COATZACOALCOS IMMERSED TUNNEL

Mexico

E&M DESIGN
TUNNEL VENTILATION
CALCULATIONS

Specification Prepared

P.F.Hartman
Checked
Document number T. Ruland p.o.
TEC-R070248 Released

Our reference T.Ruland

723.70.60M/PH/JV/R070248
Version
B
Date

12 December 2007
TABLE OF CONTENTS

1 ABSTRACT 3
2 INTRODUCTION 4
3 SYSTEM FUNCTION 5
4 CALCULATION METHOD 6
5 DATA 8
5.1 Environment 8
5.2 Civil 8
5.3 Traffic 9
5.4 Resistance coefficients 10
5.5 Fire rating and critical air velocity 10
5.6 Reverse ventilation in adjacent tube 11
5.7 Jet fans 11
6 RESULTS 12
7 CONCLUSION CALCULATIONS 14
8 VENTILATION CONTROL 15

ATTACHMENTS

I SCHEMATIC LAYOUT
II WIND DATA MEXICO
III WIND DATA USED
IV NICHE DIMENSIONS
V PROBABILISTICAL CALCULATION OUTPUT
VI DETERMINISTIC CALCULATION REVERSE VENTILATION
VII DETERMINISTIC CALCULATION FIRE SITUATION
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1 ABSTRACT
In 2004 TEC prepared a report in which also the required ventilation system was shown.
Since then the immersed tunnel civil dimensions were concluded.
The in-situ parts were however not finalized. Both the length and the width were not
fixed. The length of the tunnel could vary with 30 m and the width of the in-situ could be
affected by deleting the side walls.

New calculations were performed to confirm the final jet fan configuration and to judge
the effects of the above mentioned possible changes.

Two calculation methods were used to achieve an efficient configuration, a deterministic

and probabilistic method.

The deterministic calculation uses for all the parameters a so-called “worst case” value.
However the chance that all parameters do have that value is very low. The maximum
wind velocity and the wind direction are not always directed into the exit portal.

The probabilistic calculation is calculating for every occurrence of the stochastic

parameters the chance that the critical air velocity is generated. The overall failure
chance is an indication whether that risk is acceptable or not.

The deterministic calculation was used to find a configuration, not based on the most
unfavorable values for all parameters (which would have resulted in a too large
ventilation system), but to choose an acceptable level of the parameters.

The probabilistic calculation was used to check the final configuration upon the chances
of occurrence that the critical air velocity was not generated by the ventilation system.
The table in chapter 5.5 is used as the acceptable values.

The probabilistic calculations are using a table with occurring wind data (occurrences of
the combinations of wind speed and wind directions). As these data are not available for
the Mexico situation, a Dutch table (coastal area) has been used.

As for these relative short tunnels normally the fire ventilation requirements are
determining the ventilation capacity, no detailed tunnel air pollution calculations have
been made.
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2 INTRODUCTION
In 2004 TEC was asked to propose some alternative designs for the electro-mechanical
installations of the Coatzacoalcos Tunnel in Mexico. A report was prepared; reference
723.11.00M/TR/BvO/R040607_A dated 6 July 2004. In that report also a global design
of the tunnel ventilation system was given (chapter4)

Today the immersed tunnel sections have been fixed, only the in-situ parts are still
under discussion.

Today TEC was asked to reconsider the ventilation system in order to check the final
dimensions of the immersed section and to advice in the consequences of a small
variation in the total covered tunnel length and an additional widening of the in-situ
parts.

Two calculation methods have been used to finalize the jet fan configuration; the
deterministic and the probabilistic method.

The system function and method of calculation are described in the various chapters.

All the various parameters and specific data, civil, traffic and fire related information,
are mentioned in the “data”-chapter.

As a tunnel ventilation system and calculation has many relations with other systems,
this document will highlight as well some advises / requirements for other aspects of the
tunnel installations.

The chapter “results” shows various calculation results to substantiate the required
number of jet fans.

Finally in the “conclusion”-chapter, the variation in two civil dimensions (tunnel length
and in-situ width) is concluded and the final jet fan configuration is given.
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3 SYSTEM FUNCTION
The tunnel ventilation system will ensure:
− The emissions of exhaust gasses do not lead to unacceptable concentration level
inside the tunnel.
− A smoke free zone in front of the fire/incident area to enable the trapped passengers
to escape and the fire brigades / rescue teams to approach the fire location.
− An acceptable working environment during maintenance and repair works inside the
tunnel.

During a fire situation the ventilation system will prevent the back layering of the hot
gasses and smoke and forces these gasses away from the trapped traffic in the
direction of the exit portal of the incident tube.

