ࡱ> vu~M5@ bjbj22=XX^e]""" , FNj~555856~b7Z8"9999fG=$k>aaaaaaa$dR$gb8D699D$Db8899bJJJDD8989aJDaJjJfK]88^9~7 tA5BGF^#`b0b^gGRg,^~~8888gZ^X>VU@JIA B>>>bb~~D*/J"~~/MODEL TESTING OF ROAD TUNNEL VENTILATION IN NORMAL TRAFFIC CONDITIONS Miroslav Sambolek, Brodarski institut, Zagreb, Croatia 1 INTRODUCTION Model tests of the functionality of complete tunnel ventilation systems are rare [1]. However, data relating to tests of the parts of a system, i.e., relating to the modeling of individual physical phenomena, such as the testing diffusion of gas jets [2] and research in the aerodynamics of jet fans [3] are available in the literature. For the U ka Tunnel the influence of the distance between the fan batteries and the angle of inclination of fan nozzles on ventilation efficiency was tested [4]. However, although in the available literature we did not find examples of ventilation system design based only on the results of model experiments, model testing can contribute much to the successfulness of the project. The facility tested is the Sveti Rok Road Tunnel with two-way single-track traffic, 5670 m in length, with a transverse section area equal to 58.05 m2. In the first phase of the building the tunnel is bored as a single tube and in the second phase of the building it will be a twin-tube tunnel. More detailed data about the tunnel can be found in references [5], [6], and [7]. 2 CONDITIONS OF NORMAL TRAFFIC TESTING Under normal conditions, there are three ways in which ventilation functions. The conditions in turn depend on the current meteorological situation and on traffic density through the tunnel: Natural ventilation only; in such a case, there is sufficient pressure difference at the portals, capable of overcoming the longitudinal component of the weight of air in the tunnel, which is the consequence of the tunnels inclination, and the resistance of the airflow. Forced ventilation only, i.e. atmospheric conditions do not support natural ventilation; therefore fans alone produce the gas flow. Combination of natural and forced ventilation; reversible fans enable the natural flow through the tunnel, which can have one direction or the other, to be assisted. The efficiency of natural ventilation depends on the pressure difference at the tunnel portals, which depends on current weather conditions on one and on the other side of Mt Velebit. Weather conditions include barometric pressure at both portals and, if existing, dynamic air pressure as the consequence of wind. Also important is the air density (in fact the density of the mixture of air and exhaust gases), which depends on the atmospheric air temperature, on the thermal emissions of motor vehicles and on thermal transfer through the tunnel walls. 3 THE PHYSICAL MODEL Reliability of test results depends in great measure on the quality of the applied physical model; therefore, we devoted particular attention to the model, especially because of the lack of an appropriate example. 3.1 Choice of model scale We chose the scale of the model taking into consideration a number of conditions. After detailed consideration it was decided to make a model of the central part of the tunnel, 675 m long, on a scale of 1:25, which should ensure that the measured relevant physical quantities and flow visualization are sufficiently reliable while avoiding unmanageably large dimensions. 3.2 Conception of the model At the designers suggestion, we chose for the testing a tunnel section near the middle. This section includes one turnaround, two shelters for passengers, three niches for stopping vehicles and five fan batteries. In order to achieve a difference of pressure on both sides of the modeled section, one section end was opened to the atmosphere, while the other ended in a sealed air chamber. By a suitable fan (chamber fan) the air can be pressed into the chamber. During the experiment, the pressure difference between the chamber and the atmosphere was continually measured. The chamber fan simulates the natural ventilation, and its orifice meter I measures the total flow through the tunnel. Five fan batteries at a distance of 5 m distributed along the modeled section and model vehicles moving through the tunnel made the direct measuring of the airflow velocity impossible. Therefore, mean velocities had to be calculated by means of the total flow and the area of models cross section. The speed of model vehicle motion must satisfy the requirement of kinematical similarity (see Chapter 5), that is, that the ratio between mean flow velocity and vehicle speed must be the same in nature and in the model. From the condition of tunnel traffic load and maintenance of the allowed concentration of harmful ingredients at the end of the tunnel at which the gas