RABT 2006 Edition Road Tunnel Safety Regulations

ROAD AND TRANSPORTATION RESEARCH ASSOCIATION
WORKING GROUP TRAFFIC ROUTING AND ROAD SAFETY
Regulations
for the
equipment and operation
of road tunnels
RABT
Edition 2006
Reproduced with permission of the Road and Transportation Research Association

publishing company (FGSV-Verlag). Authoritative for the application of the Road and
Transportation Research Association regulations shall be the version with the latest date
of issue, which is available at the Road and Transportation Research Association
publishing company: FGSV-Verlag, Wesselinger Staße 17, 50999 Köln (Germany).
Federal Ministry for Traffic, Bonn, 27 April 2006
Building and Urban Affairs
S 18/7195.10/00-490187
General circular road construction no. 10/2006

Domain 05.9: tunnel equipment
Chief road construction authorities of the states
Chief state authorities for road traffic regulations

and traffic police
For the information of:

Federal Highway Research Institute
Federal Audit Office
DEGES: Deutsche Einheit
Fernstraßenplanungs- und -bau GmbH
Re: Operational equipment of road tunnels

- Implementation of Directive 2004/54/EC of the European
Parliament and Council dated 29 April 2004 about minimum
requirements of the safety of tunnels in the trans-European
road network into national law
- Regulations for the equipment and operation of road tunnels (RABT),
edition 2006
Ref: Operational equipment of road tunnels

a) Meeting bridge building and construction engineering on 20/21 March 2006
b) Meeting bridge building and construction engineering on 9/10 November 2005
c) My general circular road construction no. 17/2003 dated 24 March 2003
– S 27/38.75.50/23 Va 2003 –
d) My general circular road construction no. 19/2005 dated 18 August 2005
– S 18/38.75.50/51 Va 2005 –
e) My letter dated 2 June 1999 – S 28/38.50.00-15/57 Va 99
A. In the context of the heavy fire accidents in some road tunnels of the Alpine states, possible measures for
increasing the safety of users were examined in detail in the past years. In this context, the EU commission
(COM) issued the “Directive 2004/54/EC of the European Parliament and of the council of 29 April 2004 on
minimum safety requirements for tunnels in the trans-European road network” (EC tunnel directive). For the
required national implementation, the “Regulations for the equipment and operation of road tunnels” (RABT) were
updated by the Road and Transportation Research Association in consultation with me and the chief road
construction authorities; they now are available in the 2006 edition (Appendix 1).
Additions to the RABTs were basically made in accordance with the requirements of the EC tunnel directive;
these include:
- the institutions of the EC tunnel directive:

• administration,
• tunnel manager,
• safety officer and
• examination centre as well as
- the traffic-related legal and technical regulations,
- the reporting system,
- the safety documentation,
- the risk analysis,
- the constructional and operational measures.
Among other things, an essential aspect of the new regulations is the improvement of the possibilities for the
users to save themselves in case of an accident. For this, it is especially important that the relating safety
equipment is designed and set up as uniformly as possible. The regulations for this according to ARS 19/2005,
which have already been issued, were included in the RABTs, edition 2006.
In this context, I would also like to point out recital no. 25 to the EC tunnel directive, in which the member states
are asked to provide comparable safety levels for road tunnels in their sovereign territories that are not part of the
trans-European road network (TERN) and thus are not included in the scope of application of this directive.
B. In addition, I would like to point out the following:

1. Please provide me soon with the names and addresses of the administration authorities listed in item 1.1 of
the RABTs, edition 2006, including a list of the tunnels in the respective areas of responsibility, classified
according to the type of road (TERN, BAB, B) in accordance with Appendix 2.
For processing, it is possible to directly request Appendix 2 as an Excel file via the e-mail address: ref-
s18@bmvbs.bund.de
Due to the tight time schedule, I would also like to ask you to send me the names and addresses of the
administrative authorities as well as the filled in tables in advance via e-mail to the address specified above.
2. For road tunnels in the course of federal trunk roads that cross state borders or borders of other regional
authorities, administrative agreements must be made between the respectively responsible states or regional
authorities involved, which include details on cooperation and the respective responsibilities.
For road tunnels that lead from the territory of the Federal Republic of Germany into another EU member state,
one administrative authority each can either be selected by the Federal Republic of Germany and the other EU
member state or the two states can name a common authority (see art. 4, para. 3, clause 2 EC tunnel
directive). If one authority each is selected by every state, it is necessary to determine details on the
cooperation of the two authorities in a bilateral agreement. If the two road administrations decide to set up a
common authority for the road tunnel, it is necessary to make an agreement under international law
(responsibility Federation), since the common administrative authority will have sovereign rights (e.g. option of
making administrative decisions) that will affect both states.
The bilateral organisation plan for emergency cases must be agreed upon with the responsible authority of the
other EU member state and be agreed upon on an administrative level.
3. The administrative authorities must evaluate the
- road tunnels not yet authorised for general traffic on 30 April 2006
- road tunnels authorised for general traffic on 30 April 2006
regarding their compliance with the requirements of the RABTs, edition 2006, under the particular
consideration of the safety documentation in compliance with the RABTs, edition 2006, Section 1.1.5 and on
the basis of an inspection.
The tests already performed in the context of the retrofitting programme can be used for this and must be
supplemented where necessary. The required retrofitting measures must be included into the existing
retrofitting schedule.
The respective agreements on retrofitting federal trunk road tunnels outside the TERN will be made with you in
the context of the retrofitting programme.
4. According to Article 11 of the EC tunnel directive, the member states must present the COM with a report
explaining their plans regarding the consideration of the requirements of the EC tunnel directive as well as the
planned measures and comment on the consequences if necessary, which result from opening and closing the
most important tunnel access roads.
For tunnels belonging to the TERN, the results of the evaluation according to item B3 must be presented to the
Federal Ministry for Traffic, Building and Urban Affairs (BMVBS) by the administrative authorities by 1 August
2006 in the form of a report.
The tests performed in the context of the retrofitting programme can be used for this and must be extended
where necessary. The required retrofitting measures must be included into the existing retrofitting schedule.
The retrofitting schedule must also be presented to me.
5. In the future, the administrative authorities must make reports on fires and accidents in tunnels and their
number and causes in accordance with the RABTs, edition 2006, Section 1.1.9.
These reports must be presented to me for the first time for all tunnels in the area of federal trunk roads for the
reporting period of 1 May 2006 to 31 December 2007 by 31 March 2008. After that, the reports always must be
presented by 31 March of every year.
A respective report form is being generated at present by the BASt and will be provided to you shortly.
In addition, I would ask you to immediately inform me about accidents and fires that occurred with loss of life in
the area of federal trunk roads independently of the previously named reporting obligation.
6. In order to use innovative safety equipment or safety procedures in accordance with RABT, edition 2006,
Section 1.1.8, it is necessary to seek the authorisation for federal trunk roads in individual cases at the BMVBS;
for tunnels in the area of the TERN, it is also necessary to obtain an authorisation by the COM. For this, I ask
the COM to make timely agreements with me.
7. The administrative authorities must organise regular informational campaigns on issues of tunnel safety.
These informational campaigns include the correct behaviour of road users when approaching and driving
through tunnels, particularly in case of traffic jams, accidents and fires. The tunnel users must be informed
about the existing safety equipment and the correct behaviour in the tunnel at appropriate places (e.g. at rest
areas before tunnels, at the entrances of tunnels at which the traffic is stopped or via Internet).
Among other things, a corresponding leaflet and a brochure as well as information are provided on the
homepage of the BMVBS under http://www.bmvbs.de/Verkehr/Strasse-,1452/Sicherheit-in-
Strassentunneln.htm on this subject.
C. Furthermore, the following must be considered when implementing the regulations:
1. Please consider the following in order to ensure a clear implementation of the requirements of the EC tunnel
directive regarding the selection of the cross section for tunnels in the planning phase in the area of the TERN:
- If a 15-year forecast for tunnels in the area of the TERN shows that the traffic volume will exceed 20,000
veh/24 h, a double tunnel with one-way traffic must be provided for the point in time at which this value is
exceeded.
- The determination of the cross section of tunnels in the context of multiple-lane carriageways is made in
accordance with the “procedure for selecting road cross sections in tunnels” (ARS 6/2000).
2. For tunnels on federal trunk roads outside the TERN, the number of tunnel tubes and the cross sections must
be specified in compliance with RAS-Q in combination with ARS 6/2000.
For the dimensioning, the dimension parameters relevant up to now must be used aside the traffic volume.
3. In accordance with RABT, edition 2006, Section 0.5, a risk analysis is required in certain cases to ensure the
safety in tunnels. In this context, the EC tunnel directive, Article 13, demands that the member states ensure a
precise, exactly defined, best-practice method for risk analysis on a national level to achieve the required
safety level in cases for which the relevant safety regulations of the RABTs, edition 2006, cannot be fulfilled for
personal security without additional measures. For this, the BASt already requested a corresponding
examination in 2005 on my orders. I will inform you immediately as soon as applicable results are provided
(first results probably in 2007).
4. The regulation stating that a maximum permitted speed of 80 km/h must not be exceeded as an assessment
basis still applies. A general raising of the speed limit to 100 km/h, for example, cannot be justified due to the
doubling or tripling of costs that would be imposed on the federal budget for illumination and the annual
operational costs for the illumination.
However, in some justified cases it is possible to set a maximum permitted speed of 100 km/h in road tunnels
with one-way traffic and hard shoulder if:
- this is justifiable due to the decreasing outside brightness in the course of the day from a light-related point of
view (measuring value acquisition in 20° field), and the maximum permitted speed can already be displayed
prior to entry into the tunnel with variable-message signs in the context of the light-related control of the
illumination system depending on the outside brightness.
- the immission situation at the tunnel portals makes an increased speed of the cars possible without
ventilation-related additional measures (e.g. due to the increase of the NOx values by about 30%) despite the
legal limit values that must be observed (according to EC directive).
Under the above named conditions, it is possible to assume that the traffic safety will not be affected by a
temporary increase in the maximum permitted speed in the individual case.
5. In the context of construction and maintenance work on individual lanes in the tunnel, the respective lanes
must always be closed before entry into the tunnel due to the generally short lengths of the tunnels. This
applies for tunnel tubes that are operated with two-way traffic as well as tunnels with one-way traffic. According
to the regulations, a closure inside the tunnel by means of (variable-) message signs is not intended.
6. Please perform fire tests for the purpose of checking the tunnel equipment and performing exercises according
to RABT, edition 2006, Sections 4 and 6, at least for tunnels with mechanical ventilation.
D. Please introduce the above named regulations for the business area of federal trunk roads with respect to the
EC tunnel directive. Please send me a copy of your introductory letter. In so far as these regulations contain rules
for the road traffic authorities that bind or limit their judgment, these are made in accordance with the chief road
traffic authorities.
For the benefit of a uniform handling, I recommend to also introduce the edited regulations for the tunnels in your
area of responsibility. The RABTs, edition 2003, shall no longer be used in the future.
I withdraw the general circulars no. 17/2003 and no. 19/2005 as well as my letter dated 2 June 1999-S
28/38.50.00-15/57 Va 1999.
The RABTs, edition 2006, can be obtained from FGSV Verlag, Wesselinger Straße 17, 50999 Köln.
P.p.
Claus-Dieter Stolle
BMVBS ARS no. 10/2006
Appendix 2
Specification of the administrative authorities

with specification of:
- name,
- address,
as well as the tunnel belonging to the individual authorities, sorted according to:
- tunnels on federal motorways within the TERN,
- tunnels on federal roads within the TERN,
- tunnels on federal motorways outside the TERN,
- tunnels on federal roads outside the TERN,
each with the following specifications:

- location (name of place),
- road (numbering),
- status (in operation, under construction, in planning),
- type of traffic (one-way/two-way traffic),
- number of tubes,
- cross section,
- total number of lanes,
- tunnel length,
- total tube length,
- longitudinal inclination,
- traffic volume,
- proportion of HGVs
- speed limit,
- transportation of hazardous goods.
ROAD AND TRANSPORTATION RESEARCH ASSOCIATION
Regulations
for the
equipment and operation
of road tunnels
RABT
Edition 2006
Reproduced with permission of the Road and Transportation Research Association

publishing company (FGSV-Verlag). Authoritative for the application of the Road and
Transportation Research Association regulations shall be the version with the latest date
of issue, which is available at the Road and Transportation Research Association
publishing company: FGSV-Verlag, Wesselinger Staße 17, 50999 Köln (Germany).
Working committee equipment and operation of road tunnels
Head: Prof. Dr.-Ing. Wolfgang Baltzer, Heidelberg
Staff members: Dr.-Ing. Friedhelm Blennemann, Cologne

Dipl.-Ing. Alfred Dürr, Weinstadt-Endersbach
BR Dipl.-Ing. Rainer Fondel, Wiesbaden
Dr.-Ing. Kurt Herzke, Wedel
Ltd. RBDir. Dipl.-Ing. Herbert Hölters, Wesel
Ltd. BDir. Dipl.-Ing. Karl-Heinz Krüger, Hamburg
Dr.-Ing. Peter Kündig, Zürich
OAR Dipl.-Ing. Jörg Luckmann, Bonn
Dipl.-Ing. Otfried Matthes, Hamburg
Dipl.-Ing. Georg Mayer, Aachen
OBR Dipl.-Ing. Ingrid Ortlepp, Erfurt
Dipl.-Ing. Werner Riepe, Heidelberg
BOR Dipl.-Ing. Martin Schiermeier, Munich
Dr.-Ing. Jörg Schreyer, Cologne
BR z. A. Dipl.-Ing. Christof Sistenich, Bergisch Gladbach
Ltd. Branddir. Dipl.-Ing. Werner Thon, Hamburg
OBR Dipl.-Ing. (FH) Wolfgang Tress, Stuttgart
BDir. Dipl.-Ing. Heinz Unruh, Munich
Section 2.4 of the RABTs 2003 was adopted as Section 5

without changes in content into the RABTs 2006.
It was edited by the
Working committee: Traffic control on roads outside towns
Working group: Traffic-related technical equipment in tunnels
Dipl.-Ing. Thomas Gerlach, Aachen

Dipl.-Ing. Klaus Hahn, Karlsruhe
Dipl.-Ing. Torsten Klein, Berlin
Dipl.-Ing. Rainer Lehmann, Cologne
Dipl.-Ing. Kai Lorenz, Berlin
BDir. Dipl.-Ing. Hartmut Oßwald, Stuttgart
ORR Dipl.-Ing. Sylvia Piszczek, Bergisch Gladbach
BOR Dipl.-Ing. Frank Süsser, Bonn
Dipl.-Ing. Stefan Trupat, Bergisch Gladbach
Dipl.-Ing. Sabine Vogler, Hamburg
Preliminary note
The “Regulations for the equipment and operation of road tunnels” were first set up in the Road and Transport
Research Association by the working committee “Equipment and operation of road tunnels” in 1985. In the years
1994 and 2003, new editions were published.
The revised version of the RABTs 2003 was necessary due to the national implementation of the “Directive
2004/54/EC on minimum safety requirements of tunnels in the trans-European road network” (EU tunnel directive)
of 29 April 2004.
Circulation only with prior consent of 2

Dambach-Werke AG, Siemens AG, Weiss-Electronic GmbH
Table of contents
0. INTRODUCTION ......................................................................................................................................................7
0.1 CONTENT ..............................................................................................................................................................7
0.2 PURPOSE ..............................................................................................................................................................7
0.3 VALIDITY ...............................................................................................................................................................7
0.4 OVERALL SAFETY CONCEPT ...................................................................................................................................7
0.5 RISK ANALYSIS ......................................................................................................................................................8
1. ORGANISATION AND OPERATION ......................................................................................................................8

1.1 ORGANISATION ......................................................................................................................................................8
1.1.1 Administrative authority.................................................................................................................................8
1.1.2 Tunnel manager ............................................................................................................................................8
1.1.3 Safety official .................................................................................................................................................9
1.1.4 Examination department ...............................................................................................................................9
1.1.5 Safety documentation ...................................................................................................................................9
1.1.6 Commissioning..............................................................................................................................................9
1.1.6.1 Opening....................................................................................................................................................................9
1.1.6.2 Reopening..............................................................................................................................................................10
1.1.6.3 Changes.................................................................................................................................................................10
1.1.7 Recurring inspections..................................................................................................................................10
1.1.8 Exceptions for innovative technology..........................................................................................................10
1.1.9 Data acquisition for reports .........................................................................................................................10
1.2 MONITORING, CONTROL AND MAINTENANCE ..........................................................................................................10
1.2.1 Tunnel monitoring........................................................................................................................................10
1.2.2 Error elimination and maintenance .............................................................................................................11
1.2.3 Organisation for emergency cases .............................................................................................................11
2. TRAFFIC AREA TUNNEL......................................................................................................................................11

2.1. GENERAL ...........................................................................................................................................................11
2.2 LONGITUDINAL TUNNEL INCLINATION .....................................................................................................................12
2.3 TUNNEL CROSS SECTION, UNOBSTRUCTED AREA, TRAFFIC AREA............................................................................12
3. LIGHTING...............................................................................................................................................................15
3.1 GENERAL ............................................................................................................................................................15
3.2 LIGHTING OF LONG TUNNELS ................................................................................................................................15
3.2.1 Lighting at daytime ......................................................................................................................................16
3.2.1.1 Classes of lighting ..................................................................................................................................................16
3.2.1.2 Lighting of the threshold zone ................................................................................................................................16
3.2.1.3 Lighting of the transition zone ................................................................................................................................17
3.2.1.4 Lighting of the internal tunnel zone ........................................................................................................................17
3.2.1.5 Lighting of the exit zone .........................................................................................................................................18
3.2.2 Lighting at night time ...................................................................................................................................18
3.2.3 Uniformity of the luminance.........................................................................................................................18
3.2.4 Glare limits ..................................................................................................................................................18
3.2.5 Flicker limits.................................................................................................................................................18

3.3 LIGHTING SYSTEM ................................................................................................................................................18
3.3.1 Type of lighting ............................................................................................................................................18
3.3.2 Lamps..........................................................................................................................................................18
3.3.3 Light fixtures ................................................................................................................................................18
3.3.4 Light arrangement .......................................................................................................................................19
3.3.5 Control or adjustment of the lighting system...............................................................................................19
3.3.6 Emergency lighting......................................................................................................................................20
3.4 CONSTRUCTIONAL MEASURES ..............................................................................................................................20
4. VENTILATION ........................................................................................................................................................20
4.1 REQUIREMENTS ...................................................................................................................................................20
4.2 DETERMINATION OF THE FRESH AIR NEED DURING STANDARD OPERATION ..............................................................20
4.2.1 Criteria.........................................................................................................................................................20
4.2.2 Determining pollutants from exhaust fumes and tyre abrasion...................................................................20
4.2.3 Determining traffic conditions......................................................................................................................21
4.2.4 Nominal values of the CO concentration and visibility reduction ................................................................21
4.2.5 Amount of fresh air and adjustability of the ventilation................................................................................21
4.3 FIRE IN THE TUNNEL .............................................................................................................................................22
4.3.1 Requirements ..............................................................................................................................................22
4.3.2 Determining fire dimension .........................................................................................................................22
4.3.3 Ventilation concepts in the event of fire ......................................................................................................22
4.3.4 Dimensioning of the ventilation for the event of fire ....................................................................................23
4.3.5 Temperature stability of the ventilation system...........................................................................................24
4.4 IMMISSIONS DUE TO TUNNEL EXHAUST AIR .............................................................................................................24
4.4.1 Requirements ..............................................................................................................................................24
4.4.2 Immission examinations..............................................................................................................................24
4.4.3 Tunnel ventilation for immission protection.................................................................................................25
4.5 VENTILATION SYSTEMS.........................................................................................................................................25
4.5.1 Longitudinal ventilation................................................................................................................................25
4.5.1.1 Natural ventilation ..................................................................................................................................................25
4.5.1.2 Mechanical longitudinal ventilation.........................................................................................................................25
4.5.2 Semi-transverse ventilation.........................................................................................................................26
4.5.3 Transverse ventilation .................................................................................................................................26
4.5.4 Combination of the ventilation systems ......................................................................................................26
4.6 VENTILATION CONTROL ........................................................................................................................................26
5. TRAFFIC-RELATED DEVICES .............................................................................................................................27

5.1 TRAFFIC TECHNOLOGY CONCEPT ..........................................................................................................................27
5.2 DETERMINATION OF THE TRAFFIC-RELATED TUNNEL EQUIPMENT ............................................................................27
.3 DESCRIPTION OF THE EQUIPMENT ...........................................................................................................................28
5.3.1 Minimum equipment....................................................................................................................................28
5.3.2 Basic equipment..........................................................................................................................................30
5.3.3 Extended equipment ...................................................................................................................................30
5.4 MEASURES FOR INFLUENCING THE TRAFFIC ...........................................................................................................33
5.4.1 Operating conditions ...................................................................................................................................33
5.4.2 Control types ...............................................................................................................................................34

5.4.3 Error/emergency cases and control measures ...........................................................................................34
5.4.4 Coaction of traffic technology and central control technology ....................................................................35
6. SAFETY DEVICES FOR THE TRAFFIC ...............................................................................................................35

6.1. CONSTRUCTIONAL SYSTEMS................................................................................................................................35
6.1.1 Side strip (hard shoulder)............................................................................................................................35
6.1.2 Emergency and breakdown bays................................................................................................................35
6.1.3 Emergency exits, escape and emergency routes .......................................................................................36
6.1.4 Emergency paths ........................................................................................................................................36
6.1.5 Design of the walls ......................................................................................................................................36
6.16 Height monitoring .........................................................................................................................................37
6.1.7 Operating routes..........................................................................................................................................37
6.1.8 Control devices............................................................................................................................................37
6.2 COMMUNICATION DEVICES ....................................................................................................................................37
6.2.1 Emergency call stations ..............................................................................................................................37
6.2.2 Video monitoring .........................................................................................................................................37
6.2.3 Tunnel radio ................................................................................................................................................39
6.2.4 Traffic radio/radio ........................................................................................................................................40
6.2.5 Loudspeaker systems .................................................................................................................................40
6.3 FIRE DETECTION SYSTEMS ....................................................................................................................................40
6.3.1 Manual fire alarm systems ..........................................................................................................................40
6.3.2 Automatic fire detection devices .................................................................................................................40
6.4 EXTINGUISHING DEVICES ......................................................................................................................................41
6.4.1 Portable fire extinguishers...........................................................................................................................41
6.4.2 Supply with fire water ..................................................................................................................................41
6.5 ORIENTATION LIGHTING AND ESCAPE ROUTE IDENTIFICATION .................................................................................41
6.6 COACTION OF THE SAFETY SYSTEMS .....................................................................................................................42
7. CENTRAL SYSTEMS ............................................................................................................................................43

7.1 SERVICE ROOMS ..................................................................................................................................................43
7.2 DRAINAGE ...........................................................................................................................................................43
7.3 POWER SUPPLY ...................................................................................................................................................44
7.3.1 General........................................................................................................................................................44
7.3.2 Supply .........................................................................................................................................................44
7.3.3 Electrical systems........................................................................................................................................44
7.3.4 Cables and lines..........................................................................................................................................45
8. CONTROL ..............................................................................................................................................................46
8.1 GENERAL ............................................................................................................................................................46
8.2 SETUP OF THE CONTROL ......................................................................................................................................46
8.2.1 Central control technology ..........................................................................................................................46
8.2.1.1 Setup and function of the CCT level.......................................................................................................................46
8.2.1.2 Plausibility checks ..................................................................................................................................................49
8.2.1.4 Tests ......................................................................................................................................................................50
8.2.2 Manual operation level ................................................................................................................................50
8.2.3 Switching level.............................................................................................................................................50