To prevent recirculation of the polluted air flow leaving the incident tube into the
adjacent tube (used for escape purposes and rescue operations), the ventilation in that
adjacent tube should have the same direction as the ventilation direction in the incident
tube.
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4 CALCULATION METHOD
The calculation of the required ventilation capacity is based on various data which are
not always known very accurate. Hence various assumptions have to be taken.
Mostly the civil data (cross section, tunnel length) are known, although sometimes the
indicated thickness of the asphalt layers is based on a future situation.
Many parameters do have a range of which the value to be used has to be chosen, or
the “worse” situation is selected.

Two basic calculation methods can be used, the deterministic and the probabilistic
calculation methods.

Deterministic calculations
In deterministic calculations the designer uses fixed values for all parameters. The
result of his calculation shows the required ventilation capacity or the required number
of jet fans.
By attributing a deterministic value to the parameters the designer is often, although not
explicitly, using a safety factor. He often considers the worst case situations for all the
parameters; extremely high wind speeds in the most unfavorable wind direction. The
result is often a ventilation capacity which may be too high in relation to the occurrence
of all the worst situations.

Probabilistic calculations
In probabilistic calculations the designer uses the chances of occurrence of the
parameter; the occurrence of all the wind speeds and all the wind directions are used as
the stochastic parameters. Also the fire position is used as a stochastic value.
Beside these stochastic parameters, other parameters (tunnel length, cross section, jet
fan data, resistance values, fire rate, etc.) will remain of the deterministic type.
Calculations are done for a fire over the whole tunnel length and for all the wind speeds
and wind directions.

The result is the chance of occurrence that the required critical air velocity can not be
generated.
To evaluate that result the table as given in chapter 5.5 is used.

Around 1991 the initiative was taken by the Dutch “Rijkswaterstaat” to develop the
probabilistic calculation method, which was presented in the “Ventilation of Road
Tunnels” Recommendations 1991. It was further developed in the recommendations of
2005. In these recommendations the acceptable failures were given with their related
critical air velocities.

Method used
For the Coatzacoalcos Immersed Tunnel a mix of both calculation methods has been
used.
The reason for not using one method was in fact that not all the required information for
the probabilistic method is available (i.e. wind situation).

Basically the deterministic calculations were used for the reverse ventilation calculation
and one fire calculation.
Beside these a control calculation with the probabilistic calculation was made to see
whether the chance was acceptable, that for all other fire situations the generated
critical air velocity was above the critical one. In that calculation the Dutch coastal area
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was used for the wind speed and wind direction data, which we consider to be equal or
even worse than for the Mexican situation for which no wind data is available.

We assume that in this relative short tunnel the fire ventilation determines the maximum
ventilation capacity; hence no specific air pollution calculations were made.
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5 DATA

5.1 Environment
Temperature
The used design outside air temperature is 30 ºC.
Consequently with a specific heat of 1.00 kJ/kg, K the specific density will be 1.16
3
kg/m .

Wind
See attachment III for the wind data, these values has been taken from the “Weather on
line” web-site.

The orientation of the tunnel is East-West.

From the attached wind date it can be noticed that the most prevailing wind directions
are the North and South orientations.
The East and West directions are occurring between 3 and 5%.

Also on the data sheet can be seen that the maximum average wind speeds per year
can be found as 3.0 – 5.2 m/s

Hence it can be concluded that the assumption to base the deterministic calculations on
a figure of 8.0 m/s, is a realistic one.
As all the wind figures are given for a height of approximately 8 – 10 meters above the
ground level, a reducing factor of 0,75 has been used to cover the reduced wind speed
at lower (ground) level.

The Meteo data (wind speed and wind directions) from the Mexican area are not
available for the probabilistic program.
However in using the figures of the Dutch coastal area with a higher percentage of the
prevailing western wind direction and slightly higher wind speeds, the results will be
more beneficially for the Mexican situation for which no wind data are available.

5.2 Civil
Cross section
The tunnel consists of two (2) traffic tubes, each with two (2) traffic lanes.

Total “inside” width is 9.5 m, including two traffic lanes of 3.75 m and two side paths of
1,0 m.

Free height (traffic envelope), above asphalt, is 5.5 m. Equipment space above traffic
envelope is 0.4 m.
Total inside height is 5.9 m.
For the niche dimensions see attachment III
2
Total cross section is 9.5 x 5.9 = 56 m .
The wetted surface (circumference) can be calculated as 31 m.

That cross section is assumed to be valid for the total covered tunnel length, both the
immersed tunnel sections and the two in-situ’s.