exits, for the worst case, the designer calculated the necessary gas flow velocity from 5 to 8 m/s. A speed of vehicles in the tunnel equal 80 km/h is assumed. In order to obtain such high flow velocities (approximately 0.4 to 0.5 m/s) through the tunnel model, enabling reliable measurement results, it has been decided that the top speed of vehicle models equals 2 m/s. 3.3 Realization of the model On the base of the tunnel model U-shape sections made from 3 mm thick Plexiglas, were attached. Plexiglas was chosen for the tunnel model in order to enable visual observation during tunnel fire experiments (these experiments will be described in separate article), and to enable immediate location and removal of potential mechanical trouble. 3.4 Device for the simulation of two-way traffic The device for vehicle model motion comprises an endless transport ribbon and two pulleys. The electric motor gives 1kW at 930 min-1; its rpm can be reduced in a ratio of 1:12 to 77.5min-1. Vehicle model speed can be continuously varied at intervals from 0.15 m/s to the top speed of ca 2.2m/s. The device for the simulation of two-way traffic is presented in diagram form in Fig. 1.  EMBED Word.Picture.8  Fig.1. Sketch of the airtight chamber and the system for the simulation of two-way traffic 3.5 Modeling of the impulse fans Jet fans in the tunnel have the form of a tube of 1250 mm in diameter in which an electric motor is installed, driving the fan impeller; inlet and outlet nozzles have been placed at the ends of this tube. Two such jet fans are placed parallel to the central axis of the tunnel, and form one fan battery. A problem arose with jet fans because very small electric motors with a sufficiently large power output were not available on the market. The problem was solved using fan imitations composed of two pipe elbows, directed in opposite directions. Through one elbow the air (gas) from the tunnel flows to a centrifugal fan located outside the tunnel tube, further to the orifice meter and back to the tunnel, with high velocity, through another elbow, creating an air jet. The configuration and manner of the work of the system, which in the model simulates one battery of jet-propelled fans, is presented in Fig. 2.  EMBED Word.Picture.8  Fig. 2. Diagram of the simulation of a jet fan battery in the tunnel model 4. MEASUREMENT TECHNIQUE During the testing on the model of the tunnel, several different quantities were measured: flow rates, pressures, temperature and humidity of the air, and the speed of the motor vehicle models. The flow rate was measured in orifice meter made of Plexiglas. The pressure difference in sections in front of and behind the flow meter was measured with inductive differential manometers connected to the amplifier via the integrator. Before the testing, the correlation between the regulated voltage on the terminals of the fans electric motor and the airflow rate, q=f(U) was established. This dependence (correlation) was established for each fan battery and (later, during the experiments) for the setting of specified fans flow rate has been used. The relative pressure in the chamber was also measured by an inductive differential manometer, and measurement data were collected by means of the program AEDLAB P20. At all seven sites provided for pressure measuring (5 fan batteries, chamber fan flow and relative pressure in the chamber) the differential pressure was measured by LANDIS&GYR pressure transducers, using the appropriate program for a PC. 5. SIMILARITY CONDITIONS The first and essential condition is that there is geometrical similarity between the model and the life-sized facility [8], [9]. It should be noted that complete geometrical similarity also includes micro-geometric similarity, i.e., roughness similarity. Unfortunately, roughness similarity is usually not achievable, so the scaling of the model results up to the full-scale object needs special adjustments. The second condition for complete similarity is kinematical similarity, that is, the geometrical similarity of the pattern of the velocity vector field. In other words, proportionality of absolute values of all corresponding (homologous) velocity vectors in the model and in the full scale is needed, as well as the parallelism of corresponding vectors. Regarding the model of impulse ventilation, kinematical similarity conditions demand the same proportionality of jet velocity and mean flow velocity in the model and in the full-scale object. Since the model simulated the influence of traffic by using models of road vehicles, kinematical similarity demands the fulfilling of proportionality of streaming velocity in tunnel and vehicle speed, that is: INCLUDEPICTURE "../../../DOCUME~1/Miroslav/LOCALS~1/Temp/msohtml1/01/clip_image002.gif" \* MERGEFORMATINET  The dynamic similarity condition (which is here the sufficient complete similarity condition, since heat transfer processes are out of the scope of this model) demands the proportionality of different natural forces. In the case of streaming through the tunnel, pressure forces, viscous forces and inertial forces act on the mass of air. Therefore, the Reynolds number Re and Euler number Eu are decisive dimensionless characteristics of dynamic similarity. In this case, the Euler number is equal to the flowing resistance coefficient. This resistance is not only the result of shear stresses in the boundary layer, but also contains the elements of profile resistance. Greater pressure decline is the result of resistance of the hollows and niches in the tunnel wall, ventilation equipment, and of vehicles moving through the tunnel. It is impossible to achieve the Reynolds number in the tunnel model, as, indeed, in almost every model experiment. Accordingly, the appropriate corrections are needed. 6. THE PROGRAM OF VENTILATION TESTING IN NORMAL TRAFFIC CONDITIONS During the testing of the ventilation system in normal traffic conditions (not in an emergency case) the following quantities were measured: speed of the vehicle models in motion flow rate through the fan batteries flow rate through the chamber fan. Experiments were conducted for following speed of vehicle models: vv = 0; 1; 1.41; 1.73 and 2m/s. The flow rate through the fan batteries in the model depended practically only on the centrifugal fan rotational speed. Therefore, the desired flow rate through the fan batteries can be set by adapting the voltage on the rpm controllers, not taking into account the streaming velocity through the tunnel model. The flow rates through the fan batteries were chosen as follows: qFB = 0; 0.010; 0.015; 0.020 m3/s. Instances with a chamber fan working against the jet fans were not examined. Therefore only the positive values of the flow rate were measured (the stream out of the chambers into tunnel), reaching 0,095 m3/s. 7. EXPERIMENTAL RESULTS The broad, well-covered testing domain enabled reliable smoothing of measured values, whereby the influence of random errors diminishes, and at the same time, analysis of the behavior of the ventilation system in different operating conditions. 7.1 Conditions of natural ventilation without moving vehicles Testing when only natural ventilation is present, i.e. when the streaming is realized only because of the pressure difference between the two tunnel portals, is very important. It gives the clearest insight into the influence of traffic on streaming resistance. In Fig. 3, experimental points and regression curves given by following function are presented: INCLUDEPICTURE "../../../DOCUME~1/Miroslav/LOCALS~1/Temp/msohtml1/01/clip_image004.gif" \* MERGEFORMATINET  This formula describes the dependence of airflow through the tunnel model (qt in l/s) on the pressure difference (INCLUDEPICTURE "../../../DOCUME~1/Miroslav/LOCALS~1/Temp/msohtml1/01/clip_image006.gif" \* MERGEFORMATINET ); k1 and e are the parameters obtained by the procedure of nonlinear regression. Aside from this, the same diagram shows the calculated curve representing flow through a tunnel with technically smooth walls. EMBED Unknown Fig. 3. Values measured on model and scaled to natural object, and the regression curves representing air flow rate in tunnel for conditions of natural ventilation. These velocities depend on the pressure difference INCLUDEPICTURE "../../../DOCUME~1/Miroslav/LOCALS~1/Temp/msohtml1/01/clip_image008.gif" \* MERGEFORMATINET . On the basis of the measured rate of flow through the tunnel and pressure differences in the case with and without the traffic and with idling fans, the resistance coefficients of streaming f are determined and presented in the diagram on the Fig. 6, as a function of the Reynolds number. INCLUDEPICTURE "../../../DOCUME~1/Miroslav/LOCALS~1/Temp/msohtml1/01/clip_image010.gif" \* MERGEFORMATINET  Symbols in the preceding expression have the following meaning: vt the average air flow velocity l the length of tunnel model section, ( density of air rh hydraulic radius of the tunnel model. In the same diagram the curve of the resistance coefficient for smooth wall pipes is drawn. Diagram shows that the resistance coefficient of the tunnel without vehicles is larger than the same coefficient for a smooth pipe. At Re = 25000 the resistance in the tunnel without vehicles is ca 4 times larger, and in the tunnel with resting vehicles (2400mm distant in the model, which corresponds in nature to 60 m) the resistance is as much as about seven times as great. EMBED Unknown Fig. 4. Dependence on Re of the empirical