8.2.4 Error messages ...........................................................................................................................................50
8.2.5 Emergency messages.................................................................................................................................51
9. TRANSPORTATION OF HAZARDOUS GOODS AND COMPARABLE GOODS ...............................................51
APPENDIX A: LIGHTING ..........................................................................................................................................52

A1. TERMS ................................................................................................................................................................52
A2. CALCULATION METHODS ......................................................................................................................................54
A2.1 Approximation methods for determining L20 in case of an unknown composition of the evaluation field....54
A2.2 Approximation method for determining L20 if the composition of the 20° evaluation field is unknown.......54
APPENDIX B: VENTILATION....................................................................................................................................55
B1. BASICS ...............................................................................................................................................................55
B1.1 Basic values.................................................................................................................................................55
B1.2 Calculation parameters of the air quality in road tunnels.............................................................................55
B1.3 Determining road accidents .........................................................................................................................55
B1.4 Limit speed of the HGVs..............................................................................................................................55
B1.5 Proportion of cars with diesel engine...........................................................................................................55
B1.6 Mass factor for HGVs ..................................................................................................................................55
B1.7 Consideration of special conditions .............................................................................................................56
B2. CARBON MONOXIDE EMISSIONS ............................................................................................................................56
B2.1 Calculation procedure..................................................................................................................................56
B2.2 Influences by speed, inclination and height.................................................................................................56
B2.2.1 Influence of speed and inclination...........................................................................................................................56
B2.2.2. Influence of height .................................................................................................................................................57
B2.2.3 Concentrations........................................................................................................................................................57
B3. IMPAIRMENT OF VISION ........................................................................................................................................57
B3.1 Definition of the impairment of vision...........................................................................................................57
B3.2 Calculation method ......................................................................................................................................57
B3.3 Influence due to speed, inclination and height ............................................................................................58
B3.3.1 Influence of speed and inclination...........................................................................................................................58
B3.3.2 Influence of heights.................................................................................................................................................58
B3.4 Tyre abrasion and resuspension .................................................................................................................59
APPENDIX C: TRAFFIC-RELATED DEVICES .........................................................................................................59

C1. TYPES OF CONTROL ............................................................................................................................................59
C2. TRAFFIC-RELATED CONTROL PROCEDURES ..........................................................................................................59
APPENDIX D: CONTROL DEVICES .........................................................................................................................61

D1. BASIC FUNCTION .................................................................................................................................................61
D2. ADDITIONAL FUNCTION ........................................................................................................................................61
D3. OTHER REQUIREMENTS........................................................................................................................................61
APPENDIX E: OPERATION ......................................................................................................................................62

E1. PLAUSIBILITY ......................................................................................................................................................62
E2. DATA POINT TYPES ..............................................................................................................................................64
E3. DATA POINT LIST .................................................................................................................................................64
REFERENCES ...........................................................................................................................................................66

0. Introduction
0.1 Content
0.3 Validity
The “Regulations for the equipment and operation of
road tunnels” (RABT) contain principles, information The RABTs are valid for all tunnels intended for
and criteria for planning the equipment of road vehicle traffic from a covered length of 80 m.
tunnels and their operation. In addition, the regulations apply for existing tunnels
that are longer than 400 m and, upon testing of
They are divided into a text part and appendixes. The appropriateness of the measures to be taken, also for
appendixes contain comments, background tunnels of between 80 m and 400 m in length.
information, examples and calculating methods
contributing to the understanding of the text part and Partially covered above-ground or underground
providing instructions for planning. roads, above-ground noise barriers of roads, cross-
road constructions with other roads as well as gallery
The regulations only cover constructional issues in so constructions are also regarded as road tunnels. If
far as these are directly connected to the equipment cyclists and pedestrians are also supposed to use
and operation. Regulations on the constructional tunnels in addition to vehicle traffic, additional
design of road tunnels and their equipment are requirements must be met.
included in the “Additional technical terms of contract
and regulations for civil engineering works, Part 5: 0.4 Overall safety concept
Tunnel construction, Section 4: Operational
The regulations are no inflexible standard. For using
equipment of road tunnels” [1].
them, it is necessary to consider the various different
requirements resulting from traffic quality, safety and
0.2 Purpose cost-effectiveness as well as from the environmental
The measures described in the RABTs are mostly conditions in a well-balanced way and include them
used to ensure safe traffic routing, avoid critical into an overall safety concept. On the basis of a
events, protect the tunnel users and the environment typical damage scenario that must be determined
as well as to support the emergency services1 in (accident, fire, HGV, car etc.), this concept must
case of fires, accidents and breakdowns. particularly contain statements on damage
prevention, damage reporting, self-rescue and third-
They are intended to lead to a uniform equipment of party rescue of persons as well as on assistance and
tunnels, designed according to standardised fire fighting.
principles and criteria, and to enable safe operation
at a quality adapted to the respective traffic and local Among others, the following parameters influence
conditions under consideration of cost effectiveness. safety:
The elements of the technical equipment must be - tunnel length
designed and installed in a robust, secure and
maintenance-friendly way. Communicated - number of tunnel tubes
information must be clear. In the case of - number of lanes
irregularities, the technical equipment supports tunnel - lane widths
users at rescuing themselves and security staff at
- cross section geometry
their work. An element of risk still remains and cannot
be ruled out generally even if the technical equipment - underground entrances and exits
and monitoring are provided to the best possible - road layout
extent, and thus must be accepted. The regulations - construction type
specified in the RABTs cannot replace the specialist
- one-way or two-way traffic
technical examination and planning for every
individual case. Deviations from the regulations must - traffic volume per tunnel tube (including the
be reasoned; the safety standards described in these temporary distribution)
regulations still must be observed here. In the case of - risk of daily or seasonal traffic jams
already existing tunnels, Section 0.5 must be - access time of emergency services
observed.
- proportion of HGV traffic
- existence, proportion and kind of hazardous
goods traffic
- characteristics of access roads
1 - speed-related aspects
Emergency services in accordance with these regulations are all
local – public and private – services or tunnel staff providing aid in - geographical and meteorological conditions.
the case of an incident, including police, fire brigade and medical
services.

The constructional measures resulting from the analysis, the risks for a certain tunnel are examined
overall safety examination must be part of the under consideration of all safety-relevant planning-
planning approval documents. related and traffic-related factors, while all
parameters mentioned above must be considered.
0.5 Risk analysis Furthermore, the following must be proven by means
of a risk analysis:
If a tunnel longer than 400 m has a special - permissibility of a longitudinal ventilation, see
characteristic regarding the previously named Section 4.3.3
parameters, it is necessary to perform a risk analysis - permissibility of hazardous goods transports, see
in order to determine whether additional measures Section 9.
and/or equipment, which lie outside the RABT
standard, are required to ensure safety in the tunnel. Risk analyses are performed by an institution that is
functionally independent from the tunnel manager
If constructional requirements for existing tunnels according to Section 1.1.2. The content and the
lead to inappropriately high costs or if they cannot be results of the risk analysis must be included in the
implemented, it must be checked in what way they safety documentation (see Section 1.1.5), which is
can be compensated for by means of other presented to the administrative authority.
measures. The administrative authority (Section
1.1.1) can accept the implementation of risk-lowering Damage scenarios, empirical assessments as well as
measures as an alternative to the constructional statistically acquired accident data are included in the
requirements if these measures lead to an equally examination.
high or higher safety level. Their effectiveness is
proved on the basis of a risk analysis. In a risk
1. Organisation and operation

c) determination of the procedure for immediate
1.1 Organisation closure of a tunnel in case of an incident
For tunnels longer than 400 m, the organisational d) implementation of the required risk-lowering
forms and measures for planning, construction and measures.
operation are required for ensuring the required
safety level permanently. Only one administrative authority is responsible for
each tunnel; however, an administrative authority can
1.1.1 Administrative authority be responsible for numerous tunnels.
The road building agency names the administrative
authority. The administrative authority2 must make 1.1.2 Tunnel manager
sure that all requirements relating to the safety of a For every tunnel in planning, under construction or in
tunnel are met and issues the necessary rules in operation, the administrative authority specifies a
order to ensure that the regulations are observed. public or private institution as tunnel manager that is
responsible for the tunnel management in the
The administrative authorities put tunnels into respective phase. These tasks can be performed by
operation in accordance with Section 1.1.6. the administrative authority itself.
The administrative authority can interrupt or restrict The tunnel manager writes a report about all
tunnel operation if the safety requirements are not significant disturbances and accidents that occur in
met. It specifies the conditions under which the the tunnel. The report is communicated to the safety
tunnel can be operated again. official in compliance with Section 1.1.3, the
administrative authority and the emergency services
It ensures that the following tasks are fulfilled: within one month at the latest.
a) regular tests and inspections of the tunnel If a supplemental examination report is written, in
equipment as well as the specification of thus related which the circumstances of the above named
safety requirements disturbance or accident are analysed or the thus
b) introduction of organisational and operational resulting conclusions are explained, the tunnel
processes including the plans for action in case of manager forwards this report to the safety official, the
incidents administrative authority and the emergency services
one month after he/she has received it at the latest.
2
Note: The administrative authorities are not the traffic authorities
responsible for the setting up of road signs. However, this must be
included if necessary.

1.1.3 Safety official update regularly. They forward a copy of this safety
The tunnel manager appoints a safety official for documentation to the safety officials.
every tunnel, who must be accepted beforehand by
the administrative authority and who coordinates all The safety documentation contains a description of
preventative and safety measures in order to ensure the preventative and securing measures that are
the safety of the users and the operating staff. The necessary under consideration of persons with
safety official can be an employee of the tunnel staff, limited mobility and handicapped persons, the type of
the emergency services or a person employed road, the total design of the construction, its
externally. The official is independent regarding all surroundings, the type of traffic and the requirements
issues relating to the safety of road tunnels and is not for action of the emergency services to ensure the
bound to any instructions in this area. Safety officials safety of the users.
can take on their tasks in several tunnels of a region.
a) For a tunnel in planning, the safety documentation
Safety officials take on the following tasks and contains the following components in particular:
functions: - the documents required to display the overall safety
a) they ensure the coordination with the emergency concept according to Section 0.4 as well as the risk
services and help with the composition of analysis according to 0.5, if necessary
operational procedures - specialist safety reports by a specialist in this field
b) they help with the planning, implementing and or a corresponding organisation, for example, the
evaluating of operations in case of events examination department.
c) they help with the design of safety programmes b) For a tunnel in the phase of opening, the safety
and the determination of specifications for documentation contains the following in addition to
constructional devices, equipment and operation the components required for the planning phase:
for new tunnels as well as for the reconstruction of - a description of the organisation responsible for
existing tunnels ensuring the operation and maintenance of the
d) they make sure that the operating staff and the tunnel, the human and material resources and the
emergency services are trained and they help with instructions specified by the tunnel managers
the organisation of exercises that are held - the alarm and danger prevention plans that must be
regularly set up according to Section 1.2.3
e) they provide specialist advice regarding the - a description of the system for acquiring and
acceptance of constructional devices, the analysing significant disturbances and accidents.
equipment and operation of tunnels
c) For a tunnel in operation, the safety documentation
f) they make sure that the constructional devices contains the following in addition to the components
and the equipment of tunnels are maintained and for the phase of opening:
repaired
- a report with an analysis on significant disturbances
g) they help with evaluating significant disturbances and accidents that occurred since these regulations
or accidents. came into effect
1.1.4 Examination department - a list of the performed safety exercises and an
The administrative authority must ensure that analysis of the conclusions derived from these
inspections, evaluations and tests are performed by exercises.
examination departments. The examination
department must provide a high level of specialist 1.1.6 Commissioning
know-how and have high-quality methods available; it 1.1.6.1 Opening
must be functionally independent of the tunnel The first opening of a tunnel for general traffic
manager. These tasks can be performed by the (commissioning) is subject to the authorisation by the
administrative authority itself. administrative authority (acceptance), for which the
procedure described in the following applies.
1.1.5 Safety documentation
Prior to the start of construction works, the tunnel The tunnel managers provide the safety
managers compose the safety documentation, which documentation according to Section 1.1.5 to the
they update regularly, and the safety official in. The safety officials, who comment on the opening of the
tunnel managers provide the safety documentation tunnel for general traffic.
together with the statement of the safety officials The tunnel managers forward this safety
and/or the examination department, if available, to documentation to the administrative authority
the administrative authority. together with the statement of the safety official. The
The tunnel managers compose safety documentation administrative authority decides whether it permits
for every tunnel they are responsible for, which they the opening of the tunnel for general traffic, permits

the opening with restrictions or does not permit the 1.1.8 Exceptions for innovative technology
opening and informs the tunnel manager and safety The administrative authority can allow exceptions
official about the decision. The emergency services from the requirements of these regulations on
obtain a copy of this decision. request of the tunnel manager in order to allow the
1.1.6.2 Reopening installation and use of innovative safety devices or
use of innovative safety procedures that offer an
The procedure according to Section 1.1.6.1 also
equal or higher level of safety in comparison to the
applies for reopening a tunnel for general traffic after
current level of technology, which is the basis for
extensive constructional or operational changes or
these regulations.
important reconstruction work in the tunnel, which
can result in significant changes to components of 1.1.9 Data acquisition for reports
the safety documentation.
The administrative authority must write annual
1.1.6.3 Changes reports on fires and accidents in tunnels as well as
For all important changes regarding construction, on their frequency and causes. In this report, the
equipment or operation, which can affect parts of the incidents must be evaluated and specifications must
safety documentation significantly, the tunnel be made on the actual significance and effectiveness
managers apply for a new authorisation for opening of safety devices and measures. The reports must be
the tunnel according to the procedure described in provided to the responsible federal ministry.
Section 1.1.6.1.
1.2 Monitoring, control and maintenance
The tunnel managers inform the safety officials about The following is necessary for the operation and
all other constructional and operational changes. In maintenance of a tunnel:
addition, the tunnel manager provides a copy of the
documentation to the safety official prior to changing - Monitoring, controlling and securing of the traffic
works, in which the suggestions are explained in in normal, incident and emergency cases
detail.
- Monitoring, controlling and supervising of the
The safety official checks the effects of the change technical installations in normal, incident and
and provides his/her statement to the tunnel emergency cases
manager; the tunnel manager forwards a copy of this
- Cleaning of the installations and the construction
statement to the administrative authority and the
emergency services. - Maintenance, repairing and renewing of the
technical installations
1.1.7 Recurring inspections
- Organisation plans for emergency cases
The administrative authority makes sure that the (breakdowns, accidents, fire).
examination department performs regular inspections
in order to ensure that all tunnels included in these 1.2.1 Tunnel monitoring
regulations comply with the therein described
The tunnel monitoring, control, error elimination and
stipulations.
maintenance must be transferred to an operating
centre (e.g. motorway maintenance, road
No more than six years may lie between two
maintenance). From there, it must at least be
successive inspections of a tunnel.
possible to control the ventilation and illumination,
close down the tunnel as well as inform and warn the
If the administrative authority detects that a tunnel
tunnel users via loudspeakers and traffic message
does not comply with the stipulations of these
channels. Individual work areas can be transferred in
regulations on the basis of this report, it tells the
part or entirely to third parties, e.g. maintenance
tunnel manager and the safety official that it is
companies. The administrative authority must check
necessary to take measures for increasing the safety
which organisation is the most appropriate in the
in the tunnel. The administrative authority specifies
individual case.
the conditions for continued tunnel operation or for
the reopening of the tunnel, which are valid until the
For tunnels longer than 400 m, it must be ensured
measures for eliminating the deficits have been
that the emergency calls and video monitoring are
applied as well as additional restrictions or conditions
transmitted to a continuously staffed place.
serving for this purpose.
For example, the following organisation options exist
If the measures for eliminating the deficits include
for tunnel monitoring:
significant constructional or operational changes, the
tunnel must undergo another procedure for the - Staff in a continuously staffed tunnel control room
authorisation of its opening according to Section
- Staff in a control centre outside the tunnel, e.g. in
1.1.6 as soon as these measures are taken.
a motorway/road maintenance agency
- Staff in a traffic control centre.
1.2.2 Error elimination and maintenance - information and warning of the persons in danger
Error elimination and maintenance can be performed - execution or start of the evacuation.
by technical staff of the responsible institution, by
maintenance companies or by both in combination. The institution responsible for the operation sets up
alarm and danger prevention plans. These also must
If the responsible institution has its own technical include the needs of handicapped persons. The
staff, this should perform the error elimination. This information paths must be set up in consultation with
also includes on-call duty. In addition, this staff the police, fire brigade and rescue services.
should perform function checks and the contractual
monitoring of the maintenance companies in the In agreement with the institution responsible for fire
context of the maintenance work. Staff-intensive work protection, emergency plans for fire brigade use must
such as lamp changes and lamp cleaning should be set up and updated in accordance with DIN
always be transferred to maintenance companies. 14095. The emergency plans must be made
available to the fire brigade.
It has proven to be beneficial to award the
maintenance for 5 years together with the installation The action schemes specified in the alarm and
of the technical equipment (with an option for danger prevention plans for the different emergency
extension). In this way, it is possible to avoid conflicts cases must be checked and exercised by the tunnel
between maintenance and warranty. manager and the emergency services in cooperation
with the safety official regularly for tunnels longer
For the maintenance of all parts of the technical than 400 m.
equipment, the following must be determined:
These exercises should
- maintenance intervals
- be as realistic as possible and correspond with
- type and scope of works the stipulated incident scenarios,
- documentation of works. - provide clear results and
- be performed in such a way that damages to the
Specifications are contained in the model contract for tunnel are avoided.
the “Maintenance of the technical equipment of road
tunnels” [3]. - they can also be performed in part and for
additional results on a model or in the form of
For work that takes place in or next to the traffic area, computer simulations.
it is always necessary to provide safety measures in At least every four years, it is necessary to perform
compliance with the “Regulations for securing extensive exercises under conditions as realistic as
workplaces on roads” [4]. possible. The tunnel is only ordered to be closed if
suitable precautions for the diversion of traffic can be
1.2.3 Organisation for emergency cases made. In the periods between these exercises, partial
Emergency management is intended to ensure the and/or simulation exercises must be performed. In
safety of the persons in the tunnel. areas in which several tunnels are located close to
each another, the extensive exercise must be
First emergency measures are: performed in at least one of these tunnels.
- fast detection and recording of the emergency
situation The safety official and the emergency services
assess these exercises together, write a report and
- triggering or monitoring of the safety devices and make suggestions for possible measures for
systems as well as the traffic-related devices improvement.
- immediate information of the police, fire brigade
and rescue services according to alarm plans
2. Traffic area tunnel

special requirements of road safety and operational
2.1. General safety. When deciding between the requirements of
the quality of the traffic flow as well as the cost-
Tunnels are part of a road. The traffic conditions in effectiveness, it is necessary and justifiable in many
tunnels thus should generally correspond with those cases to lower the speed compared with the road
on a road. However, tunnels are special sections of a outside the tunnel. Generally, a speed limit of 80
road, which require high costs for their construction, km/h is recommended.
maintenance and operation. Tunnels have to meet

2.2 Longitudinal tunnel inclination make it possible to provide for the equipment such as
illumination, ventilation, traffic-related devices and
In tunnels longer than 400 m, additional and/or safety devices, generally outside the unobstructed.
stronger measures must be taken for an inclination of
over 3% on the basis of a risk analysis for improving area. Particularly, devices for ventilation and
safety. An inclination of more than 5% should be directions may require an increase in the tunnel cross
avoided. section. In order to limit the variety of possible cross
sections – also for economical reasons – road cross
2.3 Tunnel cross section, unobstructed section types in the tunnel are assigned to the
area, traffic area standard cross sections of roads outside tunnels. The
tunnel cross section must be selected according to
The tunnel cross section depends on the traffic
the ARS 6/2000, Appendix “Procedure for selecting
volume and the selected type of construction. The
road cross sections in tunnels” (Figure 1) [5].
standard cross section must contain dimensions that
Figure 1: Standard cross sections in the tunnel

The unobstructed area is that area of the road cross Only at a height of > 2.25 m above the emergency
section that must be kept free of fixed obstacles. It footpaths on the side, areas are marked in which
consists of the traffic area and the upper and side easily deformable equipment elements, particularly
safety areas. The required cross section area for the traffic signs and warning signs, can be affixed, which
unobstructed area results from the traffic purpose of may only extend up to 50 cm towards the traffic area.
the tunnel. It is derived from the purpose of the Jet fans necessary for ventilation must be arranged
respective uncovered area, while the permitted in recesses or ceiling coves. Light fixtures that can be
restrictions of the cross section in the area of deformed easily may extend up to 50 cm towards the
constructions are considered (RAS-Q [6]). traffic area in a height of > 3.75 m.
Table 1: Additional width for cross slope in tunnels with
The total width of the unobstructed area results from rectangular cross section
the summation of the widths of the safety areas on
the sides, the lanes, the shoulder and possible q [%] Additional width [cm]
additional shoulders (e.g. hard shoulder). The > 3.5 to 4.5 5
required height is 4.50 m for vehicle traffic. For > 4.5 to 5.5 10
economical reasons, the edge lines on the side >5.5 to 6.5 15
generally are perpendicular so that it becomes > 6.5 to 8.0 20
necessary to enlarge the safety area in case of a
greater cross slope of the carriageway. For circular If jet fans are applied within the general construction
cross sections, however, it can be economical to dimensions, the emergency foot paths must be made
incline the unobstructed area with the cross slope. wider as a
The edge lines on the side then can be assumed result depending on the diameter of the ventilators to
vertically to the carriageway. It is not necessarily be installed.
required to widen the safety area in these cases.
Often, it can be appropriate to apply road signs to the
In case of rectangular cross sections, for which the frontal walls of emergency bays.
edge lines of the traffic area are applied
perpendicularly, high vehicles can extend into the In exceptions, road signs may come up to 30 cm
free area which is at least 30 cm wide if the close to the traffic area in a height of > 2.25 m above
carriageway is inclined towards the wall. For cross the emergency paths; this does not apply if a
slopes q of more than 3.5%, the cross section thus widening of the emergency paths is provided for fans.
must be broadened in accordance with table 1.
If road signs must be designed with lesser
The boundary of the unobstructed area contains dimensions than specified in the administrative
areas that are exclusively reserved for traffic (Figure regulations [7], this must be consulted with the
2). responsible traffic authorities.
Figure 2: Boundary of the unobstructed area in tunnels (standard solution)

Light fitures may reach into the traffic area up to 30 Figures 3, 4 and 5 show positioning options for
cm on the side in exceptional cases if it is ensured technical equipment elements in the standard cross
that the unobstructed area between the top edge of section depending on the cross section shape
the emergency path and the bottom edge of the light resulting from the constructional requirements.
fixture at least comes to 4.10 m at every position. Jet Particularly for tunnels that are driven with water
fans with outside diameters ≤ 70 cm may be pressure with the help of digger-shield moles,
positioned in the upper corners in the safety area restrictions regarding positioning and dimensions
with a minimum distance on the sides of ≥ 30 cm to may be possible due to the cost-benefit ratio.
the traffic area as an exception.
Figure 3: Equipment example rectangular cross section – depiction of the technical possibilities
Figure 4: Equipment example vault cross section – depiction of the technical possibilities