Note.
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As a variant of the in-situ situation, the constructive outside walls could be

deleted. In that situation the tunnel will be widened with maximum 1 meter (equals
the thickness of the outside wall).
2
Than the cross section will be 10.5 x 5.9 = 62 m and the circumference 33 m

Tunnel length
See attachment I for the schematic Layout.

Total length is for both tubes 1,115 m.

The North Tube runs from chainage 1415 till 300, the South Tube from 320 till 1435.
These staggered positions reduce the recirculation of the polluted air from the exit
portal into the entry portal.

Portal situation
Both portals are situated below the ground level and do have straight side walls. No
buildings are situated in the immediate vicinity of the portals or have no major impact on
the ventilation system.

Niche dimensions
See attachment III for the principle dimensions of the niches inside the tunnel.

5.3 Traffic
From a safety point of view is a longitudinal ventilation system less suitable for a tunnel
with bi-directional traffic. Hence it is assumed that only one-directional traffic is allowed
in this tunnel tubes.

For the resistance calculations the following assumptions of the traffic composition are
used.

Vehicle type Percentage Frontal area Resistance coefficient

2
[%] [m ] [-]
Passenger cars 82 2.0 0.5
Trucks 10 7.2 1.0
Busses 8 7.2 1.0

As the fire situation determines the maximum ventilation capacity, no specific Mexican
traffic emissions have been used.
The traffic density has been assumed as 145 units per traffic lane, per kilometer.

During low traffic speeds and in congested traffic a so-called “shadow” coefficient of 0.9
has been used in the traffic resistance calculations.

Note.
A slight difference between the percentages of the Trucks and Busses (from 11-7% into
10-8%) will not generate a difference result as the values of the frontal area and the
resistance coefficient are equal. The printouts have not been adapted to this change.
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5.4 Resistance coefficients

The following coefficients have been used in the calculations.
− Entry portal : 0.80 -
− Exit portal : 1.20 -
− Wall friction : 0.016 -

Various individual resistances (traffic signs, measuring equipment, lighting fittings and
cable trays) are considered to be incorporated in the above mentioned values.

5.5 Fire rating and critical air velocity

A maximum fire rate of 200 MW has been used in the fire ventilation calculations. That
fire rate coves a large fuel truck.
In combination with that value a minimum critical air velocity (approaching the fire) of
2.5 m/s is required.
It has been assumed that 35% of the fire rate is radiation loss and is not emitted in the
hot smoke and gasses.
3
That critical air velocity of 2.5 m/s results in an air flow volume of 140 m /s inside a
2
traffic tube of 56 m . That is far above the requirement of a minimum air flow volume of
3
88 m /s to ensure a complete combustion of the fire in order not to create explosive
fumes in the tunnel behind the fire location.

In the probabilistic calculations the following table has been used. The table shows the
various fire rates and related critical air velocities with their accepted maximum failure
risks of not having the required minimum critical air velocity.

Critical
Air Failure change
Fire Rating Velocity
MW m/s different formats
20 1.80 0.001 0.1% 1.0E-03
50 2.25 0.005 0.5% 5.0E-03
100 2.50 0.015 1.5% 1.5E-02
200 2.50 0.050 5.0% 5.0E-02

The fire calculation is based on the assumption that the traffic behind the fire location
can leave the tunnel through the exit portal. Only traffic in front of the fire location can
not escape, therefore to be protected against smoke by creating a smoke free area with
the help of the longitudinal ventilation system.

To achieve a higher safety level (less trapped vehicles) a traffic control system should
prevent as quick as possible vehicles entering the tunnel in case of a fire/incident.

In that respect it is also strongly advisable to prevent any obstructions to the traffic
leaving the tunnel portal, hence no traffic lights or crossing directly behind that exit
portal. In situation such possible obstructions are present, a traffic management system
should be available to manage a “green traffic flow” out of the tunnel and to prevent that
traffic will be trapped in the tunnel (filled with smoke) behind the fire/incident area.
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5.6 Reverse ventilation in adjacent tube

During a fire in the incident tube, the ventilation in the adjacent tube should have the
same direction as the ventilation direction in the incident tube.

We assume that the traffic control system stops the traffic in the adjacent tube as well,
allowing only fire and rescue vehicles to enter that tube.

In the calculation of that situation only 50% of the normal traffic amount is assumed to
be present inside the tunnel.

The required minimum air velocity can be assumed to be 1.0 m/s. However any value
above 0.0 m/s will be sufficient as it is only important that the air flow is just positive
and in the same direction as the direction in the incident tube.

5.7 Jet fans

The calculations have been based on two types of jet fans (booster fans).

