【導(dǎo)讀】釜山—巨濟(jì)交通系統(tǒng)將會(huì)為釜山和巨濟(jì)兩島上的大城市提供一條道路連接?；谝陨现T多特點(diǎn)，隧道的設(shè)計(jì)和建造面臨著巨大的挑戰(zhàn)。這項(xiàng)工程將會(huì)開(kāi)創(chuàng)沉管隧道施工技術(shù)的新局面。本文突出論述了這些特點(diǎn)以及闡述在土木。和結(jié)構(gòu)方面的問(wèn)題。釜山是韓國(guó)的第二大城市和一座重要的海港。它位于韓國(guó)的東南部，其南面和東面朝。向朝鮮海峽同時(shí)在釜山北部山勢(shì)較為陡峭。該市發(fā)展迅速，近年來(lái)的人口增長(zhǎng)超過(guò)370萬(wàn)。其所處的地理位置而受到限制。巨濟(jì)島西側(cè)目前已經(jīng)與朝鮮半島相連，在本項(xiàng)連。接工程完工之后，從釜山市到巨濟(jì)島的駕車(chē)時(shí)間將由原來(lái)的2小時(shí)縮短為現(xiàn)在的45分鐘。區(qū)至巨濟(jì)島的雙重高速公路體系的一部分。這一系統(tǒng)總計(jì)公里長(zhǎng)，穿越海峽并將。原則上該系統(tǒng)由一條長(zhǎng)度為3240m的雙。向四車(chē)道沉管隧道和兩座主跨475，兩邊跨230m的斜拉橋組成。司由大宇工程建設(shè)公司領(lǐng)銜的7家特許權(quán)法人組成。韓國(guó)的地震危害評(píng)級(jí)被定為低級(jí)?？赏ㄟ^(guò)人工的改良，使之滿足埋藏隧道的受力要求。

　　

【正文】 n decided to immerse the elements in the winter season. Another effect of the large swell waves is the relatively high uplift and h Effect on the permanent structure In order to investigate the effect of the large waves on the permanents model test has been carried out at DHI laboratory in the extreme event the typhoon wave of Hs= has been defined. Direct after construction the backfill of rock material is very permeable but during lifetime fine clay material will perate, resulting in a more impermeable behaviour of the backfill and rock protection. Both horizontal and vertical forces were investigated and it was found that both increase when the grain sizes decreases. These forces are however dynamic。 change in direction and intensity cause small movements of the tunnel element itself allowing balance of water pressure around the tunnel. Where the tunnel top protrudes above the original seabed large waves will have an impact on the stability of the rockprotection of the model test have shown that precast artificial rock elements of more than 30 tons were order to reduce the weight and thickness of the protection layer CorelocTM blocks have been chosen for the most affected part 2020 屆土木工程（隧道及軌道）畢業(yè)設(shè)計(jì)外文翻譯 15 of the tunnel (the first three elements on the Gaduk side). On both ends of the tunnel existing islands are extended artificially to allow construction of the transition zone between the immersed tunnel and the protect these reclaimed extensions, normally Tetrapods are used in Korea. Hydraulic model test performed at the Korean hydraulic institute Kordi showed that Tetrapods with a weight of 50, 60 and 70 tons are needed. Subsoil conditions and tunnel foundation In the alignment the Marine clay is the dominant soil type. The thickness of the Marine clay deposits varies but usually exceeds 30m and is located directly below the foundation level of the very soft marine clay and the very high plasticity in bination with the low saturated unite weights, the low rate of overconsolidation and the structured nature of the soil have been crucial for the foundation method finally chosen. Normally the aggregate of the weight of the immersed tunnel, the backfill and rock protection is less than the weight of the excavated trench to this and under the assumption that the original soil does not settle, theoretically no settlement will occur as the weight of the tunnel is less than the weight of the original soil. On the basis of the above normally immersed tunnel are not provided with a piled foundation. There are just a very small number of immersed tunnels which are by the author’s knowledge founded on piles. The IJ tunnel in Amsterdam, the Rotterdam metro, a part of the Zeeburgertunnel in Amsterdam and the Chang Hong tunnel in Ningbo China are founded on piles for various reasons. The Busan situation is special in this respect. The backfilled material which needs to be of a certain weight in order to lock in the tunnel horizontally has a higher unit weight pared to the original marine clay. This results in an increase of the effective stress under the backfill and associated settlements of the backfill and the tunnel. The increase of effective stress could well be in the range of the over consolidation level, implying the risk of increased settlements because of the less stiff soil behaviour (ration between repression and pression index is almost 14). In addition to this the magnitude of settlement will vary along the alignment due to variations in soil characteristics and amount of backfill. The latter depend on the accuracy of trench dredging which is low because of the extreme depth of the tunnel trench and the severe marine conditions. The segmental concrete tunnel has the ability to adjust the differential too large joint opening shall be this reason it has been decided to improve the marine clay by Deep Cement Mixing piles DCM. By this method cement is injected direct into the clay and in situ round columns of a clay/cement mixture are made. The diameter of the columns depends on the equipment used. For offshore works normally 4 columns are made at the same time forming a square of 1,80 meter by 1,80 meter. This soil improvement method removes the cause of the subsoil settlement and brings this aspect back into the existing range of experience. The use of DCM piles also reduces of the difference in subsoil stiffness at the locations where the tunnel alignment changes from marine clay into the outcrops of bedrock at the both ends of the tunnel alignment. And as such reduces the differential settlement over these parts. 2020 屆土木工程（隧道及軌道）畢業(yè)設(shè)計(jì)外文翻譯 16 The tunnel section of BusanGeoje Link is special for many artical above has introduced the project and highlights these special go far beyond today39。s mon practice within concrete immersed tunnel technology. Not all of the special design aspects have been identified in full depth at the start of the project but awareness developed ongoing the design process. This has been a challenge to all involved. At the moment this paper was written not all design issues have been solved pletely but the most essential design decisions have been made. It is expected that pletion of the Link will open new horizons for the use of immersed tunnel techniques in deep water, severe marine and difficult geological conditions.