis in accordance withcauses, sources and consequences by such risk includes.Functional risk in tunnel operation, in quantitative termsrepresents cost value in form <strong>of</strong> lost income. Lost incomeis consequence <strong>of</strong> issues such as: traffic jam; possibility <strong>of</strong>traffic accident or incident that would result in traffic jamand closure <strong>of</strong> the tunnel and/or entire motorway section;possible loss <strong>of</strong> traffic in the course <strong>of</strong> tunnel reconstructiondue to a traffic accident or incident; subsequent damageto the reputation <strong>of</strong> the concession company; etc.

Rud.-geol.-naft. zb., Vol. 25, 2012.Z. Deković, I. Pili: Management <strong>of</strong> <strong>tunnels</strong>...87Table 2. Features <strong>of</strong> functional risk in tunnel operation in qualitative termTablica 2. Obilježja funkcionalnog rizika upravljanja tunelom u kvaliativnom smisluTunnel operation risk Tunnel maintenance risk Tunnel traffic riskRisk decisionsfrom operation and maintenance plan; from operators(adaptability to changes)in ordinary maintenance proceduresin traffic structure analysisCauseRisk statesactive safety measures (standard operative procedures,emergency procedures)terms <strong>of</strong> quality insurance inmaintenanceusers behaviour in traffic (respecting<strong>of</strong> safety rules in tunnel); operatorbehaviour during unwanted eventHazardscondition <strong>of</strong> passive safety measures; frequency andintensity <strong>of</strong> traffic accident or undesirable eventstunnel infrastructure stateshare <strong>of</strong> dangerous goods in trafficstructureSource<strong>management</strong> subjects, organizational tunnel operationstructure (operator experience )environment (tunnel traffic)<strong>management</strong> subjects,(organizational tunnel maintenancestructure)structure and volume <strong>of</strong> tunnel trafficConsequenceendangers material and financial damage (tunnelclosure etc.); influence on safety (users and operatorsemployees)endangers financial damage;possible safety damageendangers material damage formpossible traffic accidents (destruction<strong>of</strong> tunnel infrastructure); possibleinjuries or death <strong>of</strong> users and/oroperators employeesConsequently lost income stems from consequences<strong>of</strong> functional risk in tunnel operation. Cost value <strong>of</strong> lostincome is carried out by comparing incomes for the samemotorway section in cases when mentioned section isopened and closed for traffic in certain period <strong>of</strong> time (i.e.for same month, week or day <strong>of</strong> last and current year etc.)and can be expressed as cost value per time e.g. HRK/month, HRK/day or HRK/hour etc.3. Maintenance <strong>of</strong> tunnel equipment systemsIn the course <strong>of</strong> tunnel maintenance in the first fiveyears <strong>of</strong> <strong>tunnels</strong> exploitation, the emphasis is put on themaintenance <strong>of</strong> the tunnel equipment systems.Tunnels on Zagreb – Macelj motorway are designedin accordance with the regulations and the comprehensivelegal framework <strong>of</strong> the Republic <strong>of</strong> Croatia and Austriandirectives RVS issued in year 2002. According to we candivide them into two groups, based on their length and thedirection <strong>of</strong> traffic. The first group consists <strong>of</strong> <strong>tunnels</strong> lessthan 500 m in length, with one-way traffic where eachtunnel tube is dedicated for one traffic direction, that are<strong>tunnels</strong> Levačica, Vidovci, Đurmanec and Frukov Krč.The second group consists <strong>of</strong> <strong>tunnels</strong> longer than 500m, with two-way traffic that are <strong>tunnels</strong>: Sv. Tri Kraljaand Brezovica. Tunnels on the Zagreb-Macelj motorwayinclude the following installed equipment systems: tunnellighting; tunnel ventilation and CO, wind speed and visibilitydevices; fire detection system; traffic <strong>management</strong>system; tunnel SOS phones; public address loudspeaker;radio diffusion system; CCTV (AID based) controland supervision system (SCADA); tunnel UPS devices;water supply and hydrant network system. Accordingto <strong>tunnels</strong> length, table 3 outlines the share <strong>of</strong> variousequipment systems in tunnel groups. Maintenance <strong>of</strong>tunnel equipment systems, in a wider sense <strong>of</strong> the word,includes all the works necessary in order to determine thecondition <strong>of</strong> these tunnel systems and their operational capacity,as well as all the works necessary to preserve thetunnel systems in technical working order.