Description unit Entry Fan Tunnel Fan

Type of fan -- Uni-directional Reversible
Fan diameter mm 1400 1200
Outside diameter (silencer) mm 1600 1400
Thrust N 1500 1665
(theoretical, tunnel air speed 0 m/s)
3
based on: fan volume m /s 44.5 40.5
and: fan outlet air speed m/s 29.0 35.5
Position Efficiency % 85 80
Motor Power kW 40 55
Maximum SPL (10 m, 45º) dB(A) 70 77
Temperature resistance (1 hour) ºC 400 400

Fans with other combinations of air flow and outlet speed can also fulfill the
requirements.
The entry jet fan with a larger diameter has been specifically selected due to the lower
noise level generated towards the portal surroundings.
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6 RESULTS
The calculations resulted in the following nett jet fan configuration.

In each entry (niches N1 and S1) three (3) entry fans with an outside diameter of 1600
mm (fan diameter 1400 mm), thrust power 1500 N and motor power 40 kW.

In all the other remaining niches (N2, N3, S2 and S3) three (3) tunnel fans with an
outside diameter of 1400 mm (fan diameter 1200 mm), thrust power 1665 N, motor
power 55 kW.

Final specifications of the fans are depending on the final supplier/delivery/design!!

Spare/Safety
The calculations (both the deterministic and probabilistic) do calculate with the nett
requirements of a certain numbers of jet fans.
As the calculation methods are becoming more and more accurate the safety margins
are very minor in available capacity.

Therefore we advise strongly to exclude the risk of the non-availability of one jet fan due
to maintenance or repairs by installing one additional jet fan in the entry rows.
We consider the risk of one jet fan out of the second or third fan row minor as more jet
fans are present in these rows and their contribution to the overall capacity is less due
to their reduced capacity as a consequence of the higher air temperatures.

Reverse ventilation in adjacent tube

Based on the above mentioned data and requirements (air velocity 1.0 m/s, 50% traffic)
the following resistances were found (deterministic calculation):

− Entry losses : 26 N
− Exit losses : 39 N
− Tunnel wall losses : 80 N
− Wind pressure losses : 1173 N
− Traffic losses : 179 N
− Total : 1497 N

That total required thrust is just above de nett capacity (approximately 1225 N) of one
jet fan, hence two jet fans should be started to create the appropriate air flow.
As the entry jet fans are uni-directional only the fans in niche N/S2 or/and N/S3 can be
used. Preferable, with less noise generated in the vicinity of one niche, one out of each
fan row should be started.

See attachment V for a calculation printout.

Fire ventilation
In principle a calculation with a fire on every position inside the tunnel should be made.
A different position of the fire results in different values for the amount of traffic inside
the tunnel, different length of tunnel exposed to hot smoke/high temperatures, and
different values of jet fan number that can function.
If a fan row is in the direct vicinity of the fire, it could be destroyed by the high fire
temperature.
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From a safety point of view in case of a fire all the present jet fans should be started, if
possible automatically.

Based on the above mentioned data and requirements (critical air velocity 2.5 m/s, only
traffic in front of the fire, fire rate 200 MW) the following data and resistances were
found (deterministic calculation):

− Fire position : 15 % of the total tunnel length

− Fan row 2 : destroyed
− Air temperature in tunnel : 260 ºC (average, behind fire position)

Tunnel in front of the fire:

− Entry losses : 163 N
− Tunnel wall losses : 75 N
− Traffic losses : 84 N
− Fire location losses : 2702 N

Tunnel behind the fire:

− Tunnel wall losses : 745 N
− Exit losses : 429 N
− Wind pressure losses : 1173 N

− Total : 5371 N

That total required thrust can be generated by the three (3) jet fans in the tunnel entry
(fan rowN/S1) with an approximately nett thrust of 1160 N and the three (3) jet fans in
the third niche (fan row N/S3) with an appropriate nett thrust of 670 N to create the
appropriate air flow.

See attachment VI for a calculation print.

On a similar way calculations can be made with fires in different positions.

Note
See the chapter “Spare/Safety” above for the final numbers of fans required.

Probabilistic calculations

With the mentioned 3 x 3 numbers of jet fans a probabilistic calculation has been made
with the Dutch coastal area as the wind data reference.

See attachment IV for a (translated) printout of the calculations with the enlarged cross
sections of the in-situ’s.

