Civil Engineering Reference
In-Depth Information
construction of the lining, trains constantly travelled backwards and for-
wards, supplying the segments for building the lining and grout for inject-
ing the tail void. Furthermore all the pipes had to be extended every 12
metres.The greater the progress that the tunnel boring machines made, the
greater the transport needed for building the tunnel. In addition, the ever
increasing length of the tunnel resulted in greater and more complex logis-
tical effort. At a planned average speed of 6 rings a day (12 metres), the boring
machine 'asked for' 42 segments and 6 keystones every 24 hours; if the seg-
ments and other materials required for the construction of the lining (grout
for example) were not available in time, the boring process would stop.
Fig. 14.1
Train in the tunnel
under the platform
carriages
Construction of cable gallery and building the roadbed
Immediately behind the second trailer which was pulled along by the tunnel
boring machine, the civil fitting out of the tunnel was started: installation of
cable gallery elements, laying drainage pipes surrounded by drainage
gravel, installing a geotextile and creating a stable roadbed with a backfill of
sand-cement.
These activities took place under the platform carriages, where travelling
cranes were mounted behind the trailers of the TBM.
Cable gallery
The cable gallery consists of prefabricated elements which were brought
right up to the rear of the tunnel boring machine by train.
Each of the cable gallery elements is 2 metres wide and weighs approximately
10 tons. A travelling crane, which was mounted under the platform carriages,
unloaded the elements and lifted them to the assembly position. Here they
were first placed on rubber disks which made it possible to adjust the height
of the elements to get a good connection with the part of the cable gallery
already in position. Then the space under the cable gallery was filled with
casting mortar.
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