88Table 3. Share <strong>of</strong> various equipment systems in <strong>tunnels</strong>Tablica 3. Podjela različitih sustava opreme u tunelimaTunnel equipment systemTunnels length 500 mTunnel electricity supply yes yesTunnel lighting yes yesTunnel ventilation no yesCO, visibility and windspeed devicesnoyesfire detection yes yesTraffic <strong>management</strong> yes yesTunnel SOS phones (ERTsystem)no (only in portalareas)yesPublic address loudspeaker no yesRadio diffusion no yesCCTVno (only in portalareas)yesCSS (SCADA) system yes yesTunnel ups system yes yesWater supply and hydrantnetworkMaintenance (Deković, 2011) <strong>of</strong> an individual systemconsists <strong>of</strong> the works dedicated to routine maintenance,which are performed according to a certain maintenanceplan, and the works dedicated to extraordinary maintenance,which needs to be done urgently due to worsenedoperational and functional conditions. The works onequipment system maintenance can be performed by staffnoyesRud.-geol.-naft. zb., Vol. 25, 2012.Z. Deković, I. Pili: Management <strong>of</strong> <strong>tunnels</strong>...members <strong>of</strong> the Operator, who have received expert trainingfor that purpose, and by external collaborators orcompanies as well; these players can act independentlyor jointly, depending on the needs, and also dependingon the type <strong>of</strong> facilities, specialized systems, devices andinstallations, and depending on the complexity <strong>of</strong> works.Routine system maintenance includes the following: regularinspections, preventive maintenance works, correctivemaintenance works (smaller repair and replacement<strong>of</strong> worn parts); regular certification; measurement andtesting. Extraordinary maintenance <strong>of</strong> the equipmentsystem includes extraordinary inspection, renewal, andurgent interventions, which are performed urgently dueto worsened functional and operative conditions in thesystem. Tunnel equipment systems are functional unitsthat together create the comprehensive system for control,<strong>management</strong> and safety <strong>of</strong> traffic in the <strong>tunnels</strong>. Safetymeasures provided by tunnel equipment systems shouldenable people involved in incidents to rescue themselves,allow motorway users to act immediately so as to preventmore serious consequences, ensure that emergency servicescan act effectively and protect the environment aswell as limit material damage. Recovery Point Objective(RPO), the acceptable level <strong>of</strong> system loss in distressedsituation which needs to be recovered, is determined pereach tunnel system <strong>of</strong> Zagreb – Macelj motorway in MinimumOperating Conditions procedure. Minimum OperatingConditions are defining measures to be undertakenper each system condition described in four system states:nominal, bearable, critical, and endanger states which areshown in table 4.Table 4. Minimal Operation Conditions statesTablica 4. Stanja minimalnih uvjeta upravljanjaState Definition <strong>of</strong> the state Measure to implement Impact/actionSystem in normal functional___Nominal___conditionsDeferred Maintenance response___BearableMinor system failurerequiredCriticalEndangerSignificant system failureMinimum operating conditionsendangeredUrgent Maintenance responserequiredUrgent Maintenance responserequiredAdditional safety measuresrequiredTunnel closureMaintenance and operation <strong>of</strong> tunnel equipmentsystems based on Minimal Operating Conditions is representedin figure 7. As it is schematic represented in figure7, operation and maintenance is based on information oncurrent stage <strong>of</strong> the equipment system, relevant reactionsnecessary for maintaining <strong>of</strong> the high security levelsand reliable functionality <strong>of</strong> the comprehensive tunnelequipment system.