The failure probability that the required critical air velocity (2.5 m/s) can not be
generated was found as 0.0183 which is below the limit of 0.050 for a situation with a
200 MW fire.
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7 CONCLUSION CALCULATIONS

− Minor changes in the total length of the tunnel (plus minus 10 – 15 meters) will not
affect the ventilation system.
− The recent change in tunnel length (minus 15 m for each tunnel) has already been
incorporated in the calculations.
− Widening of the in-situ parts of the tunnel by 1 meter will not affect the required
ventilation capacity, however it is unfavorable in relation to that requirement (it
reduces the safety margins in the calculations)
− Final jet fan configuration:

Position in number Rever- Outside / fan Thrust [N], Motor

North and South Tube sible. diameter theoretical Power
First fan row N/S1 4 no’s No 1600 / 1400 mm 1500 N 40 kW
Second fan row N/S2 3 no’s Yes 1400 / 1200 mm 1660 N 55 kW
Third fan row N/S3 3 no’s Yes 1400 / 1200 mm 1660 N 55 kW

− That configuration result in a appropriate fire fighting ventilation even in a situation

when one (1) entry fan is out of order (maintenance, repair).
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8 VENTILATION CONTROL
Fan groups
Each one of the three fans out of both the second and third fan row form together one
group. That results in three groups.
The four fans in the first (entry) fan row can be divided into two groups.

For the total ventilation capacity five groups are available.

Normal situation
The basis for the ventilation capacity is the air quality inside the tunnel.

Depending on the measured values, one or more groups of fans can be switched on or
off.
Once the values are above the allowed limit and all the available fans are running a
warning to the control central/operators and the traffic (to leave the tunnel / switch off
the engines) should be given and the tunnel shall be closed.

Fire situation
Once a fire has been detected (automatic or manual) immediate all the available fans in
the incident tube shall be switched on in the normal traffic/ventilation direction.

In the adjacent tube all the running fans shall be stopped and one fan group (two fans)
in the tunnel (second and third fan row) shall be started in the reverse traffic/ventilation
direction. That should prevent any recirculation of the smoke leaving the incident tube.
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ATTACHMENTS

I SCHEMATIC LAYOUT
II WIND DATA MEXICO
III WIND DATA USED
IV NICHE DIMENSIONS
V PROBABILISTICAL CALCULATION OUTPUT
VI DETERMINISTIC CALCULATION REVERSE VENTILATION
VII DETERMINISTIC CALCULATION FIRE SITUATION
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I SCHEMATIC LAYOUT

Schematic layout Coatzacoalcos Tunnel Mexico

total covered length 1115

in-situ
In-situ length 203 m Immersed tunnel length 828 m 84 m 20 m
(6 elements @ 138 m: 6 segments @ 23 m)
185 18 747 81
Western Approach Eastern Approach

fan row N1
cross section traffic direction cross section

fan row N2
fan row N3

2 2 2
56 m ( 62 m ) North Tube 56 m2 ( 62 m )

cross section 56 m2 chainages

300 320 503 1331 1415 1435

Escape Gallery / Cable Duct

cross section 56 m2
fan row S1

fan row S2

fan row S3
cross section
South Tube cross section
2
56 m2 ( 62 m )
2
56 m2 ( 62 m )
traffic direction

165 m
In-situ
20 m In-situ length 183 m Immersed tunnel length 828 m 104 m

total covered length 1115

dimensions basis variant (no outside walls)

width = 9,5 10,5 m
height = 5,9 5,9 m
2
Area = 56 62 m
100% 111%
Circumf. = 31 33 m
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II WIND DATA MEXICO

Weather in Coatzacoalcos Wind direction distribution

Data WeerOnLine. Year
Wind direction 1990 2000 2005 2006 2000-2006 average
0 N 68% 44% 61% 42% 44% 55%
15 68% 44% 61% 42% 44% 55%
30 15% 27% 7% 25% 23% 17%
45 NO 15% 27% 7% 25% 23% 17%
60 15% 27% 7% 25% 23% 17%
75 3% 4% 2% 4% 5% 4%
90 O 3% 4% 2% 4% 5% 4%
105 3% 4% 2% 4% 5% 4%
120 1% 3% 1% 3% 3% 2%
135 ZO 1% 3% 1% 3% 3% 2%
150 1% 3% 1% 3% 3% 2%
165 4% 10% 8% 8% 8% 8%
180 Z 4% 10% 8% 8% 8% 8%
195 4% 10% 8% 8% 8% 8%
210 2% 5% 4% 6% 6% 4%
225 ZW 2% 5% 4% 6% 6% 4%
240 2% 5% 4% 6% 6% 4%
255 2% 1% 5% 5% 3% 3%
270 W 2% 1% 5% 5% 3% 3%
285 2% 1% 5% 5% 3% 3%
300 3% 7% 12% 9% 8% 8%
315 NW 3% 7% 12% 9% 8% 8%
330 3% 7% 12% 9% 8% 8%
345 68% 44% 61% 42% 44% 55%
360 68% 44% 61% 42% 44% 55%
74% 84% 76% 85% 83%

