岩溶区大直径盾构隧道下穿机场飞行区不停航施工建设方案
叶宇航1,2罗旭1刘健美1徐文田1梁粤华1
Construction Scheme with Non-stop Aviation for Large-diameter Shield Tunnel Crossing Airport Flight Zone in Karst Area
YE Yuhang1,2LUO Xu1LIU Jianmei1XU Wentian1LIANG Yuehua1
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作者信息:1.广州地铁设计研究院股份有限公司， 510220， 广州
2.同济大学土木工程学院， 200092， 上海
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Affiliation:1.Guangzhou Metro Design & Research Institute Co., Ltd., 510220, Guangzhou, China
2.College of Civil Engineering, Tongji University, 200092, Shanghai, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2024.01.050
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中图分类号/CLCN:U455.43∶TU248.6
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栏目/Col:应用技术
摘要:
［目的］为实现岩溶区下穿机场飞行区大直径盾构隧道不停航施工，需对不停航施工建设方案进行研究。［方法］基于广州白云国际机场三期扩建工程2号、3号下穿通道，分析机场飞行区不停航施工障碍物限制及道面区沉降控制要求，提出本工程道面区控制标准；结合岩溶区工程地质特点，提出浅埋大直径盾构隧道施工方案。建立三维精细化数值模型，分析盾构穿越施工对机场跑道影响，验证施工方案的可行性。［结果及结论］应尽量避免隧道底进入基岩，并满足隧道整体抗浮要求；应采取措施增大盾构隧道整体刚度，最大限度地减小对机场运营的影响。研究结果表明：由于穿越机场飞行区隧道设计主要考虑隧道施工期间道面区沉降对飞机安全运营的影响，故道面沉降控制标准按总沉降量不应大于30 mm且跑道差异沉降率不应大于1‰；根据数值分析结果，盾构穿越机场飞行区施工过程中，机场跑道沉降最大值为15.48 mm，最大差异沉降率为0.20‰，均满足机场跑道沉降限制值要求。
Abstracts:
［Objective］ To achieve non-stop aviation during the construction of a large-diameter shield tunnel crossing the airport flight zone in karst area, it is essential to study the construction scheme with non-stop aviation. ［Method］ Based on the construction of the No.2 and No.3 underpasses of the Phase III expansion project of Guangzhou Baiyun International Airport, the obstacle restrictions and runway land subsidence control requirements for non-stop aviation in airport flight zone are analyzed, and control standards for the runway area of this project are proposed. Combining the geological characteristics of engineering in karst area, a construction scheme for shallow-buried large-diameter shield tunnels is proposed. A three-dimensional refined numerical model is established to analyze the impact of shield tunneling on airport runway and validate the feasibility of the construction scheme. ［Result & Conclusion］ Efforts should be made to avoid tunneling into tunnel bottom bedrocks and meet the tunnel overall anti-floating requirements. Measures to increase shield tunnel overall stiffness should be taken to minimize the impact on airport operations to the greatest extent. The research results indicate that the design of tunnel crossing airport flight area mainly considers the impact of runway subsidence on aircraft operation safety during tunnel construction, so the runway subsidence control standard is set at the total subsidence within 30 mm, with a maximum differential subsidence rate not exceeding 1‰. According to numerical analysis results, the maximum subsidence of the airport runway during shield tunnel construction is 15.48 mm, with the maximum differential subsidence rate of 0.20‰, meeting the requirements for airport runway subsidence limits.
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