Rud.-geol.-naft. zb., Vol. 25, 2012.Z. Deković, I. Pili: Management <strong>of</strong> <strong>tunnels</strong>...89Figure 7. Tunnel equipment system minimum operating conditions flowchartSlika 7. Dijagram toka minimalnih uvjeta upravljanja sustavima tunelske opremeIn terms <strong>of</strong> business continuity aspect, undisturbedtraffic throughout Zagreb – Macelj motorway, <strong>tunnels</strong> arethe most demanding facilities for maintaining appropriatesafety and operational level to in order to rich continuousavailability. Operational and maintenance proceduresand measures are focused in that direction. Tunnels involveshigh capital investment in construction, operatingand maintenance cost in exploitation but also very importantcost is for equipment and installations renewal whichhave service life far less then tunnel structure. The relationship(PIARC, 2005) between the cost <strong>of</strong> maintenanceand the level <strong>of</strong> influence exercised on these costs can beillustrated as it is shown in figure 8.Figure 8. Illustration <strong>of</strong> accumulated cost and corresponding level <strong>of</strong> influence on cost (PIARC, 2005)Slika 8. Prikaz akumuliranog troška i odgovarajuće razine utjecaja na trošak (PIARC, 2005)In general, the planning phase is normally 3 to 10 years,the construction phase 2-3 years while the operationalphase may be from 5 to 20 years for installations/systemsand 80 to 100 years for the tunnel structure. This doesnot include possible refurbishment activities. Life cycle<strong>of</strong> tunnel (technical) equipment systems is a point wherereplacement is appropriate rather then continued use ineconomic bases in relation <strong>of</strong> operating and maintenancecost due to a greater risk <strong>of</strong> failure and unreliability increaseimpacting on safety level and endangering <strong>tunnels</strong>

90availability. Tunnel equipment systems life cycle dependson various external factors impacting significantly onrealized life duration. Systematic approach with comprehensivemethods, monitoring and mitigation <strong>of</strong> such factorsare essential in reaching intended life cycle durationor even longer. Essential tools for reaching intended lifecycle duration <strong>of</strong> tunnel technical equipment is implementation<strong>of</strong> preventive and corrective maintenance aswell as monitoring <strong>of</strong> tunnel equipment systems errors. Inthe course <strong>of</strong> motorway operation <strong>tunnels</strong> with two-wayRud.-geol.-naft. zb., Vol. 25, 2012.Z. Deković, I. Pili: Management <strong>of</strong> <strong>tunnels</strong>...traffic (Sv. Tri Kralja and Brezovica Tunnels) are representingpotential higher risk places on the motorway thanother four <strong>tunnels</strong> that are constructed for full motorwaypr<strong>of</strong>ile. Therefore implementation results <strong>of</strong> preventiveand corrective maintenance <strong>of</strong> tunnel equipment systemsis analysed for these two <strong>tunnels</strong>. Figure 9 shows preventiveand corrective maintenance ratio <strong>of</strong> tunnel equipmentsystems from beginning <strong>of</strong> tunnel use in year 2007 untilyear 2011. Number <strong>of</strong> tunnel equipment systems failuresis shown in figure 10.Figure 9. Average ratio preventive and corrective maintenance per year <strong>of</strong> use Sv. Tri Kralja and Brezovica <strong>tunnels</strong>Slika 9. Prosječni odnos preventivnog i korektivnog održavanja po godini uporabe tunela Sv. Tri Kralja i BrezovicaFigure 10. Average number <strong>of</strong> equipment systems failures per year <strong>of</strong> use Sv. Tri Kralja and Brezovica <strong>tunnels</strong>Slika 10. Prosječni broj pogrešaka sustava opreme po godini uporabe tunela Sv. Tri Kralja i BrezovicaThe figures 9 and 10 make it clear that the number<strong>of</strong> equipment system failures were increased at the verybeginning <strong>of</strong> exploitation <strong>of</strong> the <strong>tunnels</strong>. Therefore theneed for interventions in the area <strong>of</strong> corrective maintenancewas also higher. Such a situation is expected, giventhe fact that certain initial optimization <strong>of</strong> the system, orthe “balancing” <strong>of</strong> individual systems, was necessary inthe initial period <strong>of</strong> system use. In the following years <strong>of</strong>exploitation <strong>of</strong> the <strong>tunnels</strong> it is visible trend <strong>of</strong> stabilization<strong>of</strong> the average number <strong>of</strong> system failures, as well as theaverage number <strong>of</strong> corrective maintenance interventionswhile efficiency <strong>of</strong> the preventive maintenance is increasing.3.1. Optimisation <strong>of</strong> tunnel equipment systemsparametersAll inspections and maintenance works with relatedmethods and techniques are managed and controlledtrough specialised Asset Management System. Based(Deković, 2011) on maintenance technical feedback abouttunnel equipment systems behaviour related per system