Weather in Coatzacoalcos Wind speed (average per month) m/s

Data WeerOnLine. Year
1990 1995 2000 2005 2007
Jan 3,6 3,0 2,9 2,2 3,3
Feb 5,2 2,8 2,8 2,1 3,5
Mrt 4,2 2,8 2,5 2,1
Apr 4,2 3,5 3,0 2,1
May 3,9 2,6 1,9 1,8
Jun 3,5 2,6 2,2 1,5
Jul 2,5 2,4 2,3 1,6
Aug 2,4 1,9 2,3 1,7
Sep 1,9 2,7 2,8 5,3
Oct 3,6 3,5 4,0 2,8
Nov 4,3 3,0 3,0 3,6
Dec 3,1 2,9 3,2 3,3

year average 3,5 2,8 2,8 2,5

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III WIND DATA USED

ProTuVeM v 1.1 Wind data Schiphol.

Wind direction related to the North Arrow [degr.]
Wind frequency segmentation [%]
Wind direction variable or no
wind
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IV NICHE DIMENSIONS

segment length: 23000

250 available for niche: 22500 250
required margin 7800 required margin
7350 1800 4200 1800 7350
jet fan length

1,5 x d 1,5 x d
H= 1600

400 12,3 degree

1100

D
d
400 200 tunnel ceiling
L = 1.5xd + 600 mm + 1.5xd traffic profile

all dimensions in mm
jet fan data
d= 1200 mm
D= 1400 mm
L= 4200 mm

The above principle dimension of a niche inside the tunnel, in which a row of jet fans
can be installed, is based on a jet fan configuration with maximum 1.5 x diameter of the
jet fan. The actual length of the jet fan will be determined by the length of the silencers
and the length of the fan casing.

The distance of the fan to the niche ceiling is required by the mounting construction and
the fan efficiency.
Guide vanes mounted in front of the discharge outlets of the jet fan configuration ensure
a less reduced efficiency due to the “built in” situation.

The distance between the fan and the “normal” ceiling, including the slope of the niche,
is needed for appropriate fan efficiencies. The outlet jet flow, with high air velocities,
should not hit the tunnel ceiling. The guide vanes will bend that outlet flow downwards.

In order to protect the jet fan against high trucks (with flapping covers) a minimum of
200 mm is required between the traffic envelope and the underside of the jet fans.

The position of the jet fans is also strongly related to other equipment (lighting fittings,
cable trays and their supporting systems). No real objections should be placed “in front”
of the jet fans. A minimum distances between the fan outlet (for reversible fans two
directions) and an obstruction (signs, etc.) of 35 – 50 meters is required.
Any object placed in the high velocity (30 – 35 m/s) outlet jet flow will reduce the
efficiency and hence the capacity of the jet fans.
The above indicated dimensions are valid for the niches N/S 2 and N/S 3.
Title / Subtitle

Coatzacoalcos Immersed Tunnel

E&M Design
Tunnel Ventilation
Calculations
Our Reference
723.70.60M/PH/JV/R070248_B

The “niche” in the tunnel entry is different, however the required slope of the installed
jet fans can be considered as 10º.

A less preferable horizontal mounting with guide vanes is also possible, however that
will reduce the efficiency of the jet fans. Calculations have been made based on the
sloped installation.
The inlet opening of the entrance jet fans should be mounted just outside the tunnel
portal plane. The efficiency is in that situation optimal.
Title / Subtitle

Coatzacoalcos Immersed Tunnel

E&M Design
Tunnel Ventilation
Calculations
Our Reference
723.70.60M/PH/JV/R070248_B

V PROBABILISTICAL CALCULATION OUTPUT

PROJECT DATA

Project name Mexico tunnel Coatzacoalcos

Project number F2500.72.370 / 723.70.60M
Project Engineer P.F.Hartman
Description Traffic tunnel (East > West) North Tube (enlarged cross section in-situ)
Date 20-9-2007

CIVIL TUNNEL DATA

Orientation entry portal 60 degree
Orientation exit portal 240 degree
Entry resistance coefficient 0.80
Exit resistance coefficient 1.20

Portal situation
Number below ground side walls building smoke wall light grille Staggered exit
Entry RWS 6 yes straight yes 20x13m no no
Exit RWS 9 halve straight no no no 20m

TUNNEL SEGMENT DATA

Element number 1 2 3 4 5
Length 84 81 747 18 185 m
Slope 0.0 0.0 0.0 0.0 0.0 degree
Circumference 33.0 31.0 31.0 33.0 33.0 m
Cross section 62.0 56.0 56.0 62.0 62.0 m2
Traffic lanes 2 2 2 2 2
Qty jet fans 3 0 3 0 3
Fan type 1 0 2 0 2
Wall friction coefficient 0.016 0.016 0.016 0.016 0.016
Efficiency jet fan in tunnel 85 80 80 80 80 %

