【正文】 ed over a considerable distance at both sides of the tunnel in order to support the subsea embankment which raises about 16 m above the original seabed and has to protect the tunnel against stranding ships and erosion. Tunnellength The current design prises 18element of about 180m in concrete cross section is 60m2 and the tunnel width is and the height two elements at the daejuk island side are tapered and vary in width from m to m to create space for a climbing lane. In order to economize the production of the elements the principle used for the element production of the ?resund has been considered. The casting at a fixed location moving the elements by skidding was considered too plex, costly and as such not economical justified. The casting facility has been changed into a system using a moveable casting facility along the element length allowing full section casting at various locations. The choice for this construction method has been supported by the good experience with this method on a number of tunnel projects in Switzerland. Tunnel depth Waterproofing At the daejuk island side of the alignment the seabed is about 35m below mean water level,resulting in 47,5 m water to the underside of structure,increasing till about 55m due to wave concrete segmental tunnels constructed in Western Europe are in moderate water depth of about 15 m. The deepest one is the Calandtunnel in Rotterdam with 26 m water to the underside of structure. The Bosphorus immersed tube recently under construction will have locally almost 60 m. The deep alignment has an impact on the immersion and provisions to prevent water ingress in the tunnel. In spite of the fact that the experience with concrete immersed tunnels is limited to a water depth of maximum 26 m the concept of a segmented concrete tunnel has found technical feasible. The cross section has been designed such that at least a defined part of the cross section is under pressive stress assuring a sufficient barrier against ingress of water through the concrete. The full cross section will be casted in one process avoiding horizontal construction joints. The segmental joints will be provided with a double seal. The primary deal is a modified injectable waterstop which can acodate the water pressure under great displacements. In the .resund Link tunnel the second seal consisted of a hydrophilic rubber placed in the joint. The expected displacements during an earthquake cannot be acmodated by this rubber and a more robust solution building in omegas (Ω) in every segment joint are 2020 屆土木工程（隧道及軌道）畢業(yè)設(shè)計(jì) Deep water generated wind waves, mainly from the South and South east, during the summer season。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。從而減少這些部分的不 同沉降。 部分混凝土隧道能夠適應(yīng)這種不均勻沉降。只有少部分隧道基于設(shè)計(jì)者的理論需要樁基礎(chǔ)。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。在直接建成后回填的土石材料滲透性很高，但是隨著時(shí)間的推移，好的粘土?xí)粩嗌钊牖靥钔?，使其滲透性降低并起到很好的保護(hù)作用。實(shí)驗(yàn)表明，尤其當(dāng)潮汐高度大于 ，頻率大于 6Hz 時(shí)，會產(chǎn)生很大的位移和荷載。大型拖斗式挖泥船能夠達(dá)到 100m 的水下挖掘深度，同時(shí)它正被使用于韓國的礦砂填海工程。首先 需要處理的主要 問題 是在大位移下可 有效承受 水壓力的防水結(jié)構(gòu)。 隧道埋深 防水 在 Daejuk 島一側(cè)海床平面位于正常海面以下約 35m 處，這 使得結(jié)構(gòu)的底部到海平面的距離達(dá)到了 ，在有海浪作用時(shí)甚至深達(dá) 55m。深層水泥攪拌樁的灌注范圍將會在隧道兩頭延伸到足夠長，以支撐高于原海床平面約 16m的基礎(chǔ)和防止由于船只擱淺和海洋侵蝕的對基礎(chǔ)造成的損害。隧道西側(cè)的坡度與在海床上布置隧道客觀上產(chǎn)生了沖突。在抗震能力上， MDE 被認(rèn)為是工程承受地震的極限狀況。夏季的大多數(shù)時(shí)間里浪高都大于此值。 海洋情況 施工位置在太平洋上，處于朝鮮海峽上并位于日本海的南面。 巖土條件 地層在隧道線路方向上呈現(xiàn)出不同但是在縱向自上而下依次為典型的海洋粘土、海砂、礫卵石和海床基巖。位于 Gaduk 島和 Daejuk 島之間的主航道寬 1800m，深 18m。 2020 屆土木工程（隧道及軌道）畢業(yè)設(shè)計(jì)該市發(fā)展迅速，近年來的人口增長超過 370 萬（總計(jì) 460 萬人）。 荷蘭隧道工程顧問 :大宇工程建設(shè)公司釜山 — 巨濟(jì)交通線隧道工程技術(shù)顧問 178。 韓國大宇工程建設(shè)公司 摘 要 釜山 — 巨濟(jì)交通系統(tǒng) 將 會為釜山和巨濟(jì)兩島 上 的大城市提供一條道路 連接 。人口密度達(dá)到 4850 人 /km2，約為香港的 3/4。外文翻譯 2 組織 該項(xiàng)目 是 作為一個(gè)公私 合作，共同建設(shè)的工程， GK 交通系統(tǒng)公司可獲得設(shè)計(jì)、施工和運(yùn)營的特許權(quán)， 經(jīng)營期限為 40 年。 2020 屆土木工程（隧道及軌道）畢業(yè)設(shè)計(jì) 在沉管隧道沿線的海床主要以海洋粘土為主，除了在海岸線附近露出地表的海床、淺灘和沙礫層。這將影響工地現(xiàn)場的海洋情況。 2020 屆土木工程（隧道及軌道）畢業(yè)設(shè)計(jì)但是為了能承受地震荷載（保持工程結(jié)構(gòu)主體的完整 和安全）， MDE 被采用為運(yùn)營地震抗震設(shè)計(jì)，以滿足所有連接處的水密性良好和鋼筋的應(yīng)力不超過其屈服強(qiáng)度的要求。由于在距西側(cè)入口東面約 350m 處有一片天然的洼地，這就使得此處的沉管底部會高于原海床平面 8m。 隧道長度 當(dāng)前的設(shè)計(jì)有 18 個(gè)長度約為 180m 的沉管單元組成。所有修建于西歐的混凝土分節(jié)段預(yù)制隧道均位于大約 15m 深的平緩的海域內(nèi)。在厄勒海峽隧道中，第二層封條設(shè)置于接頭處的親水橡膠組成。由于這些大型挖泥船的運(yùn)營成本很高，所以只有在一項(xiàng)大的持續(xù)性工程中它們的運(yùn)營經(jīng)濟(jì)型才能夠得到體現(xiàn)。結(jié)合波浪分析的結(jié)果可以清楚地知道，在夏季下放沉管回十分困難并且需要發(fā)展特種設(shè)備。研究表明，隨著回填材料粒徑的減小，水平和縱向力都會增大。 韓國 Kordi 水工研究所的水工模型試驗(yàn)表明，需要重量達(dá)到 50， 60 和 70 噸的四角 對稱圓錐鋼筋混凝土管 。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)。但是應(yīng)當(dāng)避免在接頭處的沉降。 釜山 —— 巨濟(jì)交通系統(tǒng) 的 隧道 具有 如此 多的特點(diǎn) 是 有 很多原因的。C for the Busan Geoje Fixed Link 2. Daewoo Eamp。 Deep water swell waves, mainly from the South and South east. 2020 屆土木工程（隧道及軌道）畢業(yè)設(shè)計(jì)外文翻譯 14 considered in order to assure sufficient reliability during an earthquake under the great water depth. Dredging in relation to tunnel depth Most of the trenches for immersed tunnels are dredged with cutter suction type of dredger can dredge only up to 30 meter water depth. For the deeper sections there are only two alternatives。 change in direction and intensity cause small movements of the tunnel element itself al