Rud.-geol.-naft. zb., Vol. 25, 2012.Rud.-geol.-naft. zb., Vol. 25, 2012.Z. Deković, I. Pili: Management <strong>of</strong> <strong>tunnels</strong>… 11Z. Deković, I. Pili: Management <strong>of</strong> <strong>tunnels</strong>… 11Rud.-geol.-naft.equipmentzb.,systemsVol. 25, 2012.Key Performance Indicators Reliability factor represents mean time betweenequipment Z. Deković, systems I. Pili: Management Key Performance <strong>of</strong> <strong>tunnels</strong>... Indicators Reliability factor represents mean time between 91(KPI’s) are following and analysing. A useful failures (MTBF). That is the predicted elapsed time(KPI’s) Rud.-geol.-naft.and Maintenanceare following zb., Vol.asset, tunnel’s Keyand 25, 2012.equipment Performanceanalysing.systems IndicatorsA usefulKey Performance (KPI’s)failuresbetween(MTBF).Reliability inherentThat isfactor represents failuresthe predictedmean <strong>of</strong> aelapsedtime systemtimebetween during failuresoperation. inherentMaintenance Z. Deković,Indicators drives Key I. Pili:reliability Performance Management <strong>of</strong> <strong>tunnels</strong>…(KPI’s) are growth following while Indicatorsand guiding (KPI’s)analysing. <strong>management</strong> betweenA useful (MTBF). MTBF failuresThat is can the predicted be calculated <strong>of</strong> a systemelapsed as the time arithmetic during 11betweendrivesMaintenancereliability choices for growth improving Key Performancewhile maintenance guidingIndicators<strong>management</strong> effectiveness (KPI’s) drives and operation.inherent mean failuresMTBF (average) <strong>of</strong>cana time systembe calculated between during failures operation.as the arithmeticequipment systems Key Performance Indicators Reliability factor represents mean time between <strong>of</strong> MTBF a system. canchoices reliability for efficiency. (KPI’s)improvingare growth A following useful maintenance while maintenance and guiding effectivenessanalysing. <strong>management</strong> KPI identifies Aanduseful choices the mean be failures calculated The (average) (MTBF). as time (2) the That is arithmetic between the is sum the predicted <strong>of</strong> failures mean the operational (average) elapsed<strong>of</strong> a system.timeperiods be-efficiency. for issues Maintenance improving A useful causing Key maintenance Performance effectiveness KPI effects Indicators identifies and and (KPI’s) the helps efficiency. in The between MTBF divided failures inherent (2) by is the <strong>of</strong> the a number failures system. sum <strong>of</strong> <strong>of</strong> <strong>of</strong> The the observed a operational MTBF system failures (2) during is periods the and sum canissues A causing selecting drives reliabilityuseful maintenance the right growth strategy KPI effects whileidentifies to either guiding and support the helps <strong>management</strong>issues or in correct causing divided operation.<strong>of</strong> the be expressed: by operational the MTBF number can beperiods <strong>of</strong> calculated observed asdivided by failures the arithmeticthe number and can <strong>of</strong> observedexpressed:choices for improving maintenance effectiveness and mean (average) time between failures <strong>of</strong> a system.selecting maintenance the the actions right strategy effects producing and to either helps results. support in selecting Between or correct the right various, strategyone to <strong>of</strong> either most support important correct KPI’s the is actions availability producing factor. the<strong>of</strong> downtime - start <strong>of</strong> uptime)beefficiency. A useful maintenance KPI identifies the The MTBF failures (2) and can be expressed:MTBF is the sum <strong>of</strong> the operational periodsthe actions issues producing causing the maintenance results. Between effects and various, helps divided by the (start number <strong>of</strong> observed failures and can (2)one <strong>of</strong> results. the Availability selecting most Between important the right factor various, strategy KPI’s is comprised one to <strong>of</strong> either availability from support most two important factor.KPI’s correct KPI’s that be expressed: <strong>of</strong> downtime number-<strong>of</strong> start failures <strong>of</strong> uptime)MTBF (start (2) (2)is are the actionsavailability reliability producingfactor. factor theAvailability (MTBF) results.factor and Betweenis maintainability various,Availability factor is comprised from two KPI’s comprised that fromnumber <strong>of</strong> failuresone <strong>of</strong> the most important KPI’s is availability factor.