TRAFFIC DATA Percentage Frontal area (m²) Drag Coefficient

Trucks 11 7,20 1,00
Passenger cars 82 2,00 0,50
Busses 07 7,20 1,00

JET FAN DATA

Number 1 2
Type Uni-Direct Reversible
Diameter fan 1400 1200 mm
Outlet volume 44,5 40,5 m3/s
Outlet velocity 29 35,5 m/s
Aerodynamic efficiency 98 98 %
Temperature resistant.1 hour 400 400 °C

SCENARIO
Scenario: Fire
Fire rate: 200 MW

STOCHAST
Title / Subtitle

Coatzacoalcos Immersed Tunnel

E&M Design
Tunnel Ventilation
Calculations
Our Reference
723.70.60M/PH/JV/R070248_B

Wind- Wind- Place Traffic Traffic

Name Direction Velocity Fire Speed F Density N
Dividing type 1 2 3 4 4
Standard deviation1 1 5.00 4.10
Lowest value 0 0.01 0.00 0.01 2.00
Highest value 360 28.00 1.00 20.00 16.00
Number steps 12 28.00 30.00 30.00 30.00
Chance content 0.96 0.96 1.00 1.00 1.00
Alfa value 1.0000 1.0000 1.0000
Status stochast Active Active Active Passive Passive

HISTOGRAMS
Name Volume Air Vel. HbCO CO NO2 C6H6 L.
3
m /s m/s % ppm ppm ppm Ext./m
Lower classes 0 0 0 0 0 0 0
Higher classes 600 8 10 400 5 100 0.5
Number of classes 30 30 30 30 30 30 30
Norm Fire 88.0 2.50 --- --- --- --- ---
Step size diagram 50.0 1.00 1.0 50.0 0.50 10.0 0.05
Failure for norm 0.0062 0.0183

RESULT PROBABILISTICAL CALCUALTION

3
Failure air volume : 0.0062 for a norm value of 88.0 m /s
Failure critical air velocity : 0.0183 for a norm value of 2.50 m/s

Diagram failure probability of the critical air velocity

Chance density:

Note:
This print out has been
translated as the program
is only available in the
Dutch language.
Title / Subtitle

Coatzacoalcos Immersed Tunnel

E&M Design
Tunnel Ventilation
Calculations
Our Reference
723.70.60M/PH/JV/R070248_B

VI DETERMINISTIC CALCULATION REVERSE VENTILATION

Calculation Vehicle Tunnel Ventilation Capacity - "reverse ventilation" situation

input Mexico Tunnel output

General Data
o 3
air temperature: 30 C specific density air 1,16 kg/m
spec. heat of air: 1,00 kJ/kg,K
gravity: 9,81 m/s2 smaller cross section 56,1 m2
2
Tunnel Data larger cross section 56,1 m
covered length: 1.115 m smaller circumference 30,8 m2
cross section (average): 56,1 m2 larger circumferece 30,8 m2
circumference: 30,8 m hydraulic diameter 7,28 m
free heigth: 5,5 m
number traffic lanes: 1 - Note: for counter ventilation, requirement: 1 traffic lane with vehicles
entry coefficient: 0,800 - entry loss: 0,5 Pa 26 N 2% 2,6 Pa
exit coefficient: 1,200 - exit loss: 0,7 Pa 39 N 3% tunnel losses
wall friction coefficient: 0,016 - wall friction loss: 1,4 Pa 80 N 5% 145 N 10%
wind speed (exit direction): 8,0 m/s wind-perssure loss: 20,9 Pa 1.173 N 78%
wind height coefficient: 0,75 -
3
REQUIRED AIR VELOCITY 1,0 m/s air flow: 56,1 m /s
Traffic Data or 201.780 m3/h
traffic speed 0,0 km/h or 0,0 m/s
traffic density (nominal) 145,0 units/km,lane traffic density (actual) 145,0 units/km.lane
traffic shadow coefficient 0,90 -
Traffic composition
type: pc tr bb present inside the tunnel:
percentage 82% 11% 7% passenger cars (pc): 133 pcs
2
frontal area 2,0 7,2 7,2 m trucks (tr): 18 pcs vehicles total
friction coeff 0,5 1,0 1,0 - buses (bb): 11 pcs 162 -
2
Cx Ohmega 1,0 7,2 7,2 m traffic losses
Cx Ohmega mixed traffic 2,12 passenger cars (pc): 1,2 Pa 69 N 5% 3,2 Pa
trucks (tr): 1,2 Pa 67 N 4% traffic losses
buses (bb): 0,8 Pa 43 N 3% 179 N 12%

