Civil Engineering Reference
In-Depth Information
attached to the lining were used. The layer was thick enough when these
pegs were no longer visible. During a testing period, it was checked on a
daily basis whether the cladding was well attached.
Simplification of the logistics with respect to manual application
The use of spray mortar turned out to be more attractive economically than
attaching sheeting. In addition, the spray mortar could be applied directly onto
the lining in contrast to the sheeting and this subsequently made possible a
simplification of the logistical process with respect to the manual applica-
tion of a fire-resistant layer.
'Train' only 35 metres long
The robot together with the water supply, concrete pumps, mixing machine
and feed tanks formed a travelling system, approximately 35 metres long. One
person was required to operate the controls and four people to fill it up.
A consequence of applying the heat-resistant cladding earlier than originally
planned was that the total area of the lining could not be treated in one go:
part of the tunnel tube was still covered with all sorts of tubes and pipes
(air supply, 10 kV cable for power supplies, bentonite and water pipes, and
suchlike). Only after the boring process had been completed and all the pipes
and tubes had been removed was it possible to finish this job.
Further fitting out and asphalting
The fitting out in a 'limited' sense - fitting the installations such as ventilators,
emergency posts, lighting, surveillance cameras, road signs and suchlike -
started after the boring process had been finished. This was not possible any
earlier because access platforms had to be deployed regularly to carry out
work at the top of the tunnel, which could not be combined with the boring
process. After the boring machines had reached the receiving shaft, the whole
track was removed from the tunnel tube as quickly as possible. From that
moment, road transport was used which made it possible to operate in the
tunnel in a more flexible way and therefore with more logistical freedom.
Fig. 14.15
The track is removed
from the tunnel
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