<strong>of</strong> downtime - start <strong>of</strong> uptime)two factor KPI’s (MTTR). that are reliability Availability factor factor (MTBF) is and implied MTBFmaintainability(MTTR). availability are reliability factor Availability (1) factor (MTTR). like the (MTBF) proportion Availability factor and is <strong>of</strong> maintainabilityfactor time impliedis which implied Mean (MTTR) is a basic measure <strong>of</strong> the maintainability <strong>of</strong>Mean are reliability factor (MTBF) and maintainability(starttime to repair or maintainability (2) factorAvailability factor is comprised from two KPI’s thatnumber <strong>of</strong> failuresfactor Mean time to to repair repair or maintainability or maintainability factor factor (MTTR)availability availability the factor system (1) (MTTR). like (1) is the in like a proportion Availability the functioning proportion <strong>of</strong> condition, factor time <strong>of</strong> time in is which the in implied which ratio <strong>of</strong> the (MTTR) repairable Mean items. It represents the average timeis a basic is a timemeasure basic to measure repair or<strong>of</strong> the maintainability <strong>of</strong> maintainability the maintainability factor<strong>of</strong> repairable <strong>of</strong>the system system the availabilityis total in is in a time (1)functioning a a like functional the proportioncondition, unit is <strong>of</strong>the capable time in ratio <strong>of</strong> which<strong>of</strong>being (MTTR)the totalused time during a functional a given unit interval is is capable to the <strong>of</strong> <strong>of</strong> being length being used <strong>of</strong> the dur-the total corrective maintenance time divided by therequired is a to basic repair measure a failed <strong>of</strong> component the maintainability or device. <strong>of</strong> It isthe system is in a functioning condition, the ratio <strong>of</strong>repairable items. repairable It represents items.items.ItIt the representsrepresents average time thethe required averageaverage to time repair time athe total the total time a functional unit is capable <strong>of</strong> beingfailed required component to repair or a failed device. component It is the total or or device. corrective It is It maintenancethe total total time corrective divided maintenance by the total time number divided <strong>of</strong> by corrective by the theisused during interval. used a given a during givenTypical interval a given intervalavailability to the interval to length theobjectives to <strong>of</strong> length the the length interval. are<strong>of</strong> thespecified <strong>of</strong> Typical the the number <strong>of</strong> corrective maintenance actionsavailability either interval. in Typical objectives decimal availability are fractions, specified objectives such either as are in 0.9998, decimal specified fractions,sometimes either such in as decimal in 0.9998, a logarithmic fractions, or sometimes unit such called in as a logarithmic 0.9998, nines, which or unit during (3): a given period <strong>of</strong> time and can be expressedor total during number a given <strong>of</strong> period corrective <strong>of</strong> time maintenance and can be actions expressedinterval. Typical availability objectives are specified total maintenance number actions <strong>of</strong> during a given period <strong>of</strong> actions time andeither in sometimes decimal in fractions, a logarithmic such unit as called 0.9998, nines, which or during can (3): be a expressed given period (3): <strong>of</strong> time and can be expressedcalled corresponds nines, which roughly corresponds to a number roughly <strong>of</strong> nines to a following number <strong>of</strong>sometimes corresponds in a logarithmic roughly to unit a number called <strong>of</strong> nines, which following (3):nines the decimal following point, point, the such such decimal as as "five "five point, nines" nines" such for for as 0.99999. 