ADD. RESTISTANCE 0,0 Pa additional losses: 0,0 Pa 0N 0%

Jet Fan Data TOTAL LOSSES 26,7 Pa 1.497 N 100%

Zitron ZI N 14 JZ 14-37/6
Entry fan air flow: 44,5 m3/s gross thrust 1.495 N 100%
outlet velocity: 28,9 m/s nett thrust 1.227 N 82%
position efficiency: 0,85 - excl. int. eff.
nominal e-power: 37,0 kW number required: 1,2 pcs entry nominal
select: 0 pcs 0 kW e-power
Zitron ZI O 12 JZR 12-55/4 entry jet fans 0 kW
Tunnel fan air flow: 40,4 m3/s gross thrust 1.676 N 112%
outlet velocity: 35,7 m/s nett thrust 1.303 N 87%
position efficiency: 0,80 - excl. int. eff. nominal
nominal e-power: 55,0 kW number required: 1,1 pcs 110 kW e-power
select: 2 tunnel jet fans 110 kW
Title / Subtitle

Coatzacoalcos Immersed Tunnel

E&M Design
Tunnel Ventilation
Calculations
Our Reference
723.70.60M/PH/JV/R070248_B

VII DETERMINISTIC CALCULATION FIRE SITUATION

Calculation Vehicle Tunnel Ventilation Capacity - "fire" situation

input Mexico Tunnel output
Fire Rate: 200 MW
fraktion in airflow: 65% - factor in Froude calc.: 0,61 -
required Froude coefficient: 4,5 - slope coefficient: 1,00 -
slope: 0,0 % crit. Velocity (Froude): 3,29 m/s
max temp jet fans: 400 oC crit. velocity (max.temp.): 5,39 m/s

wind speed (exit direction): 8,0 m/s

wind height coefficient: 0,75 - MANUAL INPUT
REQ. CRITICAL AIR VELOCITY: 2,50 m/s determining item: Temperature

fire location in % of the tunnel length 15% air volume flow: 140,1 m3/s
air mass flow: 162,9 kg/s
part tunnel in front of fire location part tunnel behind fire location
tunnel part length: 167 m tunnel part length: 948 m
traffic density (nominal): 73 units/km,lane
number vehicles: 12 pcs number vehicles: 0 pcs ASSUMPTION
air temperature: 30 oC air temp.(behind fire): 828 oC 260 oC average temp.
3 3
specific density air: 1,16 kg/m specific density air: 0,32 kg/m 0,66 kg/m3
air velocity: 2,5 m/s air velocity: 9,1 m/s 4,4 m/s
Losses losses with ASSUMED average air temperature!
entry loss: 2,9 Pa 163 N 3% wall friction loss: 13,3 Pa 745 N 14%
wall friction loss: 1,3 Pa 75 N 1% exit loss: 7,7 Pa 429 N 8%
traffic loss: 1,5 Pa 84 N 2% wind-press. loss: 20,9 Pa 1.173 N 22%
specific traffic losses: 0,0090 Pa/m1 0,5049 N/m1
LOSS FIRE AREA: 48,2 Pa 2.702 N 50%

total loss 1st part: 54,0 Pa 3.024 N 56% tot. loss 2nd part: 41,9 Pa 2.347 N 44%

total 1st + 2nd part: 95,8 Pa 5.372 N 100%

part tunnel in front of the fire part tunnel behind the fire

nett jet fan thrust: 1.161 N/fan nett jet fan thrust (behind the fire): 669 N/fan
required 1st part: 2,6 pcs entry required 2nd part-only: 3,5 pcs
selected in entry: 3 pcs 3.482 N
selected in tunnel: 0 pcs 0N shortage in 2nd part - remaining 1st part: 1.890 N 35%
st
total 1 part: 3.482 N required in 2nd part-total: 2,8 pcs
remains for 2nd part: 458 N selected in tunnel: 3 pcs 2.007 N
Jet Fan Data Zitron remains total: 117 N 2%
Entry fans JZ 14-37/6
air flow: 44,5 m3/s max: 3,1 Fire location: 15% = 167 m
outlet velocity: 28,9 m/s
position efficiency: 0,85 - number jet fans -- location jet fans
Jet Fan Data Zitron 3 entry: 0% = 0m
Tunnel fans JZR 12-55/4
3
air flow: 40,4 m /s max: 3,5 0 in tunnel: 14,5% = 162 m
outlet velocity: 35,7 m/s location jet fans: in front of fire
position efficiency: 0,80 - FIRE
note: jet fan data preliminary selected 3 in tunnel 65% = 725 m
location jet fans: behind fire