设计文献翻译 隧道.doc

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1、附录一：英文原文Crossing Continents and CenturiesThe idea of crossing the Bosporus by rail has been an engineering dream since the late 1800s, when Germany and the Ottoman Empire proposed a Berlin-to-Baghdad train line. The plan involved providing rail service between the European and Asian sides of the cit

2、y then known as Constantinople. Although the original project was never fully developed, the idea itself survived even as the Ottoman world crumbled in the aftermath of World War I as a portion of the empire became the Republic of Turkey and Constantinople was renamed Istanbul .By 2013 the engineeri

3、ng dream should become reality when modern intercity and commuter trains are expected to be able cross the Bosporus underwater via a 1.4km long immersed tunnel .Constructed at a depth of 58 m. the tunnel was recently completed and is currently the deepest of its kind in the world. The tunnel under t

4、he Bosporus is the centerpiece of 3.5-billion Marmaray Project, which will include the construction or upgrading of 76 km railway that will start at the city of Halkah, on the European shore of strait ,pass through the heart of Istanbul ,and end at the city of Gebze , on the Asian shore .The project

5、 name comes from the Sea of Marmaray, which is at the southern end of the strait and ray the Turkish word for rail. With an estimated four-minute transit time ,the rail link at the bottom of the Bosporus promises to be a considerable improvement for commuters and other travelers in the region .At pr

6、esent the only ways to cross the strait involve taking a ferry on the often choppy waters of the Bosporus or spending as much as an hour stuck in traffic on one of the waterways two highway bridges ,one dating from the 1970s and the other from the 1980s.In addition to cutting travel time ,the projec

7、t is expected to increase rail usage in Istanbul from 4 percent to 28 percent of all motorized trips within the city ,helping to alleviate the severe traffic congestion in this metropolls of 10 million. The completed Marmaray rail system is expected to serve 65000 passengers per hour, compared with

8、the 10000 per hour served by Istanbuls current rail system. By 2025 an estimated 1.7 million passengers per day will use some portion of the Marmaray system , each day as many as 150000 will use the new, multimodal station planned for Istanbuls Yenikapt district, which will provide connections to th

9、e Istanbul metro and the citys light-rail line. Traveling the length of the Marmaray line，from Halkah to Gebze，will take 104 minutes, compared with the 185 minutes for sush a trip today. The Marmaray Project began to take shape when the idea for a Bosporus rail crossing was revived in the early 1980

10、s .It made further progress in 1985, when the General Directorate of Railway, Harbour, and Airport Construction，part of the Turkish Ministry of Transport and Commuication commissioned a feasibility study from the international engineering consulting firm Parsons Brinckerhoff .Completed by the New Yo

11、rk City office of Parsons Brinckerhoff in 1987, the study concluded that a rail crossing would be both feasible and cost effective. The study also proposed the current alignments of tunnels.The Marmaray Project rail system will follow a route shaped roughly like an inverted V.Starting at Halkah , th

12、e line will feature 19.3 km of surface railway that will follow an undulating southwest northeast route. The track will then move underground for 13.6 km starting at the new Yedikule surface station. The route will continue in the same northeastern direction for slightly more than 7 km on the Europe

13、an side and as it passes through the immersed tunnel on the bed of the Bosporus. Once across that waterway, the underground alignment will swing to the southeast for approximately another 5 km before returning to the surface Ayrilikcesme, which is approximately 2 km from the Sogutlucesme station. Th

14、e route will continue in a southeastern direction for approximately another 43 km of surface line before terminating at Gebze.After additional studies were carried out in the 1990s， a funding agreement for the Marmaray Project was signed in 1999 by Turkey and the Japan Bank for International Coopera

15、tion. To engineer the project , the General Direction of Railway , Harbours , and Airport Construction in 2002 appointed Avrasyaconsult, an international joint venture of four consultants led by Pacific Consulatants International, of Tokyo. The other partners are Yuksel Proje Uluslarrasi A.S., of An

16、kara, Turkey, the Japan Railway Technical Service, of Tokyo, and Oriental Consultants Company, Lrd.， also of Tokyo . Assisting Avrasyaconsult are Parsons Brinkerhoff and two Turkish engineering firms Terzibasioglu Musavir Muhendislik Ltd. Sti and Yerbilimleri Etudve Musavirlik Ltd. Sti . , both of A

17、nkara. The project is being financed by loans from the Japan Bank for International Cooperation, the European Investment Bank, and the Council of Europe Development Bank.In addition to the immersed tunnel, the project will feature the following:Board tunnels with a total length of 9.8 km that will c

18、onnect to the immersed tunnel at each end;Cut-and-cover tunnels and U-shaped opencut sections extending a total of 2.4 km, the latter forming the transitions between the surface and the cut-and-cover tunnels; Three new underground stations: one each in the Yenikapi and Sirkeci districts, on the Euro

19、pean side of Istanbul, and one in the Uskudar district, on the Asian side;A total length of 76.3 km, which includes the surface rail on the Asian and Europeansides， the lengths of the board tunnels, the cut-and-cover and opencut portion, and the immersed tunnels;New track extending 250km, the combin

20、ed physical length of the various multitrack section ; The construction of 37 new surface station and the refurbishment or replacement of existing station;A modern operations control center in Istanbuls Maltepe district and new rail yards, workshops, and maintenance facilities in Halkah,Gebze, and M

21、altepe; New electrical and mechanical systems;New rolling stock, including 440 new railway cars. The foundations beneath each immersed tunnel element include a layer of gravel and a thixotropic grout that was injected from within each element to fill the gap between the underside of the element and

22、the gravel. Once the foundations were completed , each element could be covered with sufficient backfill in carefully planned stages to return the bottom of the Bosporus to its original contour . A rock dike also was installed on each side of the immersed tunnel for its full length .Referred to as a

23、nchor release bands, the dikes are designed to prevent dragged anchors from striking the top of the immersed tunnel. The connecting tunnel at the European and Asian ends were bored through rock and through the transition zones by tunnel-boring machines, including earth pressure balance and slurry pr

24、essure balance type. A TBM designed for soft ground was used to excavate a portion of the bored tunnels on the western side of the project . Four rock TBMs, two on each side of the Bosporus, also were used . The board tunnels feature cut diameters of up to 7.79 m and have a finished internal diamete

25、r of 7.04 m. To form the final tunnel structure , one-pass concrete segmental liners were installed from a location directly behind the TBM cutterheads. These lines were designed to resist anticipated rock and hydraulic pressures.Much of the rock beneath the board tunnels is fissured and features zo

26、nes of water-bearing crushed rock. To guard against flooding during the tunneling process, probes were used ahead of the cutterhead to determine whether , depending on the quality of the material , it would be necessary to grout any of the rock . Although the TBMs were laser guided, precise surveys

27、also were conducted to ensure that the machines followed the correct track. The cut-and-cover construction method was used at two underground crossover connection at a shallow depth in soft ground that trains will use to move from one tunnel to another. The method was also employed at the Yenikapt a

28、nd Uskudar stations and for the shallow tunnels on the western side of the project that are located between the opencut section and the tunnels board by the TBM that was used in soft ground .All of these cut-and-cover constructions were constructed by excavating a braced trench and using bottom-up c

29、onstruction . In addition to the complexity of the Bosporus crossing , the design and construction teams faced challenges arising from the location of the construction sites and its unique environmental conditions. While the Bosporus is relatively narrow-only about 0.8 km at its midpoint it accommod

30、ates approximately 52000 ships per year ,or roughly 6 per hour .Given this volume of traffic ,the shipping lanes were temporarily relocated during the laying of the immersed tunnel ,which was carried out with