Figure 5: Equipment example circular cross section – tubbing – depiction of the technical possibilities
3. Lighting
3.1 General seen from the tunnel entrance from a stopping sight
distance or the ratio of the tunnel length to the tunnel
Generally, tunnels must be provided with artificial width is greater than 5:1. A short tunnel from a
lighting. lighting-related point of view does not show these
characteristics. The requirements of the lighting of
The requirements of the illumination of a tunnel are long tunnels are described in Section 3.2; short
determined by the properties of the human eye. A tunnels (with respect to lighting) are illuminated
person driving a vehicle at the maximum permitted according to DIN 67524.
speed must be able to clearly discern road and lane
limitations, other vehicles as well as obstacles on the Appendix A contains definitions of terms and
road at least as far as the stopping sight distance. calculation methods for determining the luminance in
The visibility of vehicles and obstacles depends on the approach area at daytime.
the lighting as well as on the reflection properties of
the road surface and the tunnel walls. 3.2 Lighting of long tunnels
The chosen level of lighting of a tunnel is the result of The schematic layout of the luminance for driving
a consideration of the safety requirements (quality of through a long tunnel (with respect to lighting)
lighting) and the costs (investments and operation). corresponds to DIN 67524 (Appendix A, Figure 26).
For the benefit of an economical design of the tunnel The requirements of the lighting level in the portal
lighting without reducing the quality, the requirements area of a tunnel are determined by:
of the tunnel lighting are determined according to the
- the speed limit
current status of technology, which deviate from the
requirements in Sections 4.1.1.1, 4.1.2, 4.2 and 4.3 - the proportion of sky in the field of vision of the
of DIN 67524 [8; 9]. driver
Tunnels are classified into long and short tunnels
- the portal design
according to DIN 67524 from a lighting-related point
of view. According to this, the tunnel exit of a long - the orientation of the tunnel entrance
tunnel from a lighting-related point of view cannot be
- the kind of lighting system 3.2.1 Lighting at daytime
- the relation of wall luminance to road luminance 3.2.1.1 Classes of lighting
- the stopping sight distance With respect to the required lighting level, long
tunnels are classified according to various
- the traffic volume, type and composition parameters, which have an impact on the visibility
- the traffic routing task. These are traffic volume, traffic type and
composition, the existence of slip roads and exits
within the tunnel, the proportion of wall luminance
The last five parameters and the maximum permitted and road luminance as well as visual guidance and
speed also determine the lighting level in the interior driving comfort. Every one of the five parameters is
zone. assigned a weighting from the predefined values of
Due to these numerous influences, no fixed values table 2.
can be specified for the required luminance level of
the threshold zone. The requirements must be From the selected values, the sum of the weights is
determined by means of the methods described in generated. This constitutes the class of lighting.
the following.
If the parameters in the different zones of the tunnels
For the requirements of the lighting system, a general vary, a different sum of the weights for the different
differentiation is made between maintenance and zones results so that it may be necessary to plan the
planning values. The maintenance value of lighting of the threshold zone and the interior zone
luminance LW is the value that must be at least met at according to different classes of lighting.
every point in time at which the lighting system is in
operation. 3.2.1.2 Lighting of the threshold zone
The maintenance value of the road luminance of the
The planning value of the luminance LPl is the result threshold zone Lth is generated by means of the
of the product of maintenance value and planning following formula:
factor: Lth = k * L20 (2)
LPl = fPl * LW (1)
The luminance in the approaching zone during
The planning factor fPl depends on the life cycle of daytime L20 (for determination see Appendix A) is
the lamps, the planned cleaning intervals of the used as a calculation parameter for the visibility
lighting system and the tunnel walls as well as the conditions in the approaching zone. In Table 3, the k
kind of control or regulation of the lighting system and values are specified under consideration of the
must be selected according to economical aspects. stopping sight distance according to the “Regulations
In general, the planning factor is 1.5. for building roads, Part: Line positioning” (RAS-L)
[10]),
Table 2: Classification of long tunnels
Parameter Weighting
Traffic volume Vehicles per hour and lane 1)
One-way traffic Two-way traffic
> 1200 7
> 1200 > 650 – 1200 6
> 650 – 1200 > 350 – 650 5
> 350 – 650 > 180 – 350 4
> 180 – 350 > 100 – 180 3
≤ 180 ≤ 100 2
Slip roads and exits 2) Exist 2
Do not exist 0
Type and composition of traffic Mixed traffic 3) 2
Vehicle traffic (HGV proportion > 15%) 1
Vehicle traffic 0
Ratio wall lighting density LWd to road LWd ≤ 0.4 LR 4
lighting density LR 4) 0.4 LR < LWd < 0.8 LR 2
LWd ≥ 0.8 LR 0
Visual guidance and driving comfort 5) 2
1)
Determined with the factor (1.5 * DTV)/(24 h * 2 * n) [n = number of lanes per direction]. The consideration of this factor contributes
to the fact that approx. 75% of the traffic goes through during the daylight hours on average.
2)
Also access roads to car parks or similar
3)
Mixture of slow, possibly non-motorised, and fast traffic road users
4)
Evaluated in the threshold zone; also applies for interior zone
5)
For visual guidance and driving comfort – this refers to the easiness and smooth flow of the traffic – the fixed weighting 2 usually is used.

Table 3: k values as function of the class of lighting, the stopping sight distance and the lighting system
k values for the threshold zone

Class of lighting Counter-beam lighting Symmetrical lighting
(Sum of weightings) Stopping sight distance (m) Stopping sight distance (m)
60 100 160 60 100 160
16 - 17 0.045 0.055 0.080 0.060 0.070 0.120
14 - 15 0.040 0.050 0.070 0.050 0.060 0.100
12 - 13 0.035 0.045 0.060 0.040 0.055 0.080
10 - 11 0.030 0.040 0.055 0.035 0.050 0.065
8-9 0.025 0.035 0.045 0.030 0.040 0.050
6-7 0.020 0.030 0.040 0.025 0.035 0.045
4-5 0.015 0.020 0.035 0.015 0.025 0.040
depending on the classification according to Table 2 (with Lth = 100% and t in s). The luminance
for counter-beam lighting and symmetrical lighting. distribution resulting from formula (3) can be
The k values for stopping sight distances other than approximated in steps that are smaller 3:1. The end
those listed in Table 3 must be interpolated or of the transition zone is reached when the road
extrapolated. luminance is smaller or equals the 3-fold value of the
road luminance in the internal tunnel zone. Similar to
High L20 densities that only occur for a few hours per driving through the threshold zone, it is also possible
year and would require a high threshold zone that disturbances due to glare occur, which must be
luminance, do not need to be considered if the speed considered and are dependent on the type of lighting
limit in the approach zone and the tunnel is reduced and the lights used.
accordingly during these times. In this way, the
3.2.1.4 Lighting of the internal tunnel zone
stopping sight distance is reduced and the luminance
L20 decreases, because the proportion of the tunnel The maintenance value of the road luminance in the
opening in the 20° evaluation zone is greater and the internal tunnel zone Lin must be specified in
proportion of sky for tunnels on level ground accordance with Table 4 depending on the stopping
becomes smaller. sight distance and the sum of the weightings
according to Table 2.
When driving through the threshold zone, the
adaptation luminance decreases. This process can In the proximity of emergency and breakdown bays,
be disturbed by the physiological glare caused by the the luminance level of the emergency and breakdown
lights of the threshold zone. In addition, the bay and the road must be raised to the 3-fold value of
physiological glare leads to reduced object contrasts the road luminance in the neighbouring interior tunnel
and thus to a reduced visibility of obstacles and zone.
vehicles. Therefore, this glare must be as low as
possible (see Section 3.2.4). Table 4: Minimum values of the average road luminance
(maintenance value) for the internal tunnel zone
Due to the daylight reaching in to the tunnel, the first
Luminances in the internal
five metres of the threshold zone for tunnels with Class of lighting tunnel zone (cd/m2)
rectangular cross sections and the first 10 metres for
tunnels with vault cross sections can remain without (sum of weightings) Stopping sight distance (m)
lighting. After half of the threshold zone, the 60 100 160
luminance must be decreased continuously or in 16 – 17 4 7 12
steps that should not exceed the ratio 1:3 to 40% of 14 – 15 3.5 6 10
the original value until the end of the threshold zone. 12 – 13 3 5 8
3.2.1.3 Lighting of the transition zone 10 – 11 2.5 4 6
It is necessary to provide a transition zone after the 8–9 2 3 5
threshold zone, within which the luminance must be 6–7 1.5 2 4
reduced from the level at the end of the threshold 4–5 1 1.5 -1)
1)
zone to the luminance level of the internal tunnel not common
zone. The road luminance (maintenance value) in the
transition zone Ltr must be greater or equal the value In tunnels with one-way traffic, which are longer than 2500
of the formula specified in the CIE publication 88 [11] m, the luminance of the interior zone can be lowered after
500 m to the level of the passage lighting at night;
Ltr ≥ Lth * (1.9 + t)-1.423 (3) however, it must not be lowered below 1 cd/m2
(maintenance value).

The minimum values specified in Table 4 can be would mean that the requirements of the luminance
exceeded if the technical measures for realising the uniformity cannot be met. For this, see Figure 6.
minimum values do not provide a balanced cost-
benefit ratio.
3.2.1.5 Lighting of the exit zone
In the exit zone, it generally is not necessary to
provide additional lighting to the internal tunnel
lighting.
3.2.2 Lighting at night time

The road luminance of the entire tunnel zone must be
0.5 cd/m2 for one-way traffic and 0.8 cd/m2 for two-
way traffic (maintenance value) at night for tunnels
equipped with daytime lighting that lie on unlighted
roads. Tunnels that lie on lighted roads must have
the same luminance as the connecting roads that
must be illuminated according to DIN 5044-1 [12].
The values of the night-time lighting can be raised if
the technical measures for realising the minimum
values do not provide a balanced cost-benefit ratio.
3.2.3 Uniformity of the luminance Figure 6: Disturbance range due to flickering depending on
In the threshold, transition and interior zone, the the vehicle speed and the distance of the lights
following requirements of the uniformity (for
definition, see DIN 67524-1, Section 3) of the
luminance must be observed: 3.3 Lighting system
- longitudinal uniformity Ul ≥ 0.6 3.3.1 Type of lighting
- overall uniformity Uo ≥ 0.4. In general, counter-beam lighting (CBL) in contrast to
symmetrical lighting (SL) leads to higher luminances
3.2.4 Glare limits on the road surface at the same luminous flux and to
The threshold value increase TI caused by the higher negative contrasts to the road surface of the
lighting system must not exceed 15% at daytime or threshold zone. Generally, counter-beam lighting
night time in all tunnel zones. The following formulas must be provided to illuminate the threshold and
are used to calculate TI in %: transition zones for economical reasons. It is
necessary to provide reasons for the use of
symmetrical lighting. For economical reasons, road
650 E Bl ,i
TI = 650 ⋅∑ for LF ≤ 5 cd/m2 (4) surfaces with different reflection factors κρ (for a
L
0.8
F
i θi 2 definition, see DIN 5044-2, Section 3.3) must be
selected for counter-beam and symmetrical lighting
systems. For more details, see Section 3.4.
950 E Bl ,i
1.08 ∑
TI = ⋅ for LF > 5 cd/m2 (5) Irrespectively of the type of lighting used for the
L i θi 2
threshold zone, the lights of the passage lighting can
F
also be operated in all switching levels of the
threshold zone lighting.
LF is the road luminance in cd/m2 of the
corresponding tunnel section according to Section 3.3.2 Lamps
3.2.1. EBl,i is the luminance in lx at the eye of the
For economical reasons, high-pressure sodium
vehicle driver on level ground vertical to the direction
vapour lamps should generally be used. It is also
of vision generated by the ith light; θ i is the angle in possible to use low-pressure sodium vapour lamps
degrees between the line of vision and the as spot lights in the interior zone. Due to the inferior
connecting line between the eye of the vehicle driver colour reproduction of these lamps, traffic and
and the light. information signs, however, should be illuminated.
Other lamps can be used if this is as at least as
3.2.5 Flicker limits economical as using sodium vapour lamps.
The distance between the lights must be chosen in
such a way that the frequency range of the 3.3.3 Light fixtures
brightness variation between 2.5 Hz and 13 Hz for Light fixtures are mainly used to direct the generated
passage through the tunnel at the drafted speed is light beams in such a way that the highest possible
ruled out for a period of more than 20 s, but not if this

luminance and a uniform luminance distribution is different tunnel sections, which change according to
achieved on the road surface. the time of day. The control or adjustment system is
used to adapt the luminance in the different tunnel
Requirements of the light fixtures, such as resistance sections to the daytime light conditions continuously
to corrosion of the lights including their mounting or in steps as small as possible, i.e. in at least 6
parts, the degree and class of protection are steps, and to the requirements depending on the time
determined in the “Additional technical terms and of day (day/night).
regulations for civil engineering works ZTV-ING, Part
5: Tunnel construction, Section 4: Operational The hourly traffic volume, which generally changes in
equipment of road tunnels”. the course of the day, can lead to different current
classifications according to Section 3.2.1.1 at
3.3.4 Light arrangement different times of the day and thus to altered current
The light arrangement is determined by the tunnel requirements of the lighting. If the hourly traffic
cross section as well as by light- and maintenance- volume is acquired per direction of traffic, the thus
related criteria. The criteria that must be considered resulting current classification can be considered as
when deciding on the light arrangement can be found a parameter in the control or adjustment system. For
in Table 5. For economical reasons, a single-row light a respective variation curve of traffic (with a lower
arrangement should be chosen if possible. For traffic volume around midday), it can be possible to
arrangement of the lights in corners, too, it is select a lower lighting level for the hours around
generally necessary to provide counter-beam lighting midday in case of a high outside brightness than
for the threshold and transition zone lighting. would be necessary according to the specifications in
Section 3.2.1.1.
3.3.5 Control or adjustment of the lighting system
The strongly varying light conditions during daytime
lead to requirements of the luminance level in the
Table 5: Light arrangement for the different standard tunnel cross sections

If a bituminous cover is used in the tunnel, it must be
3.3.6 Emergency lighting made brighter so that a luminance coefficient qo (for a
The lights of the passage lighting operated at night definition see DIN 5044-2, Section 3.3) ≥ 0.09 c/m2 *
(see Section 3.2.2) are also used as emergency lx is achieved. Until there are standard recipes for
lighting (must not be mistaken for the orientation making covers brighter, this requirement is
lighting; also see Section 6.5). They must be considered to be met if the proportion of the
connected to a UPS system and be switched on brightening aggregate of the entire mineral aggregate
automatically in case of a power failure. Emergency proportion of the bituminous mixture at least comes
lighting is not necessarily required for short tunnels to 35%. It is permitted to replace natural brightening
(see DIN 67524). aggregate by 1% of artificial brightening aggregate
per 2% of natural aggregate. Should the cover not be
3.4 Constructional measures brightened, this must be justified.
The luminance L20 in the approach zone plays a Note: For brightening, the grain sizes 5/8 and 8/11 must
decisive role in determining the design of the lighting be selected; grain size 2/5 is assigned a lower
system. By means of constructional measures, the brightening effect.
luminance in the approach zone can be kept as small
as possible, which can mainly reduce the operating The tunnel walls must be designed to be bright-
costs but also the investment costs for a lighting coloured up to a height of 3 m, at least by using fair-
system. faced concrete. Dark tunnel walls (LW < 0.4 * LF)
require a continuous higher lighting level in the tunnel
In the approach zone, the road surface must be kept in order to generate a comparable feeling of safety.
dark. It is also necessary to design the portal fronts
and supporting walls in a dark colour. Evergreen The better reflection properties of the fair road
plants must be placed on slopes. For tunnels on flat surface and the tunnel wall make smaller dimensions
ground, the options for reducing the proportion of sky of the lighting system possible at the same road
in the L20 area must be checked. Aside evergreen luminance. When using counter-beam lighting, the
plants, facings incorporated into the architecture of best contrast qualities and thus the most economical
the tunnel portal can also be possible. lighting are achieved with a road cover of class R3.
For symmetrical lighting, it is recommended to use a
road cover of class R1.
4. Ventilation
4.1 Requirements The following sections contain specifications for this.

In Appendix B, further details are listed.
The ventilation must meet the following requirements:
- In controlled operation
4.2 Determination of the fresh air need
• Provision of the vehicle drivers (and the staff
during maintenance work in the tunnel) with during standard operation
sufficient clean breathing air
4.2.1 Criteria
• Ensuring of sufficient visibility in the tunnel
air contaminated with exhaust fumes and The fresh air supply for the tunnel must be calculated
dust in such a way that no health-endangering effects
• Prevention of impermissible pollutant arise for the road user in every traffic condition from
immissions due to tunnel exhaust air in the smooth flow to a traffic jam at the greatest traffic
area of the tunnel volume possible derived from the forecast values,
and certain demands of comfort regarding clear
- In case of a burning vehicle views and little odour are met. For rare traffic
• Reduction of smoke and heat effects on the conditions, the requirements can be lower than for
escape routes in the driving area and on the the traffic situations that arise regularly. In case of
rescue routes. The primary goal is to enable road works during traffic, the maximum work place
the tunnel users to rescue themselves on the concentrations (short-term and long-term limit values)
provided escape routes. apply in with respect to the duration of stay [13].
• De-smoking of a tunnel following the rescue 4.2.2 Determining pollutants from exhaust fumes
phase. and tyre abrasion
The appropriate ventilation system and its As criteria for the quality of air in the tunnel, the
dimensions must be determined on the basis of impairment of visibility due to particles (mainly diesel
optimisation calculations.
soot and tyre abrasion) as well as the carbon be considered (proportion of HGVs and dieses cars;
monoxide concentration (CO) is used. see Appendix B).
The CO emission of the vehicles with catalytic Table 7: Nominal values of the CO concentration and the
converter generally only becomes relevant from visibility impairment for determining the demand in
heights of more than 800 m above sea level. For fresh air for different traffic and operating conditions
tunnels that lie lower, the tunnels are primarily Visibility impairment
ventilated according to the impairment of visibility. CO
Traffic condition/ concen- Extinction Transmission S
Tunnels that tend to suffer from traffic jams can be an operating tration coefficient (measurement
exception. condition K stretch 100 m)
-3 -1
Ppm 10 m %
The immission loads outside, which can be Flowing peak
influenced by the tunnel air, must be assessed traffic at 70 5 60
according to the local concentrations of nitrogen 50-100 km/h
dioxide (NO2), nitrogen oxide NOx), benzene and Daily stagnant
traffic, standstill 70 5 60
particles. on all lanes
As an exception
The basis for the emission calculation of the vehicles stagnant traffic,
100 7 50
and HGVs and the calculation method for standstill on all
determining the demand in fresh air are explained in lanes
Longer mainte-
Appendix B. nance work in
30 1 90
a tunnel with
4.2.3 Determining traffic conditions traffic
In general, a traffic forecast is used for the
determination. If there is no such forecast, Table 6 It is necessary to close the tunnel if a CO
can be used as a means of orientation. It contains concentration of 200 ppm or an extinction coefficient
empirical values of maximum traffic volumes in k of 12 * 10-3 m-1 is exceeded or a transmission S of
interurban or urban tunnels. 30% is not achieved.
For the conversion of the traffic volume onto car 4.2.5 Amount of fresh air and adjustability of the
units, the ration 1 HGV = 2 cars. ventilation
The calculation of the amount of fresh air is based on
Table 6: Empirical values for maximum traffic volumes in average values of the traffic composition and the
interurban and urban tunnels in car units per km emissions per vehicle category. Since the emission
and lane values of the vehicles are continuing to decrease,
continuously sinking fresh air amounts result for
Car units/km, lane
diluting the exhaust fumes in the tunnel. As a
Speed Interurban tunnel consequence, the air exchange times are getting
Traffic
km/h One-way Two-way longer so that it is no longer possible to effectively
traffic traffic react to short-term increased emissions with a
Flowing 60 30 23 ventilation system set up for small amounts of fresh
Stagnant 10 70 60 air. This mainly affects tunnels from 500 m to 1500 m
Standstill 0 150 150 in length, which are equipped with a longitudinal
Urban tunnel ventilation system for standard operation. In case of
One-way Two-way longitudinal ventilation systems, small amounts of air
traffic traffic mean small speeds of the longitudinal flow, typically
Flowing 60 33 25 < 1 m/s. Air speeds in the traffic area, which are so
Stagnant 10 100 85 small, can only be regulated with difficulties or not at
Standstill 0 165 165 all. The consequence is so-called vision impairment
cones, which can affect the driving safety. This
4.2.4 Nominal values of the CO concentration and problem can also occur for systems with semi-
visibility reduction transverse ventilation in the zones with too little
longitudinal flow.
In order to assess the amount of additional fresh air
that must be provided with the fan, the values
In order to be able to react quickly in standard
contained in Table 7 for CO concentration and
operation, the longitudinal ventilation must ensure a
visibility reduction must be used for the different
minimum speed of the longitudinal flow in the traffic
traffic and operating conditions to be examined.
area of 1 m/s and the semi-transverse and
transverse ventilation must at least provide four air
For the calculation of the emissions (CO and visibility
exchanges per hour.
impairment) of the vehicles at different traffic
conditions, particularly the traffic composition must

4.3 Fire in the tunnel made if necessary in order to achieve a technically
possible solution whose costs can also be justified.
Fires in tunnels significantly influence the design of
Table 8: Nominal thermal power
the ventilation system. Here the safety of persons is
more important for the design of the ventilation HGV km/day Thermal power Amount of smoke
system than economical criteria for standard and tube Gas at 300° C
operation. Up to 4000 30 MW 80 m3/s
Above 4000 50 MW 120 m3/s
Note: References [14] to [19] provide detailed Above 6000 Risk analysis and, if necessary,
information on the basics, such as frequency of fires increasing of thermal power to
in road tunnels, fire behaviour, in particular, the 100 MW and amount of smoke
expansion of smoke and the danger resulting from gas to 200 m3/s
fires, as well as results of fire behaviour tests.
Recommendations concerning fire protection 4.3.3 Ventilation concepts in the event of fire
measures in other European countries can be found In the event of fire, the ventilation concept
in [14; 19; 20 and 21]. significantly depends on the tunnel length. In short
tunnels, an interaction by means of ventilators makes
4.3.1 Requirements little sense due to the speed at which the smoke
With respect to the requirements of the ventilation spreads. Thus, tunnels shorter than 400 m or 600 m
system in case of a burning vehicle, two phases must in length remain without fire ventilation – see Tables
be differentiated: 9a and 9b.
Table 9a: Types of ventilation in the event of fire for two-way
In phase 1, which covers approximately the first 15 or one-way traffic with daily stagnant traffic
minutes after the fire started, self-rescue is most
Tunnel length Type of ventilation in case of fire
important. In tunnels from a certain length, see
Tables 9a and 9b, escaping persons must be Up to 400 m Natural longitudinal ventilation
protected in the tunnel from impacts of smoke (loss 400 to 600 m Mechanical longitudinal ventilation
of vision, poisonous gases and temperature) by 600 to 1200 m After risk analysis:
a) Mechanical longitudinal ventilation
ventilation-related measures. The ventilation system
b) Smoke extraction via a large
must work automatically. suction opening
c) Smoke extraction via intermediate
In phase 2, the ventilation system is used to support ceiling with controllable suction
fire fighting, either by means of an efficient extraction openings
of smoke from the traffic area or by means of From 1200 m Smoke extraction via intermediate
unidirectional smoke expulsion from the location of ceiling with controllable suction
fire. The ventilation system is switched on and over in openings
consultation with the fire brigade. Table 9b: Types of ventilation in the event of fire for one-way
traffic with stagnant traffic as an exception
4.3.2 Determining fire dimension
Tunnel length Type of ventilation in case of fire
In general, an HGV fire must be used as a basis for
Up to 600 m Natural ventilation
dimensioning the ventilation in case of fire. It would
600 to 3000 m Mechanical longitudinal ventilation
only possible to design the ventilation system to be
able to deal with a burning petrol lorry with From 3000 m Longitudinal ventilation with spot
suction ≤ 2000 m or extraction via intermedi
exceptional effort; however this could not provide ceiling with controllable suction openings
100% safety.
In longer tunnels, the smoke gases are either
When dimensioning the ventilation for cases of fire, a
extracted in a limited section via ceiling openings or
nominal thermal power according to Table 8 is used
driven from the site of fire unidirectionally. For
as a basis. The nominal thermal power is that power
unidirectional smoke expulsion in longer tunnels, the
that is only reached or exceeded for a short time of a
spreading of smoke in the traffic area must be
few minutes of the entire duration of the fire. It is at
restricted by means of spot suction. With respect to
least 30 MW. In tunnels with a higher HGV
longitudinal ventilation, the traffic situation, the site of
frequency, however, the possibility that a fire could
fire and the speed of the tunnel air flow are decisive
affect several vehicles must be considered, which
for the operation of the ventilation system.
can lead to higher thermal powers.
In case of two-way traffic or stagnant one-way traffic
The dimensioning according to a thermal power of
or traffic jams, it is only possible to use longitudinal
100 MW can lead to requirements of the ventilation
ventilation in a limited way due to the risk of swirling
system that cannot be provided sensibly from the
the smoke. Therefore, a risk analysis must be
constructional and system-technological view.
performed for tunnels between 600 m and 1200 m in
Therefore, cost-risk assessments must be made in
length according to Section 0.5.
the individual case and special regulations must be

