Newsletter 高速鐵路簡訊 . 交通部高速鐵路工程局
機場捷運CE01D標山岳隧道施工監測簡介 Introduction to Tunnel Construction and Supervision of TIAA MRT CE01D Tender
山岳隧道施工。

機場捷運山岳隧道段位於泰山貴和站(A6)至體育大學站(A7)之間,上行線長約713.7公尺,下行線長約698.5公尺,直徑約6.2公尺之雙孔山岳隧道,全線岩層為林口礫石層。
本隧道工程採新奧工法(NATM)施工,故精確的監測乃不可或缺之管理工具。本工程之計測儀器須於隧道開挖後12小時內安裝完成,並以儘量靠近開挖面為原則,主計測儀安裝於地質變化較大或出水量較多之斷面,或是比較特別區段,如聯絡通道、穿越青山路下方路段等;副計測儀則每隔約20公尺安裝一處,或是地質變化處隨即安裝。
伸縮儀與收斂釘量測之警戒值均為30mm、行動值均為40mm,本工程施工期間之最高量測值分別發生於99年3月之上行線及99年5月之下行線,累積最大伸張量均僅3.0mm,皆在合理安全管制值內。隧道內收斂釘、沉陷釘為同一性質監測裝置,於99年4月上行線最大沉陷變形量為4mm,下行線最大沉陷變形量為10mm,皆在警戒值範圍內。由收斂歷時變化曲線圖得知礫石岩盤之穩定性非常高,表示此岩盤膠結性非常良好。
此外,隧道外青山路上監測作業,其範圍自隧道中心由下往上以45度向外傳遞均佈力量,所影響範圍水平距離約15公尺。分別於上、下行線青山路上裝設各30個沉陷觀測釘,各沉陷觀測釘距離5公尺,配合其下方隧道內之2組副計測儀,加強隧道開挖經過青山路段之施工監測。邊坡上裝設3支土中傾度管及1支水位觀測井,以為現場施工參考及研判邊坡之安全性。
本山岳隧道工程在施工團隊全力趲趕、精確監測下,施工過程均在控制範圍內逐步展開,並較預定期限提早6個月完成,順利交付機電廠商進場施做後續工程。

The TIAA MRT mountain tunnel section is located between Taishan Guihe Station (A6) and National Taiwan Sports University Station (A7) with lengths of northbound lane at 713.7m and southbound lane at 698.5m. The tunnel is a twin-bore tunnel with diameter of 6.2m cutting across Linkou gravel formation.
The tunnel construction adopted the New Australian Tunnel Method (NATM) and applied accurate supervision tools. The tunnel measuring devices must be installed within 12 hours from excavation and should be installed as near the excavation interface as possible. The primary measurement device should be installed at the profile where geological change or water discharge is most significant, or the special sections such as access roads, the intersecting section under Chingshan Road, etc. The secondary measurement devices should be installed every 20 meters or at every geological changing area.
The alert level and action limit of both expansion devices and convergence bolt measurement is 30mm and 40mm. During the construction period, the maximum measurement was recorded at the northbound lane in March 2010 and the southbound lane in May 2010. The accumulated maximum expansion values are both 3.0mm which is within the safety boundaries. The convergent bolts and settlement bolts in the tunnel were measured by the same device in which the maximum settlement of northbound lane is recorded at 4mm and southbound lane at 10mm in April 2010. Both measurements are also within safety limit. Summarizing from the convergence-time curve diagram, the gravel formation showed high stability and displayed high cementing quality.
On the other hand, the supervision range on Chingshan Road includes a 45 degrees angle outward ranging from the tunnel center which influences a 15-meter distance horizontally. To strengthen the construction supervision at the intersection of the tunnel and Chingshan road, monitoring settlement bolts were installed in coordination with the two sets of secondary measuring devices in the tunnel. Respectively on the northbound and southbound lanes of Chingshan Road, 30 monitoring settlement bolts were installed every 5 meters. In addition, 3 SISs and 1 observation well (OW) were installed on the slope for safety indication.
Under full speed and effort of the construction team and accurate supervision throughout the tunnel construction period, the entire process conformed to regulations and the construction was finished 6 months earlier than the original scheduled deadline. The construction was successfully handed over to the E&M contractor for subsequent work.

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