0.99999. “five nines” It Ittotal corrective maintenance timecorresponds roughly to a number <strong>of</strong> followingtotal corrective maintenance timefor 0.99999. It is expressed with reliability factor (MTBF) andMTTR is expressed with reliability factor (MTBF) andMTTR (3) (3)the decimal total corrective maintenance actionsand maintainability point, such factor as "fivefactor (MTTR):nines" for 0.99999. Ittotal(MTTR):corrective maintenance actionstimeis expressed with reliability factor (MTBF) andMTTR (3)MTBFtotal corrective maintenance actionsmaintainability Availability factor (MTTR): MTBF (1)Availability MTBF MTTR (1) (1)MTBF MTTRMTBFAvailability (1)MTBF MTTRFigure 11. Tunnel equipment systems availability factor in Sv. Tri Kralja and Brezovica TunnelsSlika 11. Faktor korisnosti sustava tunelske opreme u tunelima Sv. Tri Kralja i BrezovicaFollowing the tunnel Figure equipment 11. Tunnel systems equipment availability systems availability the factor comprehensive in Sv. Tri Kralja system and Brezovica as a whole. Tunnels Analyzes <strong>of</strong>factor, presented in figure 11, is arising that systems the tunnel equipment systems throughout Keyare in proper functional condition Slika 11. Faktor kept korisnosti on very sustava high tunelske Performance opreme u tunelima Indicators Sv. Tri Kralja represent i Brezovica one <strong>of</strong> the steps inFigure availability 11. Tunnel level. equipment Figure There 11. systems Tunnel is also availability equipment visible factor systems functional in Sv. availability Tri Kralja factor and the Brezovica in Sv. optimisation Tri Tunnels Kralja and <strong>of</strong> Brezovica tunnel Tunnels equipment systemsstabilisation trend like it is shown in figures 9 and 10. parameters. Figure 12 is shown optimisation processSlika 11. Faktor korisnosti sustava tunelske opreme u tunelima Sv. Tri Kralja i BrezovicaFollowing Such a stabilization the tunnel Slika trend 11. equipment Faktor stem korisnosti from systems high-qualitysustava availability tunelske opreme trough u tunelima continuous Sv. Tri Kralja improvement i Brezovica cycle <strong>of</strong> thefactor, routine presented maintenance figure that was 11, performed, is arising that given systems the operation and maintenance <strong>of</strong> tunnel equipmentfact that routine maintenance is a foundation <strong>of</strong> systems.are functionality in proper <strong>of</strong> functional each individual condition system, kept but on very also <strong>of</strong> highFollowing availability Followingthe tunnel level. theequipmenttunnel There equipmentsystems is also visible systemsavailability functional availabilityfactor,factor,presented stabilisationpresentedin figure trendinlikefigure11, it is is11,arising shownis arisingin that figuresthatsystemssystems9 and 10.areare in proper Such functional a stabilization condition trend kept stem on from very high-qualityin proper functional condition kept on very high availabilitylevel. There is also visible functional stabilisationavailability routine level. maintenance There is that also was visible performed, functional given thestabilisation fact trend that like routine it is maintenance shown figures is a 9 foundation and 10. <strong>of</strong>trend like it is shown in figures 9 and 10. Such a stabilizationtrend stem from high-quality routine maintenanceSuch a functionality stabilization <strong>of</strong> trend each stem individual from system, high-quality but also <strong>of</strong>routine maintenance that was performed, given thethat was performed, given the fact that routine maintenanceis a foundation <strong>of</strong> functionality <strong>of</strong> each individualfact that routine maintenance is a foundation <strong>of</strong>functionality <strong>of</strong> each individual system, but also <strong>of</strong>the comprehensive system as a whole. Analyzes <strong>of</strong>the tunnel equipment systems throughout KeyPerformance Indicators represent one <strong>of</strong> the steps inthe comprehensive the optimisation system <strong>of</strong> as tunnel a whole. equipment Analyzes systems <strong>of</strong>system, but also <strong>of</strong> the comprehensive system as a whole.the tunnel parameters. equipment Figure 12 systems is shown throughout optimisation process KeyAnalyzes <strong>of</strong> the tunnel equipment systems throughoutPerformance trough Indicators continuous represent improvement one <strong>of</strong> cycle the steps <strong>of</strong> in theKey Performance Indicators represent one <strong>of</strong> the steps inthe operation optimisation and <strong>of</strong> maintenance tunnel equipment <strong>of</strong> tunnel systems equipmentthe optimisation <strong>of</strong> tunnel equipment systems parameters.parameters. systems. Figure 12 is shown optimisation processFigure 12 is shown optimisation process trough continuousimprovement cycle <strong>of</strong> the operation and maintenancetrough continuous improvement cycle <strong>of</strong> theoperation and maintenance <strong>of</strong> tunnel equipment<strong>of</strong> tunnel equipment systems.systems.