In case of one-way tunnels, a differentiation is made following minimum values for the flow speed in the
between tunnels with stagnant traffic as an exception direction of the suction location apply with regards to
and thus lower risk of traffic jams and tunnels with the limitation of the spreading of smoke in the traffic
daily stagnant traffic and a corresponding tendency area:
to produce traffic jams. In these tunnels, it is possible
that road users are affected by the spreading smoke - before the suction location (at the site of fire) u =
gases on both sides of the site of fire like in two-way ucrit according to Table 10
tunnels. - behind the suction location u = 1.5 m/s.
Therefore it is always necessary for one-way tunnels Intermediate ceiling with suction flaps
with daily stagnant traffic to check whether a traffic
jam in the tunnel can be avoided with traffic- As a result of the extraction from the traffic area, due
controlling measures. to the generally adversarial smoke arrangement in
layers, a smoke/air mixture is captured particularly in
Tables 9a and 9b are used to select the suitable type case of a longitudinal flow. The necessary suction
of ventilation for the event of fire. They do not apply capacity thus generally is significantly greater than
for choosing the type of ventilation in standard the produced smoke gas amount according to Table
operation. 8.
Table 10: Critical longitudinal speed
For tunnels close to the surface, it is also possible to
Gradient Tunnel Thermal power
provide individual de-smoking stations at regular
cross section 30 MW 50 MW 100 MW
intervals analogous to the suction openings instead
of the smoke extraction duct. 0 – 1% Rectangle 2.3 m/s 2.6 m/s 2.9 m/s
Vault 2.5 m/s 2.8 m/s 3.1 m/s
4.3.4 Dimensioning of the ventilation for the event 2 – 3% Rectangle 2.5 m/s 2.8 m/s 3.1 m/s
of fire Vault 2.6 m/s 2.9 m/s 3.3 m/s
a) Smoke extraction 3 – 6% Rectangle 2.7 m/s 3.0 m/s 3.3 m/s
Vault 2.8 m/s 3.1 m/s 3.6 m/s
The smoke should be extracted in the area of the
ceiling. Two basic solutions should be considered: The required suction amount Qsuction generally is
- Spot suction, i.e. extracting an entire ventilation calculated according to formulation (6).
section at one location Qsuction ≥ 1.5 x Qsmoke (6)
- Extraction via an intermediate ceiling (ceiling If a longitudinal flow with a speed u, which is greater
duct) with individually controllable suction flaps at than the critical speed according to [14], must be
intervals of 50 to 100 m. Smoke extraction near expected at the point in time when the smoke suction
the portals generally is not effective. Thus, the is switched on, it must be checked whether
distance between portal and the next suction
opening should at least be 200 m. The suction u x Atunnel > 1.5 x Qsmoke
zone above the fire usually has a length of 200 m If yes, Qsuction = u x Atunnel
to 300 m, depending on the flow conditions in the
otherwise Qsuction = 1.5 x Qsmoke.
tunnel.
Atunnel = traffic area cross section [m2]
Requirements of the duct and suction flaps:
u= speed of the longitudinal flow [m/s]
- The duct must be walkable. For this, an Qsmoke = smoke gas volume [m3/s] acc. to Table 8
unobstructed height of 1.9 m is necessary.
Qsuction = suction volume [m3/s].
- The flow speed in the suction opening must not
In order to dimension the exhaust air ventilators, the
exceed 20 m/s.
leakage of the exhaust duct and the closed flaps
- It must be possible to control the flaps must also be taken into consideration.
individually.
- Sufficient impermeability must be achieved. Qventilator = Qventilator + Qleakage (7)
- The suction flaps must have an effective flow The volume flows Q are related to the surrounding
cross section of between 2 m2 and 5 m2, temperature.
depending on the suction volume flow and the
distances between the flaps. In the case of transverse or semi-transverse
ventilation, a limited amount of fresh air must be
Dimensioning of the suction volume flow introduced into the ventilation section affected by the
Spot suction fire for the purpose of providing breathing air, which
must also be considered.
For the locally concentrated suction, the required
suction amount equals the sum of the longitudinal
flows in front and behind the suction location; the

Influencing the longitudinal flow - longitudinal speed ≤ 1.5 m/s
An effective extraction via ceiling openings - if possible, no spot ventilator operation in the
additionally requires an adjustment to the longitudinal area of the smoke layer.
flow in the traffic area. Therefore, it is recommended In case of one-way traffic and free traffic flow behind
to check measures for controlling the longitudinal the site of fire, the smoke must be driven from the
flow or influencing its speed. Spot ventilators or, in tunnel in the direction of travel at the speed that can
case of a transverse ventilation system, the be reached according to the construction.
specification of separate ventilation sections, in which
the fresh and exhaust air volumes can be adjusted in In phase 2 (fire fighting) it should be possible to
a targeted way, can be possible. generate and maintain a higher speed (for minimum
values see Table 10) in order to prevent the smoke
It must be possible to set the following minimum from flowing back.
values for the flow speed u before and behind the
suction zone in the direction of the fire with the aim of In case of two parallel tunnel tubes, the control of the
limiting the spreading of the smoke to the suction ventilation system should be included in the non-
zone. affected tube (avoid short-circuits and build up
overpressure if necessary).
- for one-way traffic that flows freely behind the site
of the fire: 4.3.5 Temperature stability of the ventilation
• before the suction zone u = ucrit acc. to table system
10, Suction ventilators (rotor, flaps, guide wheel, housing
• behind the suction zone u = 0 m/s, and non-forced air cooled motors) and suction flaps,
- for two-way traffic and stagnant one-way traffic: with which the smoke is extracted directly from the
traffic area, must be designed to have a temperature
• before/behind the suction zone u = 1.5 m/s. stability of at least 400° C for 90 minutes. Suction
ventilators that are connected to a suction duct with
b) Unidirectional smoke expulsion concrete walls are generally not used for over 250° C
for 90 minutes (strong cooling effect of the duct
If the smoke gases must be driven from the site of
walls). Other constructions require a separate
fire unidirectionally, a minimum speed for the
checking of the temperatures.
longitudinal flow is necessary. This results from the
requirement that a spreading of smoke against the
Spot ventilators including the electrical connections
expulsion direction (backlayering) must be avoided.
and cables in the traffic area must provide a
This “critical speed” can be calculated with the help
temperature stability of 250° C for 90 minutes. Short
of an internationally accepted empirical formulation
distances between the ventilator locations or nominal
[14]. For two-lane tunnel tubes reference values
thermal powers > 30 MW can require higher
depending on the thermal power, the gradient and
temperature stability (max. 400° C for 90 minutes).
the tunnel profile result according to Table 10.
Spot ventilators in the proximity of the site of fire can
fail. The number of ventilators must be determined
It should be possible to maintain the specified speed
considering these aspects among others.
values for one-way traffic (phase 1 and phase 2) in a
tunnel occupied to ¾ by vehicles and for two-way
traffic (phase 2) in a tunnel half occupied by vehicles 4.4 Immissions due to tunnel exhaust air
against a meteo-related pressure and in inclined
4.4.1 Requirements
tunnel tubes against thermal lift (chimney effect).
Legal regulations for assessing the immission
c) Control of the ventilation in the event of fire situation are provided by EU directives and
regulations for implementing the German immission
The ventilation in the event of fire must at least be protection act.
controlled automatically for the self-rescue phase
(phase 1). Essential preconditions for this are secure In general, the pollutants particles, nitrogen oxides,
fire detection and short reaction times for switching benzene and sulphur dioxide are decisive for an
on and starting the fire ventilation system, i.e.(fire immission assessment. The according limit values
detection until reaching of the required ventilating are specified in statutory regulations. The overall
power) < 1 minute. One minute is also planned for concentration consists of the basic load and the
fire detection (see Section 6.3). additional immission due to the tunnel exhaust air.
For unidirectional smoke expulsion in situations with 4.4.2 Immission examinations

two-way traffic or traffic jams before and behind the When planning a tunnel, it generally is necessary to
site of fire, it is important not to disturb a possibly perform examinations regarding the effects of a
existing smoke layering. The following requirements tunnel ventilation system. Thus it is recommendable
result for the ventilation control I phase 1: to already write an immission report (e.g. in the

context of an environmental compatibility study) at an
early stage. This can lead to consequences for
selecting the ventilation system.
Due to the numerous influencing factors a calculatory
immission forecast is uncertain. In critical situations,
it thus can be appropriate to perform model tests and Figure 8: Longitudinal ventilation and smoke extraction
for the event of fire
measurements to assess the actual situation.
4.4.3 Tunnel ventilation for immission protection One-way traffic tunnels must be divided into
ventilation sections through air exchange stations for
Immission tests can provide the result that an standard operation depending on the ventilation
escaping of the tunnel exhaust air from the portal dimensioning. For these air exchange stations, the
must be reduced or totally prevented; this can following dimensioning rules apply:
significantly influence the selection of a ventilation - The flow rates in the air exchange stations must
system and its operation. be adjusted to the air flow induced in the traffic
area by spot ventilators and traffic.
4.5 Ventilation systems - The exhaust and fresh air openings must be
separated from each other. The distance to each
4.5.1 Longitudinal ventilation
other should be ≥ 25 m.
4.5.1.1 Natural ventilation - The cross section area of the exhaust opening
Natural ventilation does not require any ventilation- must be 30-50% of the traffic area cross section.
related technical devices. The air exchange occurs
by means of the meteorologically-related pressure The cross section area of the fresh air opening must
differences between the portals and the air exchange be larger than the exhaust air opening so that the
generated by the vehicles. inflow speed remains < 10 m/s.
4.5.1.2 Mechanical longitudinal ventilation The longitudinal ventilation is regulated by changing

A longitudinal ventilation results from the generation the number of ventilators in operation.
of an air flow along the tunnel tube due to the
overlapping of the piston effect of the vehicles, the b) Longitudinal ventilation by means of central
meteo-related portal pressure differences, the wind extraction
pressure and the effect of ventilators. In standard
For this type of longitudinal ventilation, two
operation, it is used to dilute the vehicle exhaust longitudinal flows are generated from the portals to
fumes; in the event of a fire, it can be used for driving the suction location by an extraction in the centre of
out the smoke.
the tunnel (Figure 9). It is mainly suitable for two-way
tunnels if tunnel air must be extracted particularly for
In standard operation, the speed of the air flow
immission protection purposes. From certain tunnel
should not exceed 8 m/s for two-way traffic and 10
lengths, additional measures for smoke extraction in
m/s for one-way traffic. In the event of a fire, the case of a fire must be taken according to Section
longitudinal ventilation can also be used to influence
4.3.3.
the speed of the air flow.
Since the traffic flow rarely is equal in both directions
Mechanical longitudinal ventilation can be achieved
of traffic, but the flow has a significant influence on
in two ways:
the tunnel air flow, the extraction power must be
a) Longitudinal ventilation with spot ventilators selected accordingly high if it is not possible to use
spot ventilators to balance out the longitudinal flows.
The longitudinal flow of the air is generated by means
of spot ventilators (Figure 7). This type of ventilation
is suitable for short two-way traffic tunnels and for
one-way tunnels of any length; however, an
additional smoke extraction becomes necessary for
the event of fire from certain tunnel lengths according
to Section 4.3.3 (Figure 8).
Figure 9: Longitudinal ventilation by means of central
extraction
Figure 7: Longitudinal ventilation with spot ventilators

through the portals for reasons of immission
4.5.2 Semi-transverse ventilation protection.
For the semi-transverse ventilation, the fresh air Z is
introduced via a separate duct along the tunnel
(Figure 10a). The duct can be above, below or
alongside the traffic area.
The fresh air openings are located close to the road

at regular intervals of ≤ 20 m. The introduction speed
can be up to 10 m/s in standard operation, while it
must not exceed 3 m/s in case of a fire in the Figure 11: Transverse ventilation
corresponding section. The exhaust air generally
flows outside through the portals. 4.5.4 Combination of the ventilation systems
Special conditions can enable or require concepts
In long tunnels, a semi-transverse ventilation divided other than the specified ventilation types.
into ventilation sections can be an economical Combinations of the different ventilation systems thus
alternative to a longitudinal ventilation, however, here can lead to the optimised solution. For every
in combination with a smoke suction duct A (Figure selection of a system, it is primarily necessary to
10b). make sure that the natural longitudinal ventilation is
used as well as possible.
Furthermore, the semi-transverse ventilation is used
in special cases, for which a longitudinal ventilation 4.6 Ventilation control
system cannot be realised. A suction semi-transverse
ventilation system, i.e. the tunnel air extraction by The ventilation control is used to meet the pre-
means of suction ducts that are distributed over the defined ventilation requirements with a low level of
length of the tunnel, is not suitable for ventilation in energy consumption and to operate the ventilation
standard operation. system while avoiding frequent electrical switching
procedures.
The volume flows in the tunnel ventilation are

preferably regulated by means of the speed of the
ventilators except when using spot ventilators. The
blades are only adjusted during operation in special
cases.
The regulation of the ventilation system must not be

designed to maintain a target value; it allows that the
exhaust fume concentrations oscillate in the traffic
area between a top and a bottom switching value.
The measurement of the impairment of vision and the

CO concentration as well as the flow speed (figure
and direction) in the traffic area provides the basic
Figure 10: Semi-transverse ventilation (in the lower part, with input values for regulating the ventilation system.
integrate smoke suction duct)
The impairment of vision must be measured at
4.5.3 Transverse ventilation several locations along the tunnel at intervals of 300
For the transverse ventilation system (Figure 11), the m at the most.
fresh air Z is introduced into the traffic area via a
separate distribution duct and the exhaust air A is In order to support fire detection, the intervals of the
driven out of the traffic area along the tunnel via a measurement of visibility impairment can be reduced
collective duct. Due to the fire, the fresh air must be to 150 m.
introduced at the bottom and the exhaust air When measuring the impairment of vision, it is
extracted from the traffic area at the ceiling. The suc- necessary to make sure that no controlling error is
tion openings must be designed according to Section triggered due to the formation of fog in the portal
4.3.4 so that they meet the different requirements of area.
standard operation and a case of fire.
The CO monitoring can be limited to a reference
Only long tunnels are economical application cases measurement in every ventilation section in tunnels
for transverse ventilation today, where – due to the that are below 800 m above sea level for checking
construction method – a circular tunnel profile is the plausibility.
provided and where the tunnel air must not escape

In order to determine the flow speed it is necessary A fast detection of the fire event is decisive for the
to provide at least one device per ventilation section. effectiveness of the fire ventilation. Here, the
determination of the site of fire also is significant.
Furthermore, the traffic values of the tunnel stretch
can be included in the ventilation control. The following values are considered to be guide
values for the sensitivity of fire detection:
Environmental constraints can make it necessary to - Detection of a fire with a thermal power of 5 MW
measure the wind speed (figure and direction) as well within one minute after breakout of the fire at a
as the nitrogen dioxide concentration outside. longitudinal air speed of 6 m/s.
A case of fire is a separate control case. The - Exactness of the localisation of a fire in the range
triggering of the provided ventilation programmes is of 50 m.
performed by means of automatic fire detection
devices or the monitoring staff. Manual fire detection
devices lead to a pre-alarm.
5. Traffic-related devices
5.1 Traffic technology concept local factors and under consideration of operational
aspects. For this, the traffic-related and operational
In order to ensure a secure traffic flow in front of and control concept of the traffic-related setup of the
within the tunnel, an extensive traffic-related concept tunnel must be considered. Several consecutive
(for the overall system “tunnel”) must be set up under tunnels also require additional deliberation regarding
consideration of the following aspects: the error and emergency cases that must be
- Description of strategies for reacting to all traffic- considered.
related situations as well as error and emergency
cases The current Technical Regulations must be
- Guarantee of a fast reaction of the traffic- considered (see References).
technological system by defining the requirements
of the entire system and the system components; 5.2 Determination of the traffic-related
this includes: tunnel equipment
• Traffic management system Depending on type and scope, the required tunnel
• Traffic data acquisition, detection and equipment is classified into
analysis, connection to the Control - minimum equipment
Technology Centre (CTC)
- basic equipment
• Assignment of the individual functions to the - extended equipment.
levels of the system
As the traffic volume, the yearly average number of
• Guarantee of the accessibility for action vehicles per day and lane must be determined. If the
forces for all operating statuses seasonal daily traffic volume clearly exceeds the
• Diversion options in the network in case of average daily traffic volume, the corresponding
closures additional risk is assessed. If required, the value for
- Requirements of training of the operating staff as the traffic volume of the tunnel must be raised.
well as the setup of check lists for checks of the
entire system on a rotational basis (usually yearly) The selection of the suitable equipment must be
and the co-action of all components of the traffic made on the basis of Figure 12 under consideration
and operating technology under realistic of a possibly made risk analysis. For this, see the
conditions (also see Section 1.2) system drafts according to Figures 13, 14 and 15.
With respect to traffic control, the road traffic
- Archiving of operating and traffic data.
authority must be heard first.
The traffic-related equipment must be selected
according to traffic-related, construction-related and

Figure 12: Determination of the traffic-related tunnel equipment
Special conditions can justify leaving out, adding or 5.3 Description of the equipment
locally changing the arrangement of individual
elements of the equipment in the individual case. For 5.3.1 Minimum equipment
instance, the following should be considered: The minimum equipment (Figure 13) must be
provided for all tunnels. It consists of static
- reduced equipment for a low probability of traffic- signposting before and behind the tunnel with the
related disturbances or a continuous side line (hard road signs1.
shoulder) - Height specifications for tunnels with an
unobstructed height of below 4.50 m (Z 265 StVO) (in
- for tunnels that are difficult to observe from outside, addition: Information before the last exit possibility
significant longitudinal slope or the necessity of before the tunnel)
diversions
- modified equipment for light-signal controlled

1
junction points near the portals (if necessary, The traffic signs comply with StVO [37] and VwV-StVO [38] in
integration of the tunnel closure devices in junction their respectively valid versions.
signalling).

Figure 13: Minimum equipment with signal lights – system draft for one-way traffic
(can be transferred to two-way traffic correspondingly)
- Danger sign “Signal light” (Z 131 StVO) with - Tunnel sign (Z 327 StVO)
yellow blinking light that is switched on upon - End of traffic prohibitions (Z 282 StVO)
activation of the traffic lights (tunnel closure)
as well as additionally for closing the tunnel if necessary
- Speed limit (Z 274 StVO)
- two-lamp variable signal lights (VSL) red/yellow at
- No overtaking the portal
General overtaking ban (Z 276 StVO) and road
- variable-message signs (VMS) (in general, Z 250
lane limitation as double line (Z 295 StVO) with
StVO with specification of distance) for making the
white retro-reflecting marking knobs for two-way
closure clearer.
tunnels
• Overtaking ban for HGVs (Z 277 StVO) for
one-way tunnels

Inside the tunnel, no road signs are arranged in Variable light signals for closing the tunnel must be
general. positioned on the same level or in front of the
barriers. They can also be positioned above the
For short tunnels (< 300 m) and tunnels that can be marked road lane.
looked into over their entire length, Z 131 StVO, VSL
and VMS can be dispensed with. Note: After the monitoring centre has checked an incoming
alarm message, the barriers must be controlled from
For one-way tunnels, it is necessary to set up central there, if required. An automatic retracting of the barriers
without prior plausibility check by the monitoring staff is
reserve crossings so that it is possible to conduct only permitted for the special emergency case “fire”.
vehicles in a traffic jam before the portal by making
them turn around via the central reserve crossing. It is necessary to inform about traffic message
This generally requires additional securing measures, channels (with the option of providing information in
e.g. securing by the police and traffic-related devices the event of error/emergency cases) that can be
in compliance with the “Regulations for the securing received continuously by means of unofficial road
of work places on roads” (RSA) [40]. signs in front of the tunnel.
With respect to the materials and the design of the 5.3.3 Extended equipment
road signs, the “Regulations for variable-message
The extended equipment that can be required in rare
signs on federal trunk roads” (RWVZ) [41], the
cases (Figure 15) – in addition to the basic
“Technical delivery terms for vertical road signs” (TL-
equipment – contains additional equipment such as
vVz) [42] as well as the “Notes on the selection of the
design of road signs and road devices regarding their - permanent light signs
light-related properties” (HWBV) [43] must be - additional VMS
considered. - variable-message direction signs.
5.3.2 Basic equipment
With the help of permanent light signs (PLS),
In addition to the minimum equipment, the basic individual lanes can be opened or closed. PLS must
equipment (Figure 14) contains be positioned centrally above the road lane. The
- traffic data acquisition for a timely detection of distance between the PLS should be between 300 m
error and emergency cases to 600 m. It must be determined depending on the
- an additional VMS before and, if necessary, visibility conditions in such a way that all vehicle
additional VMS in the tunnel (for a length > 600 drivers can always see the next PLS of their lane.
m)
- barriers (in combination with video monitoring) In order to signalise lane closures, additional VMS
can be used in front of the tunnel to display
- unofficial road sign “Radio on”. corresponding direction tables (variants of
Z500StVO) when required.
Traffic data is acquired at intervals of approximately
300 m in the tunnel. A possible traffic jam reaching If there frequently are diversions, it can make sense
into the tunnel must be acquired via an additional to position variable-message direction signs at
measuring point after the tunnel. The “Technical suitable junction points before the tunnel or at exits
delivery terms for roadway stations” (TDR) apply for within the tunnel.
acquisition systems. In order to place the traffic data
acquisition devices, the corresponding constructional Depending on the local conditions and the expected
measures must be taken. frequency of use of measures for closing lanes, it is
also possible to think about using additional
The additional VMS in front of the tunnel is used to equipment elements in exceptional cases.
reduce the speed in case of error or emergency
cases. In the tunnel, VMS must be repeated at
intervals of approximately 600 m.
The barriers must be positioned before the central

reserve crossing – under consideration of the local
conditions and the requirements of the action forces.
For two-way traffic tunnels, it is necessary to provide
half barriers.

