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17. ročník - č. 4/2008PRIEMER RAZENIAEXCAVATED DIAMETERd = 11,24mVONKAJŠÍ PRIEMER SEGMENTOVOUTER DIAMETER OFSEGMENTSd = 10,94mRazenie východne a západne od Passage Bahnhofstrasse by bolomožné. Avšak razenie popod Passage Bahnhofstrasse je kvôli chýbajúcemunadložiu nerealizovateľné, ako ukazuje obrázok 8. Z toho rezultovalametóda razenia pod zastropením.DOKUMENTÁCIA PRE STAVEBNÉ POVOLENIEA DOKUMENTÁCIA PRE PONUKUŽELEZOBETÓNOVÉ SEGMENTYREINFORCED CONCRETE SEGMENTSVNÚTORNÉ OSTENIEINNER LININGObr. 10 Vzorový priečny rez dvojplášťového ostenia v skalnej hornine (Zdroj: IG Zalo)Fig. 10 Typical cross section through the double-shell lining in hard rock(Source: IG Zalo)TBM-razenie v skalnej hornineNa 4,3 km dlhom úseku skalnej horniny tunela Weinberg bude pretonavrhnuté TBM-razenie. Bežný tunelový profil je koncepčne navrhnutýpodobne ako u tunelu Zürich–Thalwil (Zimmerberg-Basistunnel), vykazujeale o čosi menší, 11,3 m priemer.the Zürich – Thalwil tunnel (Zimmerberg - Basistunnel); the Weinbergtunnel diameter is slightly smaller (11.3m).TBM driving through loose groundHPBS drivingThe TBM driving will be interrupted at the end of the hard rock sectionto allow the conversion of the TBM to the mode allowing the operationin loose rock. The conversion of the TBM to a hydroshield willbe carried out underground, at the transition of the molasses into themoraine.Considering the fact that the tunnel bottom is found at the depth upto 25m under the natural water table level, the requirements imposedon the HPBS driving and the related segmental lining will be extremelyexacting. During the construction, the segmental lining must bein such a condition in which it is capable of independently carrying therelevant hydraulic pressure. The sealing between segments must withstandhydraulic pressures up to 2.5 bar. It means that a relatively moreexpensive system of segments must be used within the tunnel sectionpassing through the loose ground. The manufacturing and assemblytolerances are, therefore, much tighter. The lining consists of twoshells, with an intermediate waterproofing system.The Limmat River crossing / The station embankmentIt is necessary to prevent leakages (of slurry during the hydroshieldoperations) under the Limmat River or the station embankment andcave-ins and inadmissible settlement in the station embankment area.Various auxiliary measures must be implemented to allow the passageof the HPBS:- Installation of a canopy of large-diameter pre-support tubes fromthe station embankment to the Limmat River (to be installed stepwisefrom the southern bay shaft)- stabilisation of the end block before the TBM breakthrough to thesouthern bay shaftThe results of the completed additional surveys focused on theLimmat River or the occurrence of boulders proved that no boulderswill be in all probability encountered which would have the sizes ofthe boulders which were encountered at the crossing under the LimmatRiver during the S-Bahn construction in the 1980s. The final designassumed that it was impossible to install the canopy tube pre-supportthrough sheetpile cofferdams. For that reason, a building permit forŠACHTA JUŽNÝTRAKTSOUTHERN BAYSHAFTRAZENIE HYDROŠTÍTOMHYDROSHIELD DRIVINGRAZENIE V SKALEHARD ROCKDRIVINGINJEKTÁŽ CIEĽOVEHO BLOKUEND BLOCK GROUTINGVEĽKO PRIEMEROVÝ DÁŽDNIKLARGE-DIAMETER UMBRELLAŠTRKGRAVELJEZERNÉ USADENINYLACUSTRINE DEPOSITSMORÉNAMORAINEMOLASAMOLASSERAZENIE HYDROŠTÍTOM – HYDROSHIELD DRIVINGRAZENIE V SKALEHARD ROCK DRIVINGObr. 11 Pomocné stavebné konštrukcie v úseku s rozvoľnenou horninou (Zdroj: IG Zalo)Fig. 11 Auxiliary structures in the stretch passing through loose ground (Source: IG Zalo)41

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