【正文】 為了減小保護層的厚度和重量，我們將 Coreloc? 材料應(yīng)用于隧道最易受影響的部分（位于 Gaduk 到一側(cè)的最初的三個節(jié)段）。 在隧道的兩頭，既有島嶼都被人工接長以在島嶼和隧道之間建設(shè)過渡區(qū)。 為了保護這 2020 屆土木工程（隧道及軌道）畢業(yè)設(shè)計外文翻譯 7 些過渡 段 ，韓國一般用四 角 對稱圓錐鋼筋混凝土管。 韓國 Kordi 水工研究所的水工模型試驗表明，需要重量達到 50， 60 和 70 噸的四角 對稱圓錐鋼筋混凝土管 。 地基土情況和隧道基礎(chǔ) 在隧道線路上，海洋粘土占據(jù)了主導(dǎo)地位。海洋粘土的厚度雖然各處不同但是通常都超過 30m 且正好位于隧道基礎(chǔ)的下方。非常軟弱的海洋粘土和 高塑性結(jié)合其低飽和重度，低固結(jié)度和土體的結(jié)構(gòu)性質(zhì)決定了基礎(chǔ)施工方法的最終選擇。通常情況下，沉管隧道、回填土和保護層土石材料的重量會比開挖基坑時的掘出物重量小。 由這一要求和原有土壤無沉降的假設(shè)，如果隧道的質(zhì)量小于原有土層的質(zhì)量，理論上可以確定建筑結(jié)構(gòu)不會發(fā)生沉降。 在此基礎(chǔ)之上，普通沉管隧道通常不需要修建樁基礎(chǔ)。只有少部分隧道基于設(shè)計者的理論需要樁基礎(chǔ)。比如荷蘭阿姆斯特丹的 IJ 隧道、鹿特丹的地鐵、阿姆斯特丹 Zeebger 隧道的一部分和中國寧波的長虹隧道，基于各種而原因采用了樁基礎(chǔ)。 隧道在釜山一側(cè)的情況比較特別 ?；靥钔恋膯挝恢亓恳蟊仍餐林亓看?，以使隧道保持穩(wěn)定。這樣做的結(jié)果是 增加 了 回填土的有效應(yīng)力和回填土與隧道的沉降。 增加的有效應(yīng)力可能超過預(yù)期估計，這意味著因硬土的減少導(dǎo)致的沉降增加風(fēng)險（二次壓縮指數(shù)與壓縮指數(shù)的比例幾近達到了 14）。此外，隧道沿線還會有因土壤特性和回填土的不同而導(dǎo)致的巨大沉降。 這是因為隧道較深且海洋條件 嚴峻 而導(dǎo)致的挖掘精度過低。 部分混凝土隧道能夠適應(yīng)這種不均勻沉降。但是應(yīng)當避免在接頭處的沉降。鑒于此，我們決定用深層攪拌樁來改良海洋粘土。用這種方法，直接將水泥注入粘土中，就形成了海洋粘土與水 泥的混合樁。這種樁的直徑取決于所使用的設(shè)備。沿岸工程通常是同時制作 4 根樁以形成一個 的正方形區(qū)域。這種土壤改良方法排除了地基土沉降的影響 并將這種不良影響納入 既有 的經(jīng)驗范圍 之內(nèi)。 使用這種混合攪拌樁也會減少因隧道線路所經(jīng)過的從海洋粘土到裸露基巖 的剛度變化的影響。從而減少這些部分的不 同沉降。 釜山 —— 巨濟交通系統(tǒng) 的 隧道 具有 如此 多的特點 是 有 很多原因的。 上文介紹了本工程并突出了這些特點。它們已經(jīng)遠遠超出了現(xiàn)在混凝土沉管隧道施工技術(shù)的水平。并非所有的特殊設(shè)計在工程開始之前就已經(jīng)被全面地 考慮到，而是隨著工程的進行同步設(shè)計的。在寫就本文的時候尚有很多問題未全部解決，但是最根本的設(shè)計已經(jīng)完成。我們期待此條交通連接線的完工能夠開創(chuàng)沉管隧道施工技術(shù)在深水、嚴峻的海洋和地質(zhì)條件下應(yīng)用的新局面。 2020 屆土木工程（隧道及軌道）畢業(yè)設(shè)計外文翻譯 8 Tunnelling and Underground Space Technology Volume 21, Issues 34, MayJuly 2020, Page 332 Busan – Geoje Link: Immersed Tunnel Opening New Horizons Wim Janssen1, Peter de Haas 1, YoungHoon Yoon2 1. Tunnel Engineering Consultants, the Netherlands: Technical Advisor to Daewoo Eamp。C for the Busan Geoje Fixed Link 2. Daewoo Eamp。C, Korea 2020 屆土木工程（隧道及軌道）畢業(yè)設(shè)計外文翻譯 9 ABSTRACT The Busan – Geoje Fixed Link will provide a road connection between the metropolis of Busan and Geoje Island. The Link prises amongst others two cable stayed bridges and an under water tunnel constructed as a concrete immersed tube immersed tunnel has a number of special features: its length of 3,2 km, the water depth of over 35 m, the severe marine conditions, the soft subsoil and alignment constraints. Combined with the scale of the project these features make the design and the construction of the tunnel a major challenge. It is expected that the project will open up new horizons for the use of immersed tunnel technology. This paper highlights these special features and concentrates on the civil and structural aspects only. 1. INTRODUCTION Busan is the second largest city and a major harbour in South Korea. It is located in the southeast and bordered by the Korean Strait at the south and east side whilst at the north steep mountains arise. The city is developing rapidly。 