friction coefficient f for empty tunnel and for resting vehicle models at natural ventilation is presented. The curve of the friction coefficient for a pipe with a technically smooth wall is also drawn. The additional resistance falls with the enlargement of the Re number, with a tendency towards a very slow inclination decrease. This fact is the result of experiments conducted at the transitional region of streaming. In order to obtain the needed appropriate resistance coefficient f for the tunnel in life size it is necessary to add the value of the additional resistance coefficient to the value of the resistance coefficient for rough concrete surfaces of tunnel. The following group of experiments was performed with natural ventilation and with moving vehicle models. In Fig. 5, the velocity of the air streaming through the tunnel model as a function of the pressure difference is presented. This group of experiments was performed a)without the vehicle models and b)for different vehicle model speeds vv . The same figure also shows the curves approximating the experimental data. It is worth noticing the already mentioned difference in the curves relating to the instance of moving vehicles and the curves relating to the instance when there are no vehicles or the vehicles are resting. EMBED UnknownFFig. 5.The measured values scaled to natural object and regression curves presenting the dependence of air velocity in the tunnel model on the pressure difference Dp. The experiments were conducted simulating the natural ventilation, without traffic and for different vehicle speed vv . This difference in the character of the curves is the consequence of physical differences in the streaming process, which influenced the form of the mathematical regression models. Results of measurement for given testing conditions (very small differences of pressure, of order 10-1 Pa) are very well grouped, which proves adequate precision of measurement. EMBED Unknown Fig. 6. Dependence of logarithm of the friction coefficient f from the Reynolds number logarithm; the parameter is ratio of the flowing velocity in the tunnel and vehicle speed vt /vv . Tunnel natural ventilation was simulated. 7.2 Forced ventilation and moving vehicles Forced ventilation without any natural ventilation at all can appear only very seldom. There always exists at least some small natural circulation that supports, or obstructs the functioning of the ventilation system. Such combined ventilation, as compared to only forced ventilation, has another changeable parameter; which is the difference of pressure at tunnel portals and therefore the result of measurement is difficult to be well laid out. Therefore from the experimental results, only conclusions about the functioning of the ventilation system in conditions of forced ventilation only, with no difference of pressure at the tunnel portals, can be drawn. The dots in Fig. 7, mark the measured flow velocities through the tunnel model as function of the pressure difference INCLUDEPICTURE "../../../DOCUME~1/Miroslav/LOCALS~1/Temp/msohtml1/01/clip_image013.gif" \* MERGEFORMATINET  at the ends of the tunnel model. Experiments were conducted for the rate of flow through fan batteries INCLUDEPICTURE "../../../DOCUME~1/Miroslav/LOCALS~1/Temp/msohtml1/01/clip_image015.gif" \* MERGEFORMATINET  = 0.010; 0.015 and 0.020 m3/s, and vehicle model speeds were vv = 0; 1.0; 1.41; 1.73 and 2.0m/s. The measured values were approximated by regression functions with arguments: the pressure difference INCLUDEPICTURE "../../../DOCUME~1/Miroslav/LOCALS~1/Temp/msohtml1/01/clip_image013.gif" \* MERGEFORMATINET  and the rate of flow through fan batteries INCLUDEPICTURE "../../../DOCUME~1/Miroslav/LOCALS~1/Temp/msohtml1/01/clip_image015.gif" \* MERGEFORMATINET . EMBED Unknown Fig. 7. Dependence of streaming velocity in the tunnel vt on the pressure difference Dp. Parameters are the flow rate through the fan batteries qVB expressed in l/s and the vehicle models speed vv in m/s. Fig. 7 shows that with fan batteries with a flow rate equal to 0.010m3/s complete forced ventilation can be realized, but for fan batteries with a flow rate equal to 0.020m3/s the capacity of the chamber fan was insufficient to realize the atmosphere pressure in the chamber. Therefore, the measured value must be extrapolated, which is not desirable. For a flow rate equal to 0.015m3/s forced ventilation could be achieved only for relatively small vehicle speeds, when the additional resistance was smaller. EMBED Unknown Fig. 8. Dependence of streaming velocity through the tunnel model vt on the flow rate of fan batteries. Vehicle speed is the parameter. The diagram refers to conditions of forced ventilation only, and Dp=0. The numerical