修建城际地下铁路隧道存在的步距问题与相关建议
Comments on Distance between Primary Support/Secondary Lining and Working Face of Inter-city Underground Railway Tunnels
聂振宇1
作者信息
- 1. 中交集团第一公路工程局厦门工程有限公司，广东东莞 523400
- 折叠
摘要
以莞惠城际轨道交通工程松山湖隧道施工为例，通过对隧道各工序作业时间分析、隧道设计与施工类比和施工模型图说明，认为铁建设[2010]120号文在修建城际地下铁路隧道方面尚存在一定的适应性和可操作性的问题，并提出以下建议：1）Ⅵ级围岩隧道，初期支护封闭成环位置距离掌子面由原35 m调整为50 m，二次衬砌距离掌子面由原70 m调整为85 m（除文中所述几种特殊情况外）；2）Ⅴ级围岩隧道，初期支护封闭成环位置距离掌子面由原35 m调整为55 m，二次衬砌距离掌子面由原70 m调整为90 m；3）Ⅳ级围岩隧道，初期支护封闭成环位置距离掌子面由原35 m调整为65 m，二次衬砌距离掌子面由原90 m调整为120 m。
Abstract
In this article,the construction cycle time and construction model of Songshanhu tunnel on Dongguan-Huizhou inter-city railway are analyzed,and comparison and contrast is made between national railway tunnels and inter-city railway tunnel.It is believed that the requirements specified in Tiejianshe No.[2010]120 are not applicable to the construction of inter-city railway tunnels.Proposals made are follows:1 )For inter-city railway tunnels in Grade Ⅵsurrounding rock,the distance between the primary support and the working face should be optimized from 35 m to 50 m,and the distance between the secondary lining and the working face should be optimized form 70 m to 85 m;2)For tunnels in Grade Ⅴ surrounding rock,the distance between the primary support and the working face should be optimized from 35 m to 55 m,and the distance between the secondary lining and the working face should be optimized form 70 m to 90 m;3 )For tunnel in Grade Ⅳ surrounding rock,the distance between the primary support and the working face should be optimized from 35 m to 65 m,and the distance between the secondary lining and the working face should be optimized from 90 m to 120 m.
关键词
城际地下铁路隧道/围岩等级/施工步距/隧道断面Key words
inter-city underground railway tunnel/grade of surrounding rock/distance between primary support/secondary lining and working face/tunnel cross-section引用本文复制引用
出版年
2014
NETL
NSTL
维普
万方数据