Figure 14: Basic equipment – System draft for one-way traffic (can be transferred to two-way traffic analogously)

Figure 15: Extended equipment – System draft for one-way traffic (can be transferred to two-way traffic analogously)

5.4 Measures for influencing the traffic - closure of one direction of traffic
5.4.1 Operating conditions - total road closure.
Basically, the following operating conditions must be Lane closures always have to start before the tunnel
differentiated, for which the suitable control measures portal. The permanent light sign (STVO § 37(3))
must be provided depending on the type of yellow flashing diagonal arrow pointing to bottom left
equipment: and/or right or the closing equipment for starting the
- standard operation lane change must be set up at least as far before the
- lane closure portal as a vehicle drives in 10 s at the maximum
permitted speed.
Table 11: Control measures for different error/emergency cases depending on the tunnel equipment
Control measure
Reduction of lanes with permanent

Closure of the affected tunnel tube
Closure of the neighbouring tunnel

tube (for tunnels with two or more
Use of mechanical closing device
Lowering of the speed limit in the
Reduction of the inflowing traffic

Danger warning on the access
Operation of diversion routes
light signs
tubes)
Error /
tunnel
roads
emergency cases
M M M*
Fire B B B B* B
E E E E E
(M*) (M*)
Accidents (B*) (B*) (B*) B* B* (E*)
(E*) (E*) (E*) E* E*
(M*)
Broken down vehicles (B*) B* (B*) (E*)
(E*) E* (E*)
M (M)
Carbon monoxide (CO)
B (B*) B (B)
limit value exceedance
E (E*) E (E)
M (M)
Visibility impairment limit
B (B*) (B) (B)
value exceedance
E (E*) (E) (E)
(M*) (M*)
Power failure without
B (B*)
emergency power supply
E E E
Failure of illumination B
E
M (M*) (M*)
Flooding B (B*) (B*) (B*) B*
E (E*) (E*) (E*) E*
(M*)
Traffic congestion (B*) B* B (B)
(E*) E* E (E)
M*
Triggering height monitoring
B B* (E*)
(optional)
E E*
(M*) (M*) (M*)
Maintenance work (B*) (B*) (B*) (B*) B* E*
(E*) (E*) (E*) (E*) E*
Explanations:
M = for minimum equipment B = for basic equipment E = for extended equipment
( ) = Whether the measure is required depends on the gravity or duration of the error/emergency case.
* The measure requires manual action when it is started.

It is necessary to check whether it is necessary to suggestion of control programmes are
stop incoming or outgoing flows as a result of lane executed automatically. The decision as to
closures in the area of access and exit roads. Clear whether the suggested programme is used and
signalling must be ensured. the possible step-wise monitoring of the
execution is the staff’s responsibility.
If frequent traffic hold-ups must be expected in the - manual control (manual action)
area of the tunnel (interior tunnel zone, after tunnel, In exceptions (e.g. maintenance work),
exits), it is necessary to check traffic-related individual steps are executed via manual
measures for reducing the inflow into the tunnel to control.
avoid or dissolve the traffic jam in the tunnel faster; if
Specifications regarding the selection of the types of
necessary, it can also be considered to stop the
control can be found in Appendix C.
traffic at all tunnel access roads for a short period of
time. 5.4.3 Error/emergency cases and control
measures
In the event of traffic jams after the tunnel, a back-up
into the tunnel must be prevented by using the The occurrence of an error/emergency case requires the
available traffic-related devices. secure transition from the current operating condition to
another operating condition to prevent danger or minimise
5.4.2 Control types the effects for the road users.
Control types are differentiated according to the
A transition from one operating condition to the next is
degree of automation when executing control
performed by means of individual measures or a
measures:
combination of control measures. Like in a control circuit,
- fully automatic (closed loop) all control measures must be monitored regarding their
All individual steps are executed automatically. effectiveness. If necessary, the control measures must be
No manual action is required. adjusted, that means, readjusted.
- automatic with manual deactivation
The control measure proceeds automatically, Table 11 provides an overview of the error/emergency
but the measure is stopped manually. cases and assigns them – depending on the tunnel
- semi-automatic (open loop) equipment – suitable control measures.
Data acquisition, status analysis and
Figure 16: Integration of the traffic technology (in compliance with TDR) into the
central control technology (CCT) – function diagram

conditions, additional control measures exceeding
5.4.4 Coaction of traffic technology and central the scope of the CCT must be provided (e.g. traffic
control technology jam warnings in the approaching area to the closed
The error-free coaction of operational tunnel control tunnel and network control measures).
(e.g. ventilation, illumination) and traffic-related
tunnel control (e.g. harmonisation of the traffic flow, With respect to all control measures, it is necessary
tunnel closure) must be ensured. For this, it is to make sure that no traffic-endangering switching
necessary to integrate the tunnel closure system into conditions are possible within the CCT switching area
the central control technology (CCT). and in the transition to neighbouring traffic control
systems. This applies for the transverse as well as
It is necessary to determine areas for all tunnel for the longitudinal comparison between the display
access roads, in which the CCT has the switching cross sections.
authority (control of the traffic-related components)
for a tunnel closure. In this case, the sub-centre, if In cases of emergency, the switching commands of
provided, only receives a report of the performed the CCT have the highest priority. In all other cases,
switchings. In standard operation and for lane the priorities according to the “Directive for variable-
closures, the traffic-related components are message sign systems” (RWVA), Section 3.1 must
controlled from a sub-centre according to the TDRs be observed for controlling the traffic control system
starting from the basic equipment. A function diagram (TCS).
for the coaction of traffic technology and operational
technology is displayed in three possible variations in Detailed specifications on the DP-related setup of the
Figure 16. traffic-related equipment of the operating centre for
extended equipment can be found in the “Data sheet
In case of existing or planned traffic control systems for the equipment of traffic computer centres and
in the proximity of the tunnel, all interdependencies sub-centres” (MARZ).
with the tunnel control must be considered.
Depending on the infrastructural and traffic-related
6. Safety devices for the traffic

with an inclination of ≤ 1 : 3 in direction of traffic
6.1. Constructional systems (Figure 17). It can also be secured by means of
suitable passive safety devices according to the
6.1.1 Side strip (hard shoulder) “Regulations for passive safety devices on roads”
Under certain economical and traffic-related (RPS) [46]. Concrete safety walls must be
conditions it is justifiable to provide hard shoulders. constructed with an inclination ≤ 1 : 3. For two-way
Economical aspects are construction and operating traffic tunnels, this is required of both front walls.
costs resulting from the tunnel length and the
architecture as well as traffic jam and accident costs. The distance between the emergency and
breakdown bays must be ≤ 600 m in both directions
For the decision regarding the design of hard of traffic. In tunnels with two-way traffic, the
shoulders in tunnels, please refer to the “Method for emergency and breakdown bays must be arranged
selecting road cross section in tunnels” [45]. facing each other in order to enable vehicles to turn
around in the event of an emergency (reversing
6.1.2 Emergency and breakdown bays bays). The sign “Emergency and breakdown bays” (Z
Emergency and breakdown bays must be provided if 328 StVO) must be used to indicate the emergency
hard shoulders cannot be justified. and breakdown bays (see Figure 18).
They are required from a tunnel length of 900 m, for

special conditions from 600 m (e.g. ≥ 4000 HGVs x
km/tube and day). The front wall must be constructed
Figure 18: Sign (Z 328 StVO) for an emergency and

breakdown bay
Figure 17: Ground plan of an emergency and breakdown
bay on a one-way carriageway

Emergency and breakdown bays can be announced
at a suitable distance. The signs must be illuminated. The doors of the emergency exits must provide a fire
resistance of 90 minutes, and it must be possible to
6.1.3 Emergency exits, escape and emergency open them without effort at any time. The force that
routes escaping persons must use to open them must not
In tunnels, escape and emergency routes must be exceed 100 N. The doors must open towards the
considered, which must be marked and illuminated; safe area in escape direction.
the escape route in the traffic area leads to the
emergency exit, and the emergency route leads
directly from the emergency exit or via safe areas to
the outside.
For a tunnel length of ≥ 400 m, it is necessary to

arrange emergency exits at regular intervals of ≤
300m. The emergency exits either lead
- outside, ATTENTION
TRAFFIC!
- directly into the other tunnel tube,
- to the other tunnel tube via crossways,
- to emergency shafts or
- to emergency drifts.
Crossways are connecting constructions between Figure 19: Door opening in escape direction with bordering
two parallel tunnel tubes. They must be closed off
from the tunnel tubes from both sides by doors. For There must be markings or other forms of information
tunnels with two tubes, every third emergency exit (e.g. signs on yellow background) on doors in the
can be constructed to lead into the other tube as a middle wall between the tunnel tubes calling attention
crossing for fire engines and emergency vehicles if to the traffic. These doors should have a window
the crossing becomes necessary according to the (dimensions W x H approx. 50 cm x 60 cm, breast
safety and rescue concept. height approx. 1.20 m). The surface of doors opening
in escape direction and a bordering of 50 cm must be
Emergency shafts are vertical constructs for designed in RAL colour shade 6032 (according to
emergency routes with incorporated steps leading DIN 4844; see Figure 19). The opening of the doors
outside. Stairs must be at least 1.50 m wide for must be displayed in the operating centre.
passing traffic. When designing the emergency
shafts, the restricted bodily capabilities of 6.1.4 Emergency paths
handicapped and elderly persons must be On both sides of the road, emergency paths of 1.00
considered in a suitable way. m in width are arranged, which must have an
unobstructed passage height of 2.25 m. They
Emergency drifts are walkable constructs. They can normally are separated from the road by kerbs that
be parallel to the tunnel and connect various normally are 7 cm high.
emergency exits from the tunnel to one shared exit to
the outside. The longitudinal slope must not exceed If low kerbs – that are required for reasons of traffic
10%. They must have cross-sectional dimensions of safety – are not possible in exceptional cases,
2.25 x 2.25 m. because cables must be laid in the area of the
footpath, the kerbs can be built up to 25 cm high.
In exceptions, it can make sense for tunnels with a These special cases must be limited to constructions,
high traffic volume to make emergency drifts that are for which it is not possible to generate the depth
longer than 300 m trafficable for emergency vehicles. necessary for laying cables beneath the emergency
This necessity must be proven in the overall safety paths, and for which the cables cannot be laid in any
concept. other location in the tunnel.
Emergency routes must be kept free of smoke. For 6.1.5 Design of the walls
this, locks or overpressure ventilation are suitable. According to the RPS [46], the foundation areas of
The escape and emergency routes must be the walls must be constructed like concrete protective
separated with respect to fire protection that every walls. This is not necessary if the tunnel walls have a
tube, every emergency drift and every emergency continuous, even surface. Here, even means that
shaft can be regarded as a separate fire section. there are no protrusions or recesses in the wall
except for those that are required according to the
Doors on walkable emergency routes must be RABTs, such as recesses for distribution panels,
designed with unobstructed openings of at least 1.0 emergency stations, hydrants, scour manholes,
m x 2.0 m. emergency exits or crossings.
6.16 Height monitoring 6.2 Communication devices
Prior to entering a tunnel with an intermediate ceiling
or operational devices positioned directly above the 6.2.1 Emergency call stations
upper limitation of the traffic area, it can make sense Emergency call stations must be provided in tunnels
to perform a height monitoring. with lengths of ≥ 400 m on one side at regular
intervals of ≤ 150 m as well as at the beginning and
The measures for monitoring the height must be the end of the emergency routes. In the tunnel and
planned in such a way that a vehicle that is too high trough area, they must be built to be walkable and
is forced to stop. Here, it must be ensured that the closed off from the traffic area with doors.
vehicle can stop at an area before the tunnel or leave Irrespective of the tunnel length, it is required to
the road before reaching the tunnel. position emergency call stations at the tunnel portals.
Every emergency and breakdown bay must be
6.1.7 Operating routes equipped with an emergency call station.
Operating routes are trafficable traffic areas that lead
from public roads to operating systems, tunnel
portals or emergency routes.
For tunnels with two tubes, crossings must be
provided before the portals.
It must be checked whether operating routes must be

built for using emergency vehicles.
Figure 20: Indication of the emergency call station
6.1.8 Control devices (dimensions according to StVO)
(sign 365-51 StVO “SOS telephone”)
For tunnels with two-way traffic, it is necessary to
separate the two directions of traffic with a double The booth must have the following minimum
white, continuous line (sign 295 StVO). The double dimensions: width 1.50 m/depth 1.00 m/height 2.25
line must be provided as a marking with an increased m. The emergency call station must be indicated by
night visibility in case of wetness (type II profiled) of means of signs and lights (Figure 20). As an
class Q3 for asphalt covers or Q4 for concrete exception, it is possible to provide an emergency call
covers, R3, RW2 and S1 according to the ZTV M 02 recess instead of a booth in order to keep the costs
[48]. In the space between the double line, white down (e.g. shield driving). The colour “traffic orange”
retro-reflecting marking knobs must be inserted at (RAL 2009) must be selected for the emergency call
intervals of 1.00 m. They must be provided as fixed station.
marking knobs of class P1A with the height of class The booths do not have to be designed to the
H3 and the night visibility of class PRP1 according to requirements of a case of fire and thus must be
DIN EN 1463-1. marked with corresponding signs (e.g. “Leave booth
immediately in case of fire!”).
In order to improve the visual guiding in one-way and
two-way tunnels longer than 400 m, luminescent Location detection is necessary for all emergency call
marking elements with at least two separately stations.
controllable light sources, which emit white light,
must be provided. The basic function of the Upon opening of the door to the emergency call
luminescent marking elements is to mark the right station, the provided warning lamp at the emergency
border of the roadway. An additional function of these call station switches to yellow all-around light in order
elements is to support the orientation lighting. to warn the approaching traffic of a possible obstacle.
Luminescent marking elements must be provided on The emergency call including the location detection is
both sides on the kerbs of every tunnel tube; they transmitted to the monitoring centre. From there, the
must be arranged at intervals of a maximum of 25 m incoming calls are acknowledged.
in the middle between the combined wall lights of the
emergency route marking and the orientation lighting. On motorways, the motorway-specific devices must
In standard operation, only the marking elements on be used (Figure 21). On all other roads, the
the right side of the roadway are operated against the emergency call devices of Deutsche Telekom or
direction of traffic (unidirectionally). In order to equivalent devices must be used (Figure 22).
support the orientation lighting in case of a fire, all
marking elements are operated with all available 6.2.2 Video monitoring
sources of light so that they shine against and in the In tunnels with lengths ≥ 400 m, tunnels with a high
direction of traffic. For this reason, they also must be frequency of HGVs (≥ 4000 HGV x km/tube and day)
connected to the UPS system. Further requirements as well as tunnels with underground access and exit
can be found in Appendix D. roads, video systems are necessary for monitoring
the tunnel area, which must be planned according to
In order to ensure their functioning, the devices used the object.
for visual guidance must be cleaned regularly.

Figure 21: Emergency call station for federal motorways
For this, fixed, and for the portals, preferably in this section must be switched to the monitor
swivelling, cameras must be installed at the sides automatically. In case of a fire alarm, traffic or
next to or above the road at intervals of 75 to 150 m. operational disturbances or the use of an emergency
The video monitoring of the traffic area must be call station, an additional acoustic alarm message in
designed without gaps. It must include the the monitoring centre is advisable.
emergency exits and emergency routes.
In addition, the monitoring centre must be able to cut
The video pictures are transmitted to monitors in a in a call manually at any time.
continuously staffed monitoring centre (24 h). Several
cameras can be switched to one monitor, if desired. In case an alarm is triggered due to an error case or
accident, the video images of the respective zone
The video monitoring must take place event-oriented must be recorded automatically in order to enable a
and programme-controlled. If the use of an later analysis. The information coming into the central
emergency call station is displayed, an emergency control unit as well as the directions issued by the
exit is used or a fire alarm is triggered, the cameras control unit also must be recorded.

Figure 22: Emergency call station for other roads
- 1 to 2 channels fire brigade/emergency service

6.2.3 Tunnel radio 2-m band
In order to ensure a reliable radio operation for - 1 to 2 channels fire brigade/emergency service
fulfilling the tasks of the operational road 4-m band
maintenance and the BOS services (police, fire - optionally 3 channels in accordance with the
brigade and emergency services) in every tunnel, it is realisation concept of the future digital radio
necessary – irrespective of the constructional and network BOS (70-cm band).
local conditions of the tunnel – that all of the following
radio services are always provided free of The necessity of a tunnel radio system must be
interruptions in the tunnel tubes, cross shafts, determined by means of radio-technical examinations
technology rooms and similar: and field intensity measurements with respect to the
- 1 to 2 channels operational road maintenance corresponding object.
(AM/SM) in the 2-m band
- channel police 2-m band In an area of 150 m around the tunnel portals all
- 1 channel police 4-m band other access roads to the tunnel as well as in the
service buildings, all radio channels installed in the
tunnel must be maintained available. Here, the

compatibility with the provided radio networks and windows are open and the vehicles are driving at
systems must be considered. The operation and slow speed.
monitoring of all functions of the BOS radio systems
must be ensured from the respectively responsible The loudspeakers must be operated individually and
control centre of the fire and disaster protection in groups.
authorities as well as the emergency services.
In order to achieve an optimum distribution of the
Insofar as the fire brigade and emergency services sound at a correct positioning of the loudspeakers, a
have separate radio operation channels with an sound-related examination must be performed in the
assignment to different control centres, separate tunnels prior to the installation of the loudspeaker
channels must be provided for these. systems.
The basic equipment of the tunnel includes the When designing the systems, the following aspects
transmitter, the radio antenna, the leakage cable or must be considered in particular:
similar. The installation and operation of additional - A noise level of 90 dB must be considered.
radio-technical devices (e.g. mobile telephone
- The calculated understandability values must
system) for additional demand is up to the operators.
be achieved for the total level (direct and
The BOS radio technology must meet the
diffuse) in the range above 100 dB, for a
requirements of the Technical regulations of the BOS
frequency response of 50 to 6000 Hz – which is
for common-wave or locally-fixed radio systems.
decisive for the distance of the loudspeakers to
When using repeater technology, the radio systems
each other.
used must comply with the valid type examination
reports for channel-selective technology by the - The reverberation times in the tunnel in the
purchasing agency of the federal ministry of the especially critical frequency range of 400 to 500
interior. Hz of 3.2 s to 1000 Hz falling to 1.6 s must be
considered.
The leakage cable must be installed in such a way - The road users are informed about the coming
that a dropping can be ruled out as far as possible announcement by means of acoustic signals.
also in the event of a fire. In order to also be able to It must be checked whether, for example, a tight
maintain the functioning in case of a local damaging, frequency spectrum as well as a lowering of the
the leakage cable must be supplied from both sides. noise level can be used to increase the distances
between the loudspeakers.
6.2.4 Traffic radio/radio
The reception of at least one VHF radio channel with 6.3 Fire detection systems
traffic radio recognition (RDS or RDSTMC) must be
ensured in the tunnel. If more than one traffic radio The fire detection system must be switched to the tunnel
channel is to be supplied, the costs for all additional monitoring centre via the control technology without main
channels must be distributed to all channels. An detector.
option for providing information during the broadcast
must be agreed upon with the broadcasting 6.3.1 Manual fire alarm systems
corporations offering traffic radio. The monitoring Manual fire alarm systems must be arranged as push-
centre, the police station or the service building can button alarms according to DIN 5411 in every emergency
be the centre providing information. Preferably, call station in tunnels with lengths of ≥ 400 m.
stored texts are used. Before the tunnel portals,
unofficial road signs “Radio on” (black letters on 6.3.2 Automatic fire detection devices
white background) must be positioned on both sides. Automatic fire detection devices must be provided
from a tunnel length of 400 m or for tunnels with
For short tunnels (< 400 m), these signs are not mechanical ventilation.
necessary.
The automatic fire detection devices in the tunnel
6.2.5 Loudspeaker systems must ensure fire detection within one minute after
Tunnels that are video-monitored must be equipped breakout of the fire as well as localisation of the fire
with loudspeakers in the tunnel and at the tunnel within a range of 50 m at a fire load of 5 MW (this
portals, which ensure that the road users are corresponds to a fire of 20 l of petrol on an area of 4
informed in the tunnel by means of announcements m2) and a longitudinal air flow speed of 6 m/s.
(direct voice announcement or stored text).
Possibilities for making announcements must be Linear temperature sensors must be used that react
provided in the continuously staffed centre as well as to temperature increases against time as well as on
the tunnel control room. an absolute temperature increase. The sensor is
attached above the unobstructed area at the tunnel
The loudspeakers must be arranged in such a way ceiling. Linear temperature sensors must be divided
that the announcements can be understood when the

into several sections. If one section is destroyed, the booster systems must be free of pressure as long as
others must still work. no water is extracted.
The devices for measuring the impairment of vision The fire water pipes that must be installed in the
must be used to detect fires (pre-alarms; for tunnel must be designed for a flow rate of 1200 l/min
distances, see Section 4.6). at an extraction pressure between 6 bar and 10 bar
for an extinguishing period of one hour.
The use of infrared cameras or suitable video
devices instead of fire detection devices can be If the fire water pipe is constructed as a dry/wet pipe,
permitted if the same requirements are met. Such it is necessary to ensure that the above named
devices must be designed with image detection, requirements are even met at the most remote
which enable an assessment of the situation (digital position of the fire water pipe system at the point of
video evaluation). time at which the fire brigade arrives, at the latest 5
minutes after the alarm.
Automatic fire detection devices must also be
provided in service rooms with devices that need to For tunnels with lengths of < 400 m, a total of 1200
be protected, e.g. electrical systems. l/min or containers with 72 m3 of fire water must be
provided at the portals.
At the entrance of the service building or at other
suitable locations (e.g. portal), fire alarm indicating Standardised fire water extraction points (at least one
boards must be installed, which indicate the access lockable B connection) must be arranged in the
to the site of fire (see also Section 8.2.2). Outside the tunnel and at the portals. In the tunnel, separate
buildings, it is necessary to provide key safes for the recesses for extracting fire water must be provided.
fire brigade. They are positioned at the side opposite the
emergency call station. The positioning corresponds
6.4 Extinguishing devices with the location of the emergency call stations.
6.4.1 Portable fire extinguishers 6.5 Orientation lighting and escape route
At every emergency call station, two portable fire identification
extinguishers (ABC extinguishers with powder filling)
with a filling weight of 6 kg each must be positioned. In the event of a fire, the tunnel lighting is limited in
The portable fire extinguishers must be integrated its distribution of light due to smoke to such an extent
into the emergency call station in such a way that that it is not always possible to recognise the escape
they can be accessed directly from the traffic area. routes and emergency exits.
The location of the fire extinguishers must be
indicated by means of indicating signs (indicator for Therefore, lamps must be positioned on one side at
fire extinguisher RAL 3001 – signal red), see Figures the emergency footpath, preferably on the side of the
21 and 22. Instead of a cover with indicating plate, it emergency exits, which are used to mark the escape
is also possible to use a cover with a glass window. routes and provide orientation. The orientation
lighting is required for tunnels ≥ 400 m. The technical
When the cabinet door is opened to remove the design of the lamps must comply with the following
extinguisher, the yellow flashing light at the requirements (for an example, see Figure 23):
emergency call station as well as the yellow flashing
lights of the variable light signs (VLS) at the portal Escape route indicating signs consist of an escape
are switched on. symbol (pointed towards the next-closest emergency
exit) and arrow symbols per escape direction with
In the continuously staffed centre, the location of distance specifications to the next emergency exits or
removal is displayed. The display may only be turned the portal at the top, which are permanently
off when the fire extinguisher is replaced in the illuminated from behind. With respect to a fast
cabinet. The replacing, however, may only be understanding of the distance specifications, these
possible with a special key of the operating staff. This must be rounded up to 10 full steps.
prevents that an empty fire extinguisher is replaced.
Escape route markings and orientation lighting must
6.4.2 Supply with fire water be embedded into the tunnel wall individually or
combined in a light at intervals of ≤ 25 m. In order to
Tunnels with a length of ≥ 400 m must be equipped
enable a perception of the escape route marking
with a fire water pipe, which is constructed as a wet
from the side, it should extend from the tunnel wall by
pipe and must be secured against freezing.
about 2 to 3 cm; the maximum is 6 cm. They must be
designed in such a way that escaping persons
If it is possible from a constructional point of view, the
cannot injure themselves.
fire water pipe should be constructed as a looped
pipe system. Pipes that are operated via pressure