92Rud.-geol.-naft. zb., Vol. 25, 2012.Z. Deković, I. Pili: Management <strong>of</strong> <strong>tunnels</strong>...Figure 12. Tunnel equipment systems parameters optimisation cycleSlika 12. Proces optimizacije parametara tunelske opremeFor each individual tunnel equipment system, aswell as the comprehensive system as a whole, followingphases <strong>of</strong> optimisation comprised in optimisation cycle asshown in figure 12 are carried out: observation <strong>of</strong> the tunnelequipment systems throughout system monitoring andsupervision, regular inspections and routine maintenance;assessment <strong>of</strong> the tunnel equipment systems conditiontrough Key Performance Indicators, inspection and maintenanceanalyses; work identification; planning, schedulingand execution <strong>of</strong> work, follow up. Optimisation cyclerepresents systematic approach to the operation and maintenance<strong>of</strong> the tunnel equipment systems that is foundationfor accomplished <strong>of</strong> the high safety level <strong>of</strong> tunnelconditions and functionality <strong>of</strong> tunnel equipment systems.4. ConclusionIn terms <strong>of</strong> business continuity aspect, undisturbedtraffic throughout Zagreb – Macelj motorway, <strong>tunnels</strong> arethe most demanding facilities for maintaining appropriatesafety and operational level in order to rich continuousavailability. Tunnels operation is complex and demandactivity that requires the systematic approach to undisturbedand safe traffic flow through the <strong>tunnels</strong>. As result <strong>of</strong>the systematic approach stems the optimised operationaltunnel system that ensures maximum efficiency in tunneloperation and maintenance. Maintenance <strong>of</strong> <strong>tunnels</strong>, asone <strong>of</strong> operational tools, and in particular the maintenance<strong>of</strong> tunnel equipment systems, requires a high quality <strong>of</strong>services in terms <strong>of</strong> response time in case <strong>of</strong> malfunction,undesirable event or accident in a tunnel. Active monitoring<strong>of</strong> each individual system and <strong>of</strong> the tunnel equipmentsystem as a whole throughout Key Performance Indicatorsrepresents basis for optimised operation <strong>of</strong> the tunnelequipment systems. Optimised operational tunnel systemis representing answer on identified and analysed functionalrisks in tunnel operation. The Concessionaire andthe Operator are dedicated to strengthening the efficiencyand permanently improving the level <strong>of</strong> services providedto the motorway users by keeping up with the latest technologydevelopments and the best operational practices.5. ReferencesDeković, Z., Cviljak, B., (2011): Fundamental Characteristics <strong>of</strong> Tunnellingand Tunnel Maintenance on the Zagreb-Macelj Motorway,Proceedings <strong>of</strong> the 1 st International Congress on Tunnels and UndergroundStructures in South-East Europe Using underground space,Dubrovnik, Croatia, pp. 78-79Deković, Z., Pili, I., (2011): Optimisation <strong>of</strong> the operation and the maintenance<strong>of</strong> the tunnel equipment systems on the Zagreb-Macelj motorway,Proceedings <strong>of</strong> the 10 th International Symposium on TunnelConstruction and Underground Structures, Ljubljana, Slovenia, pp.140-145Duddeck, H., (1987): Risk Assessment and Risk Sharing in Tunneling,Tunnelling and Underground Space Technology, Vol. 2. No. 3, pp.315 – 317Mlinarević, I., Klarić, S., (2007): Standard redovnog održavanja autocesta1, Hrvatske autoceste, Zagreb, pp. 81-86PIARC (2005): Good Practice for the Operation and Maintenance <strong>of</strong>Road Tunnels, PIARC Committee on Road Tunnel Operation (C5),pp. 47-49Pili, I., Skiba, H., (2008): Standard operating procedure defect reportand maintenance response and disaster recovery procedure <strong>of</strong>equipment maintenance <strong>of</strong> Zagreb – Macelj motorway, Egis RoadOperation Croatia Ltd, Zagreb, Croatia, pp. 6-9