the population grew over the recent years to 3,7 million inhabitants in the city (4,6 million in the agglomeration). The density of population is 4850 inhabitants/km2 which is about threequarter of the density of Hong Kong. The options for expansion are limited due to its geographic location. The Busan – Geoje Link has to create a direct link between Geoje Island and the city of Busan with the objective to allow Busan to expand, to develop industrial areas on Geoje and to add recreational facilities within driving distance of Busan city. Geoje Island is currently connected to the mainland at the west side of the island. The two hours drive by car from Busan city to Geoje will be reduced to 45 minutes after pletion of the Link. The Busan – Geoje Fixed Link will provide a road connection between Geoje Island and Gaduk Island as part of a dual carriage motorway connecting the Busan Newport region to the island of Geoje. The Link will be km in total, crosses navigation channels and links the small island of Daejuk, Jungjuk and Jeo, which are uninhabited. The principle ponents of the link are an immerse tunnel 3240 m long with twolane traffic tubes in each direction and two cable stayed bridges with respectively one main span of 475 m and a two main spans of 230 m each. 2. THE PROJECT Organization The project is developed as a Public Private Partnership where GK Fixed Link Corporation has been awarded the concession to design, construct and operate the Link for a period of 40 years. The concession is based on a conceptual design for the Link. The GK Fixed Link Corporation consists of seven Korean contractors amongst them Daewoo Engineering amp。 Construction Co. Ltd. as the leading pany of the concessionaire. The joint venture TEC/Halcrow is appointed as Technical Advisor and as such involved from the start of the project. In the joint venture Halcrow and TEC take care of the bridge and tunnel related aspects respectively. 2020 屆土木工程（隧道及軌道）畢業(yè)設(shè)計外文翻譯 10 The design of the permanent works is almost pleted and construction in advance of the permanent works has started. Figure 1. eographic location of site Figure 2. Aerial overview of the project. Design requirements and basic constraints The project has to provide a fixed link from Gaduk island via Daejuk, Jungjuk and Joe island to Geoje island. The basic layout is defined by the requirements to the three navigation channels. A main channel between Gaduk and D