- Dimensions of the escape route marking sign
approx. 30/30 cm
- Orientation lighting: spot light source, (A = 5
cm2), I(á) = 25 cd for α -87° < α < +87°
- avoiding of an overriding of the escape route
marking sign by reducing the glare of the
orientation lighting
- Type of protection: IP 65
- Class of protection: I
- Mounting height: bottom edge of the light at
1.00-1.20 m above the emergency footpath
- Power supply: For every lamp, an individual
connection with fuse protection must be
Figure 23: Example for a combination of emergency route provided at the closest distribution sub-panel
marking and orientation lighting (e.g. in emergency call station). Escape route
If the construction does not allow this integration, flat markings and orientation lighting must be
lamps, positioned onto the wall must be used as an connected to the UPS system.
alternative, which must not reach into the traffic area. The emergency exits must be indicated especially by
means of background-lighted escape signs. A white flash
The orientation lighting is only switched on lamp must be positioned above the escape signs, which is
automatically in the event of a fire by the fire switched on automatically, if a fire is detected. It must be
detection in the tunnel tube or manually by the connected to the UPS system. The flash lamp can also be
monitoring centre. operated manually by the monitoring centre.
The following requirements are demanded of the 6.6 Coaction of the safety systems
escape route marking and orientation lighting:
The safety precautions must be coordinated depending on
- Escape route marking: average luminance = the respective tunnel lengths (see Table 12).
200 cd/m2; sidewise display areas shining
green, average luminance = 75 cd/m2
Table 12: Equipment of tunnels with safety systems depending on the tunnel lengths
Tunnel lengths < 400 ≥ 400 ≥ 600 ≥ 900

Safety systems < 600 < 900
Hard shoulder ○ ○ ○ ○
Emergency and breakdow ○ ●
bays1)
Constructional systems Reversing bays2) ○ ●
Emergency exits ● ● ●
Emergency footpaths ● ● ● ●
Height monitoring ○ ○ ○ ○
3)
Emergency call ● ● ●
stations
Communication
Video monitoring ○ ● ● ●
devices
Tunnel radio7) ● ● ● ●
6)
Loudspeaker systems ● ● ●
Manual fire alarm ● ● ●
systems
Fire detection systems 4)
Automatic fire ● ● ●
detection systems
Portable fire ● ● ●
Extinguishing devices extinguisher
5)
Fire water supply ● ● ●
Orientation lighting ● ● ●
Escape route marking ● ● ● ●
Guiding devices ● ● ●
● Standard equipment 1) For tunnels without hard shoulder

○ Equipment for special requirements 2) For tunnels with two-way traffic without hard shoulder
(e.g. HGV volume ≥ 4000 HGV * km/tube and day) 3) Required for tunnels with mechanical ventilation
4) Hydrants or fire water containers at every portal
6) Tunnel with video monitoring
7) See section 6.2.3

7. Central systems
7.1 Service rooms In general, double floors with heights of 60 cm to 100

cm must be installed in the service rooms. Material
Tunnels require service rooms for the central class B1 is sufficient for the double floors.
systems and the control centre, from which the tunnel
is monitored and controlled. Trafficable service roads must be built to the
systems. A direct connection to the road leading
This also includes secondary rooms (e.g. rooms for through the tunnel or its access and exit roads is
network operators, storage rooms in the sensible; for federal motorways, a connection to the
corresponding size, sanitary facilities if required). subordinated road network makes sense.
The size of the service rooms depends on the space 7.2 Drainage
required by the central tunnel operation devices and
the monitoring and control systems. The drainage system must be constructed according
to “ZTV-ING Part 5: Tunnel construction”. According
The technical installations must be designed for a to these regulations, the drainage systems of the
temperature range of 5 to 30° C and a relative air tunnel and the ramps must be kept separate if
humidity of up to 60% for function properly. If possible.
necessary, heating systems for maintaining the
minimum temperature of +5° C; the heat stemming The following is required of the tunnel drainage
from the switching stations is not considered. system:
If technical devices need to be located in Prior to introducing the water into the drainage, it is
underground service rooms, it is necessary to necessary to provide a retention device, which
provide a supply of fresh air, preferably natural air, collects contaminant liquids automatically. In case of
separate from that of the traffic area. If mechanical an incident, a storage volume of approx. 100 m3 (72
ventilation devices are planned, they must be m3 fire water + approx. 30 m3 tank content) must
dimensioned assuming a non-continuous occupancy always be available. Other water volumes must be
of the service rooms. If required, ventilation systems considered in addition. The basin must be equipped
must be provided that ensure an air exchange limited with a sensor for the filling height and with locking
to the most necessary. The heat from the switching valves and stationary pumps depending on the
stations can be ignored (except for UPS systems). If requirements. The main pipe must lead into the
the upper temperature limit of +30° C is exceeded, collecting basin via a submerged pipe. The basin
preferably split air conditioning devices should be must not be located directly next to emergency areas
used in the respective rooms. and service rooms.
Fire sections must be determined as far as this is In accordance with the possibly required introduction
necessary to keep individual system groups permissions, the content must be checked for
functioning. contamination prior to draining.
The connection doors for fire sections must provide a In order to measure possibly explosive air mixtures in
fire resistance class of 90 minutes. the collecting basin room, suitable automatic
measuring and alarm devices must be provided that
The following systems must be positioned in prevent accidental entering and the thus resulting
separate rooms; their secure functioning must be hazards.
ensured in the event of fire:
In order to avoid having to enter the collecting basin
a) Medium-voltage switching station and room to take samples if possible, a sampling pipe
transformers must be installed.
b) Low-voltage switching stations
Electrical systems in the basin area must be
c) Control room with central control technology, fire designed with explosion protection.
detection system, loudspeaker system, video
system, radio system, instrumentation and For draining the road liquids, especially with respect
control systems to leaking flammable liquids (tank lorry accident), a
d) UPS supply systems including batteries slot drain for a drainage volume of 100 l/s in a section
e) Road telecommunication devices (for of 50 m at the most must be provided. This drainage
motorways). volume must also be considered for dimensioning the
main drainage pipe, the gullies and side collectors.
The slot drain must be sealed off at intervals of 50 m

at the most. The thus resulting gutter sections each - low voltage (voltage 400 V to a maximum of
must be connected to the main drainage pipe via a 999 V) for tunnels with low power demand
siphon or a scum board. At crossings/emergency under 80 kW.
crossings and emergency exits, the drainage must be The electricity is supplied via a ring or two direct
constructed in a closed way or interrupted in the area lines. If the ring is interrupted or a line fails, the
of the crossing. supply is maintained via the other side or the second
branch line.
With respect to operation, it is necessary to
particularly keep the later accessibility and maximum 7.3.3 Electrical systems
maintenance friendliness in mind when designing Medium-voltage systems
drainage systems. Gullies must be constructed in The supply stations must be arranged in the load
such a way that the checking and cleaning of the centre as far as possible.
pipes is possible with the customary tools.
For the electrical switching stations and networks
7.3 Power supply within the tunnel, the same measure as for the power
company supply must be used for the supply
7.3.1 General
reliability.
The power supply for the operational equipment of
the tunnel must ensure error-free operation, which is The systems must be designed in such a way at least
tailored to the needs of traffic, in order to ensure a limited operation is possible if system components
high level of uninterrupted service. It must cope with and operating resources fail or are disconnected.
the special conditions of use (wetness, de-icing salt,
exhaust fumes, soiling, and infiltration water). Factory-built, type-tested switchboard sections
resistant to electric arcs must be used according to
The following must be agreed upon as early as VDE 0670-6 [51] so that the switching stations can
possible with the power company (PC): be equipped with a simple bus conductor system
(Figure 24).
- terms and conditions for power supply
- technical connection conditions The supply reliability in case of an incident can be
- kind of supply desired by the purchaser of the increased if the bus conductor is divided into sections
electrical energy by means of section switches.
- transfer location(s) for the power supply The power rating is the basis for the dimensioning of
according to the specifications of the purchaser the transformers under consideration of the
- design and equipment of the transfer station simultaneity factor. Power reserves must not be
with regards to operation and maintenance as provided.
well as the exact property line and maintenance
obligation for the connection systems For consumer powers up to 630 kVA it makes sense
- blind current compensation. to only provide one transformer.
The basis for the required connected load is the Low-voltage systems
power rating. The systems generally must be set up in such a way
that partial disconnections of system components
In general, the connected load (the basis for the (e.g. switchboard sections, bus conductors) at least
power supply contract) is lower, since not all enable limited operation.
electrical consumers are operated at the same time.
The ratio of the connected load to the installed load

(simultaneity factor) must be determined for every
individual case.
7.3.2 Supply
The type of supply depends on the value of the
connected load and the supply reliability demanded
by the tunnel operator. This must be determined in
cooperation with the responsible power company.
The following different supply voltages are possible in

general:
- medium voltage (voltages 10 kV to 30 kV) for
tunnels with high power demand generally Figure 24: Basic circuit diagram of a supply station with
greater than 80 kW and high supply reliability factory-built switching station

The number of switchboard sections depends on the - communication installations
operational requirements. Reserves must only be - fire detection systems
provided for justified exceptions. A proof of the
- control devices
selectivity must be provided. The number of power
switches results from this. - measuring devices.
Supplies of power to consumer groups must be The UPS system must be rated for the evacuation
measured in such a way that a system monitoring time of the tunnel. The operating time must not be
and optimisation is provided via the host computer below 15 minutes. An operating time of 60 minutes
system. must be provided for the tunnel closure system.
Depending on the local conditions (length of the Maintenance-free, fully enclosed batteries must be
cable stretch, height of the consumer power), the used.
electrical consumers must be connected
7.3.4 Cables and lines
- directly to the main distributor or
The selection of the cables and lines to be used for
- via additional sub-distributors. electrical systems depends on the electrical,
mechanical, thermal and chemical conditions to
Irrespective of having to keep up the functioning of which the cable and line systems are subjected
certain system components, the basic security of during construction and operation.
supply must be selected in such a way that only a
section of 300 m at the most can fail. The cables in the tunnel must be laid as follows:
The sub-distributions must be located in the - Longitudinal cabling
emergency call stations in general. They must be • Empty conduits or cable ducts under the
sealed with insulating material and shock-proof. emergency footpaths
• Empty conduits in the walls (outer walls, centre
Partially type-tested assemblies (PTTA) must be wall)
used.
- Section cabling
Blind current compensation
• Empty conduits in the ceiling and/or walls
The blind current undesired in electrical systems
must be compensated centrally. In order to improve • Cable attachment in the tunnel cross section.
the power factor, the electrical systems must be rated
accordingly. The installation for the electrical systems must be
performed with underground cables except for parts
Lights must be compensated individually except if a of the section cabling.
continuously adjustable lighting control is provided.
The section cabling in the tunnel cross section must
Emergency power supply system be set up for the UPS-supplied part of the
The power for certain consumers is supplied via a night/emergency lighting as well as for the ventilation
static converter and battery system (static UPS connections and fire extinguishing devices in E 90
system) in the event of a power failure. (insulation intactness 180 minutes; function
intactness 90 minutes). The repair switches must be
The rating of the UPS system must consider the positioned in the nearest emergency call recess or in
power demand of the following systems: the electrical distributor.
- escape route marking
It is necessary to provide suitable overvoltage
- orientation lighting
protection for all system components. Data
- emergency lighting connections and BUS systems between service
- emergency route marking buildings and external devices (e.g. VMS, light-signal
- lighting of service rooms: at least one light per systems – LSS and similar) preferably must be
room designed in optical waveguide technology.
- traffic-related devices in the tunnel and on the
approach routes insofar as they are essential
for safe traffic flow

8. Control
8.1 General For the levels, standardised hardware and software

components must be used, which meet the above
For all levels according to the function diagram named requirements.
(Figure 25) as well as for all task descriptions in
accordance with Section 8.2.1, it is required to 8.2.1 Central control technology
provide an overview of the messages, commands,
measured values and set values. The connection of 8.2.1.1 Setup and function of the CCT level
the individual data points must be described in detail. The CCT level for controlling and monitoring road
tunnel according to Figure 25 consists of the
For all switching and monitoring levels, function following components:
procedures of the individual system groups must be - host computer
set up. In these, system-specific requirements must
- communication system
be
- control units.
displayed, described and determined. Flow charts,
structure charts, data point lists, software drafts, Host computer
interface descriptions and functional specifications The host computer must be set up as a logical
are the basis for this. computer network.
Manufacturer-independent systems must be It has the following functions:

provided, which ensure that all control units - monitoring of operation and coordination of all
communicate with each other via a standardised bus technical devices of a tunnel including
system (PROFIBUS-FMS according to DIN 19245-1 plausibility checks
and -2 or Ethernet, TCP/IP). Interfaces and - processing of fault messages and different
programme content (source codes) must be treatment according to their prioritisation
disclosed and designed in such a way that changes,
- switching of emergency programmes
connections, interconnections and similar can be
made irrespective of the respective manufacturers. - provision and communication of online
This ensures that programmes of different information to other system participants (traffic
manufacturers (e.g. ventilation systems and traffic control centres, road maintenance agencies,
control) can be connected via standardised data police, fire brigade, etc.)
interfaces. - manual interaction options
- parameterisation of all connected tunnel
8.2 Setup of the control systems
Normally, the technical equipment of tunnels must be - connection with traffic control systems
controlled, adjusted and monitored automatically. according to Section 5
This requires an extensive coaction of all devices. - data management, processing and evaluation
for operational and traffic-related purposes
This is ensured by the central control technology
- permanent image evaluation.
(CCT).
The CCT is provided as a real-time control system The host computer consist of the following logical
with PROFIBUS (see Figure 25). hardware components:
- central computer
The control of the tunnel operating technology is
- database computer
divided into function levels (see Figure 25). Every
one of these function levels is assigned certain tasks, - operating station
which are described in detail in Sections 8.2.1 to - network (LAN)
8.2.3. - computer for permanent image evaluation.
Interfaces must be provided between the individual
Depending on the scope of the data, the logical
function levels (see Figure 25) of the tunnel operating
hardware components must be implemented in one
system, which must be recorded and disclosed.
or several computers.
In order to be able to consider the technological
developments and replace, exchange and extend
individual levels and components, the interfaces must
be open and standardised.

Figure 25: Function diagram for the control and monitoring of road tunnels

Central computer The database computer is setup as an industrial PC with
The central computer sets up the connection a redundant hard disk (RAIK controller).
between the control units and the network. The
central computer must take on the following super- The following interfaces must be provided:
ordinate control and organisation tasks: - Ethernet (TCP/IP)
- adoption of all data from the control units - RS232 service interface.
- administration of a real-time process image
about all data objects For data management, standardised formats must be
- adoption of all data that cannot be switched used as a basis so that the data can be transferred to
onto the PROFIBUS for technical reasons a relational database management system (DBMS)
(video data, voice channel data) with SQL (structured query language) or stored there
- coupling to existing traffic control systems directly.
according to the TDR protocol
Operating station
- message delays
On the operating station, the system is visualised and
- process value smoothings operated. All process data is displayed in the form of
- global plausibility checks (see Appendix E) graphic colour images with dynamic insertions. The
- additional alarming channel e.g. via online data is requested cyclically or transmitted
GSM/GPRS module (in case of failure of the event-driven by the communication computer via
transmission system) client processes. The respective type of updating
must be parameterisable.
- time levelling of the elements of the central host
computer and the control units via a central For statistical evaluations, the data is transmitted
radio clock. from the database computer via SQL accesses.
The central computer is designed as a process The operating station is provided as an industrial PC
computer as an industrial model with flash memory with high-resolution colour graphic station. Standard
and scalable processor core. The operating system
systems must be used as operating systems.
must be multi-tasking capable and flash-capable.
The following interfaces must be provided:
The following interfaces must be provided:
- Ethernet (TCP/IP)
- PROFIBUS-FMS
- RS232 service interface.
- Ethernet (TCP/IP)
- RS232 service interface It must be possible to display all information
- modem interface for GSM transmission automatically and/or on request on the operating
- RS232 interface for TDR protocol (optional) station in a correspondingly processed form (load
curves, network displays, detailed displays,
- USB interface. malfunction windows, lists, etc.).
The central computer must be designed redundantly The operating station must be designed
for tunnels longer than 400 m (e.g. as a cluster ergonomically. This includes:
system)
- simple handling of the system
Database computer - simple to learn
All process data and tunnel parameters are managed - consistent operating concept
and stored in the form of an SQL database on the
- inputs and outputs in German
database computer.
- continuously clear use of specialist terms and
The data is provided to the other system participants names
according to the client/server principle. It must be - integrated help system.
possible to export data in the CSV format (comma
separated values). Wrong entries by the user must not lead to errors or
system failures.
Selected data can be transferred to other computers
via FTP (file transfer protocol). All numerical entries must be checked within
plausible limit values and reported in case of an
In addition, all documents, work reports, operator’s error. Prior to executing manual switching
logs and work instructions are stored on the commands, these must be confirmed via an
database. All data can be converted into a additional confirmation box.
standardised format (RTF, ASCII, HTML, PDF). A
keyword search function must be integrated.

The user must be informed about faulty actions via 8.2.1.2 Plausibility checks
clear error messages. These error messages must Plausibility checks are performed in several steps:
be application-related and must not require any
- - global and adaptive plausibility
specialist EDP knowledge. Generally, error
messages must contain suggestions for the correct - - local plausibility.
entry on the basis of a faulty action.
For further details, see Appendix E.
Network
The network connects the central computer, 8.2.1.3 Data point definition
operating station, database computer and In general, the data point types include:
transmission system. It is set up as an Ethernet - measuring values
according to standard IEEE 802.3 with at least 100
MBit/s. TCP/IP is used as transfer protocol. - counted measurands
- messages
Transfer system - target values
The transfer system connects the network of the - commands.
central host computer with a super-ordinate control
centre. In general, this is a router, which links the two For additional details, see Appendix E.
local networks in the tunnel operating centre and the
super-ordinate control centre transparently on the When planning the control-technological devices in
basis of TCP/IP. the tunnel area, all information must be summarised
in a data point list. This data point list, among other
Communication system things, is the basis for setting up the control-related
The communication system represents the components, while the sum of all required information
connection between the host computer and the points and their physical properties (analogous/binary
control units. A multimaster bus according to the input or output) is determined. Data points must be
PROFIBUS standard is used (PROFIBUS FMS displayed individually and in a detailed way. In
according to DIN 19245-1 and -2). The bus topology particular, linking depth and branchings must be
must be designed as a fibre ring. considered, which again must be displayed as
individual data points in flow charts and structured
For a multi-vendor data interface between the control charts and described accordingly in the system
units and the central control system, a standardised specifications.
setup must be determined for all data points in the
application layer of the PROFIBUS standard. Data point function
Generally, the data point function can be applied to
Control units every data point type in every object group in terms
The control units are the interface between the of Section 8.2.1.3 and Figure 25. The data point
super-ordinate communication system and the function generally is used to describe the purpose of
switching level. Every control unit works autarkically. the data point:
Information is exchanged between the control units
(e.g. between control unit of the fire detection system - display in the central host computer
and control unit of the ventilation system as well as - recording in the central host computer
control unit of the closing devices) via the bus - storage in the central host computer
system. If a communication partner fails (control unit - transmission to control centre
or communication computer), the data commu-
nication of the other stations must not be affected. - triggering of an automatic function
- status messages
Furthermore, the control unit is the recipient of - status messages manual operation.
commands from the super-ordinate control
technology unit in case of manual switching actions For additional information, see Appendixes E 2 and E
or automatic commands as a result of plausibility 3. If several of the named functions are assigned to a
checks of the host computer. data point, every individual function generally
represents an own data point. For every data point,
The control units have the following functions: the following possible functions result:
- control, adjustment and operational monitoring - The data points always are displayed on the
of all connected systems host computer on the operating station. The
- recording of messages and measured values type of display depends on the data point type.
and transfer to the communication system Measured values normally are displayed in the
- local plausibility checks of the assigned form of digital displays. Messages are
measured values and messages displayed in an alarm window in clear text with
a timestamp.
- storage of system-specific parameters.

- Upon logging, the data is issued to the printer. procedures for testing the software are absolutely
The printing order can be triggered by the necessary.
operating station or the database computer.
This function mainly is parameterised for For a successful execution of tests, it must be
messages; the logging is executed in clear text possible in the control units to switch all internal data
with specification of date and time. interfaces with simulation values. It must be possible
- The data always is stored in the database to parameterise these simulation values from outside.
computer. In general, all relevant data points It must also be possible to uncouple all internal
are archived for further evaluation. The data output values (ventilation switchings, LSS switching
can be stored cyclically or event-driven. commands, etc.) from the process and switch them
to the external interface.
- In what way the transmission to the control
centre takes place mainly depends on the
All external data interfaces are supplied with the
setup of the transmission network (e.g.
corresponding process values via an autarkic
dedicated line). In any case, the
checking control unit.
standardisation of the data interfaces will also
have an effect on the telecommunication to the
With this checking control unit, all object groups of
super-ordinate control centre.
the tunnel control technology can be simulated and
- With the triggering of an automatic function, a all thinkable process statuses can be set (“tunnel
global determination is made as to whether the simulator”).
respective data point is used for any
programme function in a control unit. All programme reactions that are required in the
- Status messages. context of the automatic functions are stored in the
checking control unit and evaluated in the form of a
test report. This test report logs the quality status of
Object groups the complete control-technical system.
Section 8.2.1.3 and Appendix E explain the term data
point and its functionality in combination with the 8.2.2 Manual operation level
automatic programmes in the tunnel area.
The manual operation level is a central manual
From an object-oriented view, all automatic switching possibility of few selected functions without
programmes are set up identically: they have a including the CCT.
certain functionality (methods) and a defined data
interface (data objects or properties) to the outside It can be used to operate the full lighting, the tunnel
closure and – if provided – selected fire ventilation
world.
programmes (see Figure 25).
The data points are assigned to individual objects
It is installed in the service building or at another
(index), object sub-groups and object groups,
whereas the following object groups must be suitable location (e.g. portal) of the tunnel system.
differentiated according to Table 13:
8.2.3 Switching level
Table 13: Classification of the technical equipment into object The switching level delivers all required data to the
groups control unit, receives control commands, implements
them and issues status messages.
Object group Description
1 Lighting systems
2 Traffic systems
By means of simple operating elements at the
3 Ventilation systems switching cabinet, individual technical equipment
4 Fire detection system elements can be switched manually, which then
5 Fire extinguishing systems results in corresponding status messages.
Orientation lighting and
escape route marking 8.2.4 Error messages
6 Video system Error messages of the technical devices are divided
7 Loudspeaker system into three classes according to their meaning:
8 Emergency systems
9 Retaining and lifting basin Priority 1 Error messages that require
10 Tunnel radio system immediate action
11 Energy supply Priority 2 Error messages restricting the
12 Operating technology (room venti-lation system function but do not require
burglar alarm systems,etc.) immediate action
8.2.1.4 Tests Priority 3 Error messages that only restrict the
Due to the complex connections within the control system functions to a small extent
units, which partially are overridden by the global The error can be eliminated during
plausibility checks of the central computer, suitable the next maintenance cycle.

A failure strategy must be developed with the goal of - opening of the emergency call recesses
keeping up the tunnel operation. - extraction of the fire extinguishers
- opening the escape doors
The errors, messages, measurements, operating
conditions as well as the type of their display and - increased visibility impairment values as pre-alarm
treatment must be parameterisable. - traffic jam detection as pre-alarm.
Active (still present) errors are displayed by means of Emergency messages should be differentiated
the symbol flashing on the screen. If required, there according to pre-alarms and main alarms.
also is an acoustic alarm signal.
These are forwarded optically and acoustically to the
Errors that have been eliminated, but have not yet monitoring centre and acknowledged from there. The
been acknowledged, are displayed by means of the emergency measures must be initiated in accordance
continuously illuminated symbol. For an with the operational alarm and danger prevention
acknowledgement, it is also necessary to log the plans.
name of the acknowledging user and the point in
time. In addition, the automatic fire alarm (by means of fire
detection systems, plausibility checks of the
8.2.5 Emergency messages measured visibility values according to Appendix E,
Emergencies are breakdowns, accidents and fires. smoke reporting via cameras) directly triggers the
Emergency messages are triggered by: calling of the fire brigade, the tunnel closure, the fire
- emergency calls ventilation, the orientation lighting and the maximum
- fire alarms daytime lighting.
9. Transportation of hazardous goods and comparable goods
No direct danger for other tunnel users or the Prior to specifying or altering the regulations and
construct results from the transportation of hazardous requirements of hazardous goods transports through
goods (GGVSE [52]) and freights that can be a tunnel, it is necessary to make a risk analysis
compared with these goods if the safety regulations according to Section 0.5 for tunnels that are longer
applying for such transports are observed. than 400 m. Here, the stipulations of the International
In case of accidents and fires in the tunnel resulting agreement concerning the carriage of hazardous
from these, situations can arise particularly for the goods by road (ADR) [53] must be considered.
transportation of goods of dangerous goods class 1
(explosives) and dangerous goods class 2 (gases), If alternative routes for transporting hazardous goods
which can only be dealt with by the fire brigade with or, if applicable, comparable cargos are available,
great difficulty or not at all. Vehicles transporting they must be included into the risk analysis.
flammable liquid materials of dangerous goods class
3 (e.g. petrol) can also lead to events that can no The results can have the effect that the probabilities
longer be dealt with by the technical equipment of the of such an incident can be reduced and/or the extent
tunnel and emergency services due to the very high of incidents can be limited by means of additional
thermal powers of their freights. constructional, technical and/or organisational
measures.
Cargos that have comparable thermal weights and
burn with an especially high development of smoke, Help for the examination methods for deciding on
but are not hazardous goods in terms of the GGVSE, possible restrictions for hazardous goods transports
can have corresponding effects. or transports with comparable cargos in road tunnels
are provided in the common OECD/PIARC project
The traffic authorities are responsible for possible ERS2 [54] and, in parts, the Swiss emergency
restrictions for hazardous goods transports in road regulations [55].
tunnels.

Appendix A: Lighting
A1. Terms - the angle of vision under which the threshold

The definitions and terms of DIN 67524 apply. zone appears from the stopping sight distance.
Furthermore, the following definitions apply: The veiling luminance is defined as the difference
between the adaptation luminance and the road
Approach zone luminance. It results from the evaluation of the
The approach zone is located in front of the tunnel luminances of the environment according to the laws
entrance, in front of the beginning of a roofing or grid of the physiological glare, which describe the diffused
ceiling built on to the tunnel. light generation in the eye. The diffused light
interferes with the retinal image, reduces its contrasts
The length of the approach zone generally and increases the adaptation luminance.
corresponds with the stopping sight distance [56].
Threshold zone
The adaptation luminance on the approach zone is The threshold zone follows the approach zone. It
determined by the luminance of the threshold zone begins at the tunnel entrance and must at least have
and the glare of the bright tunnel surrounding. The the length of the stopping sight distance.
closer the driver gets to the tunnel, the lower the
adaptation luminance is in general. The adaptation luminance decreases in the course of
the passage through the threshold zone.
The veiling luminance (equivalent veiling luminance)
in the approach zone, which must be used as a basis Transition zone
for determining the luminance in the tunnel, depend The transition zone is located behind the threshold
on zone. In this area, the luminance level is reduced to
- the stopping sight distance the luminance of the interior zone. The length of the
transition zone results from the reduction of the adap-
- the viewing direction taken tation luminance in the course of the passage
- the size of the tunnel opening through the threshold zone and the decreasing lumin-
- the orientation of the approach zone and the ance in the transition zone. It depends on the speed.
glare during unfavourable positions of the sun
- the built-up space in an angle range of 16° Interior zone
around the viewing direction and the reflection The interior zone follows the transition zone and
properties leads close to the exit portal. The luminance level is
kept constant in this entire zone, while sufficient
- the type of tunnel (e.g. short, long tunnels) visibility must be ensured.
Figure 26: Terms and schematic development of the luminance when passing through a tunnel at daytime

Exit zone Luminance at the beginning of the approach zone L20
The exit zone extends from the end of the interior Average luminance in a circular area of observation,
zone to the tunnel exit. It begins where the vision or whose centre lies in the centre of the tunnel opening,
the adaptation luminance is influenced by the but no more than 2.50 m above the road level, and
brightness outside the tunnel. which appears within an opening angle of 20° from
the eye level of the approaching vehicle driver from
Counter-beam lighting the stopping sight distance before the tunnel portal.
Counter-beam lighting (CBL) is characterised by the
fact that the luminous intensity distribution of the Luminance in the transition zone Ltr
lights mainly is oriented against the direction of Average road luminance of a transverse strip of the
traffic. road at a predefined position within the transition
zone.
Symmetrical lighting
Symmetrical lighting (SL) is characterised by the fact Luminance in the interior tunnel zone Lin
that the light intensity distribution of the lights is Average road luminance of a transverse strip of the
symmetrical in the direction of traffic and against the road at a predefined position within the interior tunnel
direction of traffic. zone.
Maintenance value Luminance ratio k

The maintenance value of a light-technological Ratio that the luminance in the 20° evaluation field
quality characteristic is the value that must at least be L20 bears to the road luminance in the threshold zone
achieved at any time of operation of the lighting Lth. k is a measure for the luminance difference that a
system. vehicle driver experiences at the tunnel portal when
entering the tunnel.
Planning value
The planning value of a light-technological quality Threshold value increase TI
characteristic is the value for which the planning of The threshold value increase characterises the
the lighting system must be designed in order to increase in the recognisability threshold due to the
ensure that the minimum maintenance value of the effects of the tunnel lights; it is a measure for the
quality characteristic always is achieved. A main- physiological glare. Further information on the
tenance scope and cycle corresponding to the latest threshold value increase TI can be found in [57].
developments of technology is presupposed here.
Table 14: Typical values of the luminance in the approach zone
Average luminance L20 in a 20° field of vision (cd/m2)

Proportion of sky
35% 25% 10%4) 0%4)
Brightness in Low High Low High Low High Low High
field of vision 1) 1) 2) 2)
Stopping sight distance 3)

4000 5000 2500 3500 1500 3000
60 m
Stopping sight distance
4000 6000 4000 6000 3000 4500 2500 5000
100 to 160 m
1) Effect mainly depends on tunnel orientation. Low: direction of traffic to north; high: direction of traffic to south. For entry from the west or
east, an average value between low and high must be selected. For entry from the directions northwest, northeast, southeast and
southwest, the luminance must be determined in the same way.
2) Effect mainly depends on the brightness of the environment. Low: low level of reflection of the environment; high: high reflection level of the
environment.
3) For a stopping sight distance of 60 m, a proportion of sky of 35% does not occur in practice.
4) For regions with frequent snowfall, the luminance values at 0% and 10% proportion of sky must be set 10% higher.

A2.2 Approximation method for determining L20
A2. Calculation methods if the composition of the 20° evaluation field
is unknown
Determination of the luminance in the approach
zone at daytime With this method, L20 is calculated with the help of a
The luminance at daytime L20 in the approach zone is scaled drawing of the surroundings of the tunnel entrance
used as a calculation parameter for the visibility or on the basis of photographs and the following formula:
conditions in the approach zone, since it can be L20 = γLC + ρLR + εLE+ τLth. (8)
acquired at low costs and without errors in practice LC = the luminance of the sky;
and because it is sufficiently exact for the control of a
γ is the proportion of sky in percent
tunnel lighting system. For the luminance L20, that
value must be specified that is not exceeded during LR = the road luminance;
90% of the year. If this value cannot be determined ρ is the proportion of the road in percent
from meteorological data, L20 can be determined by LE = the luminance of the surroundings;
means of the approximation methods described in
ε is the proportion of the surroundings in percent
the following.
Lth = the luminance of the threshold zone; τ is the
Other light-related planning values, e.g. the proportion of the threshold zone in percent.
equivalent veiling luminance (for a definition, see DIN
67524-2), must not be used as calculation At a good approximation, the influence of the
parameters as long as no suitable devices are luminance of the threshold zone can be ignored;
available for measuring these values. thus, the following applies:
L20 ≈ γLC + ρLR + εLE. (9)
A2.1 Approximation methods for determining L20
In order to determine the surface ratios which are
in case of an unknown composition of the
required for calculating L20, a photo must be taken
evaluation field
from stopping sight distance at every tunnel
The approximation method displayed in Table 14 entrance. With a known size on the picture, e.g. the
must be used if the composition of the evaluation tunnel height, the diameter of the L20 cone in the
field in not known, but the proportion of sky can be photo can be determined. If the tunnel has not yet
estimated. The method thus only represents a rough been built, it is still possible to use a photograph as
estimation. The values are based on empirical long as the horizon will not be altered too much due
studies and are valid for a frequency of the operating by the construction. Otherwise, a scaled drawing
time within one year for the most frequently arising should be used. The individual surfaces on the photo
operating conditions of a tunnel of 95% at the most. or the drawing (rock, sky, building) can be classified
as proportions of the entire L20 area.
If the luminances of the surrounding are not

available, the data for LC, LR and LE (in cd/m3) can be
taken from Table 15.
Table 15: Luminance values for the proportions in the L20 area
Direction of LC (sky) LR (road) LE (environment) in cd/m2

traffic cd/m2 cd/m2 Rock Building Snow1) Grass
North 8000 3000 3000 8000 15000 (V, H) 2000
East-west or 12000 4000 2000 6000 10000 (V) 2000
west-east 15000 (H)
South 16000 5000 1000 4000 5000 (V) 2000
15000 (H)
1)
V refers to vertical, H to horizontal surfaces.

Appendix B: Ventilation
B1. Basics sioning of the ventilation for flowing traffic generally

must be adjusted to the forecast traffic figures in
The following specifications are based on average general, while the maximum average hourly values
values of the traffic composition or the respective are decisive. In cases in which frequent stagnant
vehicle category (car (petrol), car (diesel), HGV). traffic or traffic jams must be expected, the maximum
possible traffic volume according to Table 6 must be
B1.1 Basic values used in consideration of the driving speed of the
In order to determine the fresh air demand, the basic HGVs.
values according to Table 16 can be used. Between
the years 2000, 2005, 2010, 2015 and 2020 it is B1.4 Limit speed of the HGVs
necessary to interpolate linearly. From the year 2020, The driving speed must be determined by the
the basic values remain unchanged according to correlation VF = Vlimit or VF = 1.1 * Vperm. Here, the
today's regulation status. smaller value is decisive. Vlimit is provided by the
values in Table 17.
The basic values refer to the emissions at sea level
at an average speed of 60 km/h. They depend on the For values between the specified tendencies, it is
vehicle weight, motor construction, age and necessary to interpolate linearly.
maintenance condition of the vehicle. Thus, only an
average value of the vehicle group can be used. B1.5 Proportion of cars with diesel engine
For the composition of the vehicle pool, the
B1.2 Calculation parameters of the air quality in
proportion of cars with diesel engines of the total
road tunnels
number of cars is important. When dimensioning the
The amount of additional fresh air that must be ventilation, project-related data for the composition of
introduced into the tunnel in standard operation is traffic must be used if possible. If no detailed data is
calculated for a given traffic situation from the vehicle available, a proportion of the diesel vehicles of 20
emissions and the predefined assessment percent of the cars can be assumed.
concentrations of the determining contaminants
according to Table 7. The amount of contaminants in B1.6 Mass factor for HGVs
the tunnel air is determined with the guide gas The basic emission values of the HGVs apply for an
carbon monoxide CO and the visibility with the guide average weight of the heavy-goods vehicle traffic to be
substance diesel smoke. expected of 10 t. For heavier vehicles, a speed-related
mass factor must be considered. 75% of the weight limit
B1.3 Determining road accidents
for the tunnel stretch (Table 18) must be used as average
The calculation of the CO or haze emissions is HGV mass. For values between the specified masses, a
performed for every lane individually. The dimen- linear interpolation is required.
Table 16: Basic values of the CO emissions (qCO) and haze emissions (qτ) at a speed of 60 km/h at sea level
Year 2000 2005 2010 2015 2020

Medium CO Haze CO Haze CO Haze CO Haze CO Haze
3 2
m /h,veh m /h,veh m3/h,veh m2/h,veh m3/h,veh m2/h,veh m3/h,veh m2/h,veh m3/h,veh m2/h,veh
Car (petrol) 0.075 0 0.043 0 0.033 0 0.029 0 0.028 0
Car (diesel) 0.014 20.6 0.010 13.9 0.009 9.53 0.009 7.30 0.008 6.49
HGV (10 t) 0.063 71.1 0.037 36.3 0.024 16.9 0.019 8.88 0.018 6.91
Table 17: Limit speed of HGVs for uphill and downhill grades
Inclination I [%] -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6
vlimit [km/h] 49 63 74 83 87 86 85 78 72 63 53 46 39
Table 18: Mass factor fM of the HGVs
Speed vF [km/h]
Average HGV mass
0 40 60 70 80 90
10 t 1.0 1.0 1.0 1.0 1.0 1.0
20 t 1.8 1.8 1.6 1.6 1.6 1.5
30 t 2.5 2.5 2.3 2.1 2.0 1.9

while the following applies:
B1.7 Consideration of special conditions
Wind hitting a tunnel portal as well as thermally QZL = required amount of additional fresh air
caused density differences between the tunnel air per lane and kilometre [m3/s, km, lane]
and the surrounding air can have significant effects N = traffic density of the vehicles per
on the tunnel ventilation. These effects thus must be kilometre and lane [veh/km, lane]
checked and, if necessary, considered when N = M/vf at flowing traffic with
dimensioning the tunnel ventilation. M = traffic volume [veh/h, lane]
- Wind pressure on the tunnel portals vf = average driving speed on lane [km/h]
In order to determine the wind pressure, the wind COperm = permitted CO concentration in ppm
speed and direction distribution generally measured according to table 7
at 10 m above ground is assumed. The basis for xHGV = proportion of HGVs [%]
dimensioning is the 95 percentile of the wind xD = proportion of cars with diesel engine of
component directed vertically to the tunnel portal. the cars in the relating year [%]
When determining the wind hitting the tunnel portal, qCO = basic value of CO emission [m3/h, veh]
the friction-related gradient of the wind speed as fiv = incline and speed factor [-]
well as the location of the portal in a recess, if fH = height factor [-]
applicable, must be taken into consideration. The fM = mass factor [-]
decisive wind pressure equals the resulting impact
pressure of the wind hitting the portal surface. B2.2 Influences by speed, inclination and height
- Effect of the natural lift and negative lift as well as The required motor power and the working point in
the thermal lift in the event of a fire the motor characteristics change at other driving
In tunnels with longitudinal slope, temperature conditions compared with the basic value condition.
differences can cause a lift or negative lift, which These influences differ according to vehicle and must
must be considered for planning the ventilation. The be determined as average values.
determining natural temperature differences
B2.2.1 Influence of speed and inclination
depend on the local conditions. The temperature
difference decisive in the event of fire refers to the Tables 19 to 21 show the influences with respect to
rated thermal power and the assumed expansion of the basic value for the driving conditions standstill
the fumes at the time of the blazing fire. (idling), stagnant driving with different average
speeds and fast driving. Intermediate values must be
B2. Carbon monoxide emissions interpolated linearly.
B2.1 Calculation procedure Table 19: Inclination and speed factor fiv [-] for CO of cars
with petrol engine
The amount of fresh air required per lane for meeting the
permitted CO concentration in the tunnel is calculated by Vf Inclination [%]
means of the following formula: [km/h] -6 -4 -2 0 2 4 6
N ⋅10 6 0 0.34 0.34 0.34 0.34 0.34 0.34 0.34
QZL = ⋅
3600 ⋅ CO perm 5 0.36 0.44 0.52 0.55 0.58 0.61 0.65
[ECO(car, petrol) + ECO(car, diesel) + ECO(HGV)] (10) 10 0.46 0.59 0.72 0.79 0.83 0.91 0.99
15 0.45 0.56 0.69 0.81 0.88 1.06 1.34
When calculating the CO emissions (ECO), 20 0.44 0.69 0.76 0.83 0.92 1.21 1.70
differentiations are made between cars with petrol or 25 0.43 0.74 0.81 0.85 0.97 1.41 2.06
diesel engines and HGVs. The calculation formula for
a lane is as follows: 30 0.42 0.79 0.91 0.87 1.01 1.61 2.42
40 0.42 0.85 1.00 0.94 1.15 1.87 2.91
ECO(car, petrol) =
50 0.38 0.80 1.01 0.98 1.36 2.03 3.18
⎛ ⎞ ⎛ x ⎞
⎜1 − HGV ⎟ ⋅ ⎜1 − D ⎟ ⋅ (qCO ⋅ f iv ⋅ f H )B
x
(11) 60 0.33 0.71 1.00 1.00 1.78 2.88 4.28
⎝ 100 ⎠ ⎝ 100 ⎠ 70 0.64 1.03 1.03 0.93 2.58 4.40 6.22
80 0.86 1.26 1.06 0.86 3.39 5.92 8.16
ECO(car, petrol) =
90 1.01 0.97 1.13 1.29 5.02 8.76 14.2
⎛ x HGV ⎞ ⎛ x ⎞
⎜1 − ⎟ ⋅ ⎜1 − D ⎟ ⋅ (qCO ⋅ f iv ⋅ f H )D (12) 100 1.09 0.83 1.35 1.88 7.66 12.2 20.4
⎝ 100 ⎠ ⎝ 100 ⎠ 110 1.11 0.84 1.74 2.64 11.3 19.8 34.2
120 1.19 1.05 2.69 4.33 18.1 27.3 48.1
ECO(HGV) =
⎛ x HGV ⎞
⎜1 − ⎟ ⋅ (qCO ⋅ f iv ⋅ f H ⋅ f M )HGV (13)
⎝ 100 ⎠

Table 20: Inclination and speed factor fiv [-] for CO of cars
B2.2.3 Concentrations
with diesel engine The permitted CO concentrations in Table 11 are
Vf Inclination [%] expressed in ppm. The following applies: 1 ppm = 1
[km/h] part per million = 1 cm3 exhaust per m3 air or 10-6 m3
-6 -4 -2 0 2 4 6 exhaust per 1 m3 air.
0 0.13 0.13 0.13 0.13 0.13 0.13 0.13
5 0.44 0.44 0.44 0.44 0.44 0.48 0.62 Outside air has an initial level of carbon monoxide.
10 0.46 0.46 0.46 0.46 0.46 0.50 0.64 For interurban tunnels, it can be up to 2 ppm, for
urban tunnels with high traffic volumes, it can be up
15 0.58 0.60 0.62 0.58 0.58 0.66 0.85 to 5 ppm and in disadvantageous cases up to 15
20 0.69 0.74 0.77 0.75 0.75 0.83 1.07 ppm CO.
25 0.80 0.88 0.93 0.88 0.88 0.99 1.28
If outside air is pumped into a second tube or an
30 0.92 1.02 1.08 1.00 1.00 1.15 1.49
additional-air construction directly next to a portal
40 0.95 1.18 1.21 1.05 1.06 1.40 1.64 with escaping tunnel air, significant ventilation shorts
50 0.94 1.16 1.23 1.05 1.13 1.46 1.69 can occur without the provision of certain measures.
60 0.95 1.12 1.18 1.00 1.19 1.44 1.75 A separating wall between neighbouring tunnel
portals can help here.
70 0.90 1.14 1.10 0.92 1.18 1.47 1.86
80 0.87 1.16 1.01 0.85 1.18 1.50 1.97 External air suction stations should be positioned
90 0.95 1.20 1.10 1.00 1.26 1.55 1.80 with sufficient distance to the air jet escaping from
100 1.08 1.24 1.21 1.17 1.36 1.65 1.55 the tunnel.
110 1.25 1.29 1.34 1.38 1.47 1.54 1.54
B3. Impairment of vision
120 1.49 1.40 1.53 1.68 1.48 1.47 1.53
B3.1 Definition of the impairment of vision
Table 21: Factor of inclination and speed fiv [-} for CO of HGVs
A eam of light is weakened when it passes through
Vf Inclination [%] clouded air, which can be recorded as follows:
[km/h] -6 -4 -2 0 2 4 6 E = Eo + e-K*L. (14)
0 0.37 0.37 0.37 0.37 0.37 0.37 0.37 where:
5 0.26 0.26 0.26 0.53 0.55 0.57 0.59 E = light flow after passage through clouded air
10 0.36 0.36 0.36 0.57 0.64 0.70 0.73 Eo = light flow before passage through clouded
15 0.45 0.46 0.46 0.60 0.72 0.84 0.87 air
20 0.55 0.56 0.56 0.64 0.81 0.97 1.02 K = extinction coefficient [l/m], measure for
25 0.65 0.65 0.67 0.68 0.90 1.11 1.16 clouding of vision
30 0.68 0.68 0.70 0.73 0.99 1.23 1.44 L = length of the penetrated layer [m].
40 0.66 0.70 0.75 0.83 1.15 1.44 1.64
B3.2 Calculation method
50 0.55 0.67 0.76 0.90 1.29 1.80 1.82
The calculation of the demand in air for thinning the
60 0.55 0.63 0.77 1.00 1.54 1.90 smoke is based on the clouding emitted by a diesel
70 0.55 0.62 0.78 1.11 1.72 2.01 engine. Due to the downward development of
80 0.74 0.83 1.23 1.84 emissions of motor soot, the emissions from tyre
abrasion and resuspension of particles must be
90 0.86 0.92 1.30 1.98 considered for calculating the clouding of vision in the
future. This must no longer be ignored. The demand
B2.2.2. Influence of height in air thins the clouding to the permitted level of
The factor for considering the height factor must be clouding K in the tunnel. The basic value of the
taken from Table 22. For values between the clouding emission in m2/h per vehicle is the product
specified heights, it is necessary to interpolate of the emitted amount of exhaust fumes in m3/h and
linearly. the level of clouding K in l/m.
Table 22: Influence of the height above sea level on the CO
emission
The calculation formulation for a lane for determining
the demand in additional fresh air for observing the
Height above 0 700 1000 2000 permitted air clouding is as follows:
sea level [m]
fH (car, petrol) 1.00 1.00 2.60 11.40
fH (car, diesel) 1.00 1.14 1.20 1.50
fH (HGV) 1.00 1.25 1.35 2.75

N between the specified heights must be interpolated
QZL = ⋅ linearly.
3600 ⋅ K perm
[ET(car, petrol) + ET(car, diesel) + ET(LKW)] (15) Table 23: Inclination and speed factor fiv [-] for the haze
emission of cars with diesel engines
with
Vf Inclination [%]
⎛ x ⎞ ⎛ x ⎞ [km/h] -6 -4 -2 0 2 4 6
ET(car, petrol) = ⎜1 − HGV ⎟ ⋅ ⎜1 − D ⎟ ⋅ q R ,car (16)
⎝ 100 ⎠ ⎝ 100 ⎠ 0 0.02 0.02 0.02 0.02 0.02 0.02 0.02
ET(car, diesel) = 5 0.20 0.20 0.20 0.20 0.21 0.27 0.41
⎛ x ⎞ ⎛ x ⎞ 10 0.21 0.21 0.21 0.21 0.23 0.26 0.55
⎜1 − HGV ⎟ ⋅ ⎜ D ⎟ ⋅ (qR, car + (qT * fiv * fH)D (17)
⎝ 100 ⎠ ⎝ 100 ⎠ 15 0.24 0.25 0.24 0.26 0.30 0.36 0.65
x 20 0.26 0.28 0.27 0.30 0.36 0.46 0.75
ET(HGV) = HGV ⋅ (qR + qT * fiv *fH * fM)LKW (18) 25 0.29 0.32 0.30 0.34 0.43 0.56 0.85
100
30 0.31 0.35 0.32 0.38 0.49 0.66 0.95
where the following applies: 40 0.39 0.45 0.42 0.51 0.67 0.92 1.36
QZL = required amount of additional air per lane 50 0.56 0.66 0.59 0.74 0.99 1.39 2.08
and kilometre [m3/s, km, lane] 60 0.66 0.78 0.76 1.00 1.31 1.53 2.31
N = traffic density of the vehicles per lane and 70 0.48 0.57 0.57 0.73 1.00 1.27 1.97
kilometre [veh/km, lane]
80 0.35 0.42 0.38 0.50 0.69 1.01 1.56
N = M/Vf, for flowing traffic with
90 0.61 0.74 0.67 0.88 1.24 1.83 2.85
M = traffic volume [veh/h, lane]
100 0.90 1.10 1.00 1.31 1.86 2.73 4.25
Vf = average speed on lane [km/h]
110 1.22 1.51 1.36 1.80 2.56 3.83 5.97
Kperm = permitted concentration of clouding [l/m]
120 1.59 1.98 1.78 2.37 3.39 4.93 7.68
according to Table 7
xHGV = proportion of HGVs [%]
Table 24: Inclination and speed factor fiv [-] for the haze
xD = proportion of cars with diesel engine of cars emission of HGVs
in respective year [%]
qT = basic value of the motor-related haze Vf Inclination [%]
emission per vehicle [m2/h, veh] [km/h] -6 -4 -2 0 2 4 6
qR = basic value of the haze emission due to tyre 0 0.33 0.33 0.33 0.33 0.33 0.33 0.33
abrasion and resuspension [m2/h, veh] 5 0.28 0.28 0.28 0.56 0.58 0.60 0.63
fiv = inclination and speed factor [-] 10 0.38 0.38 0.38 0.60 0.67 0.74 0.77
fH = height factor [-] 15 0.49 0.49 0.49 0.64 0.76 0.87 0.92
fM = mass factor [-]. 20 0.59 0.59 0.59 0.68 0.84 1.01 1.06
25 0.69 0.69 0.70 0.72 0.93 1.14 1.21
B3.3 Influence due to speed, inclination and
height 30 0.73 0.72 0.74 0.77 1.02 1.27 1.48
The haze emission for other operating conditions of 40 0.73 0.76 0.79 0.84 1.17 1.45 1.65
diesel engines than in the basic case is acquired with 50 0.76 0.74 0.80 0.90 1.30 1.81 1.80
the help of tests with correction factors. Here, a 60 0.85 0.78 0.84 1.00 1.55 1.97
differentiation is made between cars with diesel
70 0.94 0.83 0.90 1.12 1.72 2.12
engines and HGVs. The haze emission at the
exhaust pipe of the cars with petrol engine can be 80 0.91 0.95 1.22 1.85
ignored. 90 0.99 1.01 1.29 1.98
B3.3.1 Influence of speed and inclination
From tables 23 and 24, the influences with respect to Table 25: Influence of height above sea level on the haze
emission
the basic value can be seen for the driving conditions
standstill (idling), stagnant driving with different Height above sea level [m] 0 1000 2000
average speeds and fast driving. Intermediate values fH (car, diesel) 1.00 1.00 1.25
must be interpolated linearly. fH (HGV) 1.00 1.12 1.69
B3.3.2 Influence of heights
Table 25 shows the increased production of smoke
with increasing height above sea level. Values

B3.4 Tyre abrasion and resuspension The values remain constant over time. The emissions
The sum of the haze emission from tyre abrasion and from abrasion are the same for cars with petrol and diesel
resuspension depends on the speed (Table 26). engines. Values between the specified speeds must be
interpolated linearly.
2
Table 26: Haze emission qR from tyre abrasion in [m /h] per vehicle
VF 0 5 10 15 20 30 40 50 60 70 80 90 100 110 120

[km/h]
qR,car 0.5 0.51 0.53 0.56 0.61 0.75 0.95 1.2 1.5 1.9 2.3 2.8 3.3 3.9 4.5
[m2/h]
qR,HGV 4.0 4.0 4.1 4.3 4.5 5.1 6.0 7.1 8.5 10 12 14
[m2/h]
Appendix C: Traffic-related devices
C1. Types of control C2. Traffic-related control procedures

The following applies in principal for selecting the The chronological procedure of the switching of
types of control: provided signal and closure devices must be
arranged carefully. This particularly applies for traffic-
a) Measures that must be taken directly for influencing measures and their termination other than
preventing dangerous situations (e.g. stopping those used for standard operation.
traffic in the event of a fire) must be initiated
automatically. The measures must be stopped Closure of a direction of traffic (for basic
manually. The switching authority for these control equipment)
measures must lie with the CCT. The control of As an example for all variants of equipment, the
the tunnel closure system must occur immediately control procedure of a tunnel closure is displayed and
(if possible, in real time). illustrated for basic equipment (Figure 27).
b) Measures for influencing the traffic flow in case of
high traffic loads (e.g. speed limits, warning of Step 1: Announcement of the closure by yellow
traffic jams, possibly, inflow control at flashing on the static sign 131 StVO (light
neighbouring junctions) can be processed in a signal system) for the entire duration of the
fully automatic way. closure: Switching of the VMS indicating the
tunnel closure (e.g. Z 250/267 StVO)
c) Measures for protecting traffic and staff during
Switching of the VMS A to vperm = 60 km/H (Z
maintenance work (lane closures etc.) must
274-56 StVO)
always be (remotely) switched semi-automatically.
Step 2: 5s permanent yellow illumination of the VLS
d) Measures for influencing the traffic flow for
at the tunnel portal
incidents that cannot be detected automatically,
such as accidents and broken-down vehicles, are Step 3: Red illumination of the VLS at the tunnel
switched semi-automatically. For the user, portal
operating aids (special programmes) for Step 4: If necessary, setup of the barriers after prior
signalising partial closures under consideration of plausibility check via video (only automatic in
the current operating condition must be provided case of fire).
to enable fast reactions.
For closures as a result of a fire, step 2 is omitted.
In emergency cases, the switching commands of the Steps 3 and 4 immediately begin with step 1.
CCT have the highest priority. In all other cases, the
priority sequence according to the RWWA, Section
3.1 [26] must be observed for the TCS.

STEP 4
Figure 27: Tunnel closure for basic equipment – System draft control procedure for one-way traffic (can be transferred to
two-way traffic analogously)

Appendix D: Control devices
D1. Basic function against the escape direction (horizontal angle 0° +-

5° as well as vertical angle each 10° +- 5°).
The light intensity I of a luminescent marking element
in standard operation must achieve the minimum D3. Other requirements
values according to Figure 28. The maximum light
intensity Imax of a luminescent marking element must The height of a luminescent marking element above
not exceed 100 cd. The horizontal angle 0° describes the surrounding emergency footpath surface or kerb
the direction from which the vehicle drivers approach. surface must be 30 mm at the most. The colour of
the body of the marking element is white. The
D2. Additional function certification of light-related characteristics is provided
by tests performed by the Federal Highway Research
In the operation for supporting the orientation lighting, Institute (BaSt) or acknowledged authorities with the
the light intensity I of a luminescent marking element granting of a test certificate.
must at least come to 15 cd (see Figure 29) in and
Figure 28: Minimum light intensities I (in cd) for luminescent marking elements (standard operation according to D1)
Figure 29: Minimum light intensities I (in cd) for luminescent marking elements (additional function according to D2)

Appendix E: Operation
E1. Plausibility indicated as such in the data management and must

not be used to determine further historical data.
Plausibility checks are performed in several steps:
- local plausibility Two methods can be used to use historical data for
- global plausibility. checking the plausibility:
- data comparison for all sensors of one type at
Local plausibility fixed points in time on typical time curves
The checking of the local plausibility is performed on (according to Figure 30)
the central computer of the central control technology - data comparison for individual sensors on typical
unit with the help of the measured values of all other daily development curves.
control units (e.g. traffic data, data of the CO/SI
measurement, fire detection lines, smoke detection
via vision clouding measuring systems or image In the following, the comparison of the visibility range
evaluation) and by comparisons with historical data. values by means of historical data is displayed
exemplarily.
As an example, the testing procedure is presented in
the following for object group 3 (ventilation). In Figure 30, a current measuring value curve and
two historical curves are displayed. The lower
CO/SI measurement: historical value curve stems from the 15-minute
The CO and SI measuring values in the tunnel are interval prior to acquiring the measuring values, the
required for the control and regulation of the tunnel second historical curve, in contrast, represents the
ventilation. The CO/SI measuring values with respect measuring values of the following 15-minute interval
to a certain driving speed and traffic density are the (e.g. measuring values of 3:41 p.m. on a normal
basis. working day, historical value curves of 3:30 or 3:45
on typical comparable days). Eight visibility range
It must be possible to change all formulas and measuring stations are displayed on the x axis, while
parameters provided for the calculation method at the measuring values as they were transferred from
any time via a standardised parameterisation the individual measuring device to the control
procedure (ASCII or CSV file). technology unit are specified in mA on the y axis (4
mA corresponds to a K value of 0.0 and 20 mA
Due to the global plausibility checks, the central corresponds to a K value of 0.239 [tunnel closure]).
computer can control the switching criteria of the
control units. For this, the required interfaces to the Figure 31 shows a deviating measuring value with
super-ordinate command level must be provided in respect to measuring point S3. The measuring value
the control units. strongly deviating upwards is not detected during the
local plausibility check. Possible causes for such a
Non-available or locally implausible measuring measuring value deviation can be the following:
values are supplemented by replacement values a. traffic jam in the area of the measuring point
from historical data so that a data set each as b. burning vehicle
complete as possible is provided for the current
c. faulty measuring value.
control decisions. Replacement values must be
Figure 30: Comparison of current values with historical data of visibility range measurements at different measuring locations -
Example 1: Normal measuring value course

Figure 31: Comparison of current values with historical data of visibility range measurements at different measuring locations –
Example 2: Deviating measuring value course
The events a, b and c have the following effects on that are recorded on a normal day of the week. The
the control: procedure is based on the fact that there are
- Check as to whether a possibly provided traffic jam comparable traffic situations on comparable days,
programme has already been activated. which then lead to comparable measurement values.
By means of a continuous updating of the average
- Suppressing of a ventilation programme possibly
measuring values with new historical data, a
controlled by the local control until determination as
continuously changing traffic situation is also
to whether there is a fire or not.
considered.
- Activation of the camera assigned to the respective
location if this has not occurred automatically as a Figure 32 shows an example for the measurement of
result of smoke detection. visibility impairment at a sensor. The current
- Acoustic alarming in the staffed control centre. measuring values and the comparable measuring
- In case of smoke detection, the ventilation system is values (average measuring values from historical
overridden by the super-ordinate control with the data) are displayed.
corresponding fire programme.
Fire detection
- If there neither is an event of fire or a traffic jam, the For all automatic function procedures in the event of
value must be classified as a faulty measurement fire (tunnel closure, fire ventilation, etc.), secure and
and overwritten with an appropriate replacement fast fire detection is of great importance. As an
value. A ventilation or closure programme triggered addition to the classic fire detection systems, the
by the increased measuring value is suppressed by following test and replacement value procedures
the super-ordinate control. must be used:
For the second measure, the current measuring
values of a sensor are compared with the average a) Vehicle at standstill
values acquired in comparable situations. For If a stationary vehicle is detected in the tunnel, the
instance, average measuring values for working days corresponding video image must be activated.
outside the holidays (whereas a more detailed
differentiation is possible) are taken and then
compared, for example, with the measuring values
Figure 32: Comparison of a day curve of current visibility impairment measuring values with historical data

b) Visibility measurement: The messages include all binary data points, that
The measuring values of the visibility and CO means all pieces of information that can only take
systems are normally used to control and adjust two statuses (on/off, malfunctioning/functioning,
the tunnel ventilation system. smaller/greater, alarm/no alarm, etc.). Messages can
be switched in the form or digital inputs to the control
By monitoring the SI limit gradients of all measuring unit (e.g. emergency call door opened) or be
points in the tunnel, fast changes in the visibility generated as the result of programme-internal
conditions can be detected and used to trigger the calculations (e.g. CO value > alarm limit value). In
fire programmes in combination with aspect a). If the some control units, however, the messages are also
video cameras are equipped with image evaluation, read in via serial interfaces. Fire detection systems or
the thus obtained results can be included in the video crossbars are examples for this.
control.
For internal data exchange between all control units,
E2. Data point types the messages take the highest priority. The
properties of the messages include:
In general, the measuring point values are switched
to the control units in the form of analogous signals - time stamp
(e.g. 4 to 20 mA). Diverse "intelligent" measuring - message information (on/off, malfunctioning/
devices provide the values via a serial interface, functioning).
which must be processed by the control units. The Messages generally should be transmitted event-
measuring values include, for example, the CO and driven, i.e. the control unit in which the message is
SI values, luminance values, voltages, currents, generated sends the message with the time stamp to
speeds, etc. the respective communication partner.
All measuring values have certain characteristics in The target values include all analogous information
common. The most important characteristics include: points, which are sent from the control level to the
- measuring range (e.g. 0…300 ppm for CO value) control units. Generally, the target values are used to
- bit resolution (e.g. =…4095 bit) parameterise the control units.
- measuring value status (ok, deviating). Via the commands, all aggregates of the installed
Measuring values can have various different technology are addressed (ventilation, lighting, etc.).
functions. For instance, a voltage value generally
only is displayed at the control station and stored in With the description of the previously named data
the database at certain points in time. In contrast, a point types it already is possible to clearly determine
visibility impairment value is required for different the term data point. A data point is always
programme functions (ventilation control, traffic characterised by a certain data point type. For
control, global plausibility checks). instance, a tunnel ventilator with 1 error message, 2
operating messages (counter-clockwise/clockwise
From a programme-related point of view, the “data rotation), 1 arcing contact and 2 switching commands
point” visibility impairment value is read in and consists of 4 message and 2 command data points.
processed in the control unit "ventilation" and
provided to the ventilation programme as a E3. Data point list
parameter input as well as to other control units for
further processing. In the data point list, all data objects are summarised
with their properties and functions. The numbering of
From an information-related point of view, the the data objects must be unique within an object
counted measurands are similar to the measuring group. Every data object can consist of several
values regarding their character. The essential individual objects (e.g. CO value 1..n). The number of
difference is the type of processing in the control the individual values depends on the system and
units. Mostly, no analogous signals but impulse must be defined within the data point list.
inputs or other events are processed or counted and
summed up. Counted measurands are generally At the data interface between all components of the
required for statistical purposes. For example, this control technology unit (control units, central
includes all counted energy measurands and computer, database computer, control station, control
operating time recordings. centre), the same object structures are used.
The counted measurands have the following The layout of the data point list is composed in Table
properties: 27:
- counting range (e.g. 0…30000 or consecutive)
- counting direction (upwards/downwards)

Table 27: Layout of the data point list
Data point function:
The data point function is described with series of
Column Description Example figures. The data point function includes:
1 Consecutive data 1..ff
point number - 1 display
2 Object group 3 (= ventilation) - 2 logging
3 Object sub-group 2 (= SI value) - 3 storage
4 Object index 4 (= SI value 4)
(individual device) - 4 transmission
5 Location e.g. SC1, SC2, TCC - 5 triggering of an automatic function
6 Data point type MV (= measuring - 6 status message(s)
value)
7 Data point function e.g. 1-2-3-4-5-6-7 - 7 status messages manual operation.
Explanations on the layout of the data point list on From the data point list described in Table 27, the
the example of object group 3 "ventilation": layout of control unit 3 displayed in Figure 33 results.
Object group: All automatic functions or programmes that result

Key according to Section 8.2.1.3 (here: 3 = from the sum of all data points or the exceeding of
ventilation) (see also Figure 25: Object group limit values to be specified must be described in
“ventilation”). addition in an Appendix to the data points list.
Object sub-group: In particular, those data points that have effects on

e.g. 1 = CO; 2 = visibility impairment; 3 = flow speed, other object groups must be displayed as individual
4 = NOX value; 5 = switching system; 6 = reserve data points in the respective object groups under
within object group (3) = ventilation. consideration of the logical connection, while there
are defined interfaces between the respective object
Object index: groups. The index to the respective automatic
Individual devices within the respective object sub- function(s) is entered in the data point list.
group (e.g. 1 = CO measuring device no. 1; 2 = CO
measuring device no. 2, etc. or 1 = visibility Example: The measurement of a CO concentration >
impairment device no. 1; 2 = visibility impairment 250 ppm triggers the closure of the tunnel (object
device no. 2; indexes accordingly for flow speed, fog group 2: traffic systems) aside a suitable ventilation
and NOX measuring devices). programme (object group 3: ventilation).
Locations: Other object groups must be displayed analogously

Locations at which the data point occurs or is provided to this example in the data points list.
physically (e.g. object group, object sub-group,
individual device/index as well as in provided sub- The detailed individual representation of data points
centres SC1…SCn, TCC, etc.). under consideration of branchings and logical
switching depths is executed according to Section
Data point type: 8.2.1.3.
Types according to Section 8.2.1.3.
Figure 33: Layout of control unit 3 (see Figure 25)

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50. Deutsches Institut für Normung e.V. (DIN): DIN Störfallverordnung StFV”, August 2001. Bern
483: Bordsteine aus Beton, Oktober 2005, Berlin 2001
2005
Appendix A
Section 7 56. Forschungsgesellschaft für Straßen- und
51. Deutsches Institut für Normung e. V. Verkehrswesen (FGSV): Richtlinien für die
(DIN)/Verband der Elektrotechnik, Elektronik und Anlage von Straßen (RAS), Teil: Linienführung
Informationstechnik e. V. (VDE): DIN EN (RAS-L), Ausgabe 1995, Berichtigter Nachdruck
60298/VDE 0670-6: Metallgekapselte 1999. Köln 1999 (FGSV 296)
Wechselstrom-Schaltanlagen für 57. Lichttechnische Gesellschaft (LiTG): Methoden
Bemessungsspannungen über 1 kV bis zur Bewertung und Messung der Blendung in der
einschließlich 52 kV., Mai 1998. Straßenbeleuchtung. Karlsruhe 1981
Berlin, Offenbach 1998
58. Deutsches Institut für Normung e. V. (DIN)
Section 9 67524-1: Beleuchtung von Straßentunnels und
52. Verordnung über die innerstaatliche und Unterführungen, Berlin 1987
grenzüberschreitende Beförderung gefährlicher 59. Deutsches Institut für Normung e. V. (DIN): DIN
Güter auf der Straße und mit Eisenbahnen 67524-2: Beleuchtung von Straßentunnels und
(Gefahrgutverordnung Straße und Eisenbahn Unterführungen, Berechnung und Messung.
(GGVSE) vom 11.12.2001: In Bundesgesetzblatt Berlin 1992
Teil I, Nr. 6, S. 3529
53. Europäische Übereinkommen über die
Beförderung gefährlicher Güter auf der Straße
(ADR: Accord européen relative au transport
international des merchandises dangereuses par
Route)


RABT 2006 Edition Road Tunnel Safety Regulations

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RABT 2006 Edition Road Tunnel Safety Regulations

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ROAD AND TRANSPORTATION RESEARCH ASSOCIATION

WORKING GROUP TRAFFIC ROUTING AND ROAD SAFETY

Reproduced with permission of the Road and Transportation Research Association

General circular road construction no. 10/2006

Chief road construction authorities of the states

Chief state authorities for road traffic regulations

For the information of:

Re: Operational equipment of road tunnels

Ref: Operational equipment of road tunnels

- the institutions of the EC tunnel directive:

B. In addition, I would like to point out the following:

3. The administrative authorities must evaluate the

C. Furthermore, the following must be considered when implementing the regulations:

Specification of the administrative authorities

each with the following specifications:

Reproduced with permission of the Road and Transportation Research Association

Head: Prof. Dr.-Ing. Wolfgang Baltzer, Heidelberg

Staff members: Dr.-Ing. Friedhelm Blennemann, Cologne

Section 2.4 of the RABTs 2003 was adopted as Section 5

Dipl.-Ing. Thomas Gerlach, Aachen

Circulation only with prior consent of 2

1. ORGANISATION AND OPERATION ......................................................................................................................8

2. TRAFFIC AREA TUNNEL......................................................................................................................................11

Circulation only with prior consent of 3

5. TRAFFIC-RELATED DEVICES .............................................................................................................................27

Circulation only with prior consent of 4

6. SAFETY DEVICES FOR THE TRAFFIC ...............................................................................................................35

7. CENTRAL SYSTEMS ............................................................................................................................................43

Circulation only with prior consent of 5

9. TRANSPORTATION OF HAZARDOUS GOODS AND COMPARABLE GOODS ...............................................51

APPENDIX A: LIGHTING ..........................................................................................................................................52

APPENDIX C: TRAFFIC-RELATED DEVICES .........................................................................................................59

APPENDIX D: CONTROL DEVICES .........................................................................................................................61

APPENDIX E: OPERATION ......................................................................................................................................62

Circulation only with prior consent of 6

Circulation only with prior consent of 7

1. Organisation and operation

Circulation only with prior consent of 8

Circulation only with prior consent of 9

2. Traffic area tunnel

Circulation only with prior consent of 11

Figure 1: Standard cross sections in the tunnel

Circulation only with prior consent of 12

Figure 2: Boundary of the unobstructed area in tunnels (standard solution)

Circulation only with prior consent of 13

Circulation only with prior consent of 14

Circulation only with prior consent of 16

k values for the threshold zone

Circulation only with prior consent of 17

3.2.2 Lighting at night time

Circulation only with prior consent of 18

Circulation only with prior consent of 19

4.1 Requirements The following sections contain specifications for this.

Circulation only with prior consent of 21

Circulation only with prior consent of 22

Circulation only with prior consent of 23

For unidirectional smoke expulsion in situations with 4.4.2 Immission examinations

Circulation only with prior consent of 24

4.5.1.2 Mechanical longitudinal ventilation The longitudinal ventilation is regulated by changing

Figure 7: Longitudinal ventilation with spot ventilators

Circulation only with prior consent of 25

The fresh air openings are located close to the road

The volume flows in the tunnel ventilation are