calculation using the regression equation gave streaming velocities in the tunnel vt as the function of fan batteries rate of flow qVB, for different vehicle speeds. This speed has been presented diagrammatically in Fig. 8 for vehicle model speeds from 1 to 2 m/s. Here, as in the case of the natural ventilation, a clear, although not large, influence of vehicle speed on the enlargement of resistance was established. This enlargement is manifested as airflow velocity diminution, with the maintenance of INCLUDEPICTURE "../../../DOCUME~1/Miroslav/LOCALS~1/Temp/msohtml1/01/clip_image021.gif" \* MERGEFORMATINET . The augmentation of the vehicle model speed from 1 m/s to 2 m/s leads to a decrease of air flow velocity through the tunnel up to 20 %. According to the experimental results it can be said that Re strongly, and vehicle speed moderately influences the flow resistance coefficient. 8. CONCLUSIONS The purpose of testing the road tunnel longitudinal ventilation system model, was to collect data important for the design of this system. In the design process the testing results serve as a supplement to the empirical values quoted in the literature. The following conclusions can be drawn about the model experiment system itself, and the results obtained: It was demonstrated that the functioning of a tunnel ventilation system could be successfully investigated with a physical model. The measuring techniques, especially with respect to the pressure transducers, are now so sophisticated that they enable successful measurement of the very small pressure differences that occur in such experiments. For practical use, it is interesting to note the additional flow resistance through the tunnel that is the consequence of niches in tunnel wall, fan batteries and vehicles; these resistances are embraced by the term conditional roughness. It has been established that in the case of two-way traffic, the flow resistance through the tunnel also grows to some extent. For the testing of resistance in the event of resting vehicles, when there is no limitation for the air flowing velocity established by the kinematical similarity condition, it would be interesting to repeat the investigation at higher air velocity in order to achieve bigger Reynolds number values and so to emerge from the transient streaming regime. It would be interesting to investigate the traffic through the tunnel in one direction for both tracks and compare the results with the present ones. 9. LITERATURE [1] *** Road Tunnels, PIARC (Permanent international association of road congresses), Montreal, 1995. [2] Malmstr(m, T.,G., Kirkpatrick, A., T., et al. : Centerline velocity decay measurements in low-velocity axisymmetric jets, J. Fluid Mech., vol.246, pp363-377, 1997. [3] Mutama, K. R.: The experimental investigation of jet fan aerodynamics using wind tunnel modeling, Transactions of the ASME, vol. 118, pp 322.-28., 1996. [4]***  Societe du Tunnel U ka - Ventilation longitudinale - verification experimentale, SOFRAIR, Report n. RP/GH - CM 523 V 73 - 2/6/75, 1975. [5] Drakuli, M., et al.: Sveti Rok Tunnel - Study of Ventilation System and Preliminary Analysis of Fire Protection Meausre. (in Croatian), Brodarski institut, Zagreb, o~ujak, 1997. 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[7] Sambolek, M., izmek, M.: Model testing of road tunnel ventilation in normal traffic conditions, (in Croatian), Graevinar 53(2001) 11, 711-716 [8] Pope, A.: Wind-tunnel Testing, John Wiley & Sons, New York, 1954. [9] Prandt, L.: Fhrer durch die Strmungslehre, Fridr. Vieweg & Sohn, Braunschweig, 1965. Symbols Atm2Tunnel model section areaf-Flow resistance coefficient Fr-Froude numberOmPerimeter of tunnel modelqtm3/sAir flow through the tunnel modelqVBm3/sSupply of fan batteries in the modelRe-Reynolds numberrhmHydraulic radius of tunnel modelvmm/sVelocity of air jet from the fan outlet in the modelvtm/sAverage air flow velocity through the tunnel modelvvm/sSpeed of vehicle model(mAbsolute wall roughness(kg/m3Air density Key words road tunnel, longitudinal ventilation, model testing, Sveti Rok tunnel, normal traffic conditions Miroslav Sambolek Brodarski institut Av. V. Holjevca 20 10020 Zagreb Croatia Tel: +385 1 6504 110 Fax: +385 1 6504 230 Email:  HYPERLINK "mailto:sambolek@hrbi.hr" sambolek@hrbi.hr The mistaken  Rn has been changed in the paper to read  Re . The answer to the question of the second referee is: "diffusion of gas jets" is a term different from the "flow of gas jets".  These three conditions were experimentally investigated, but cannot be met in natural conditions. PAGE  PAGE 13  I can t guess what this means therefore the results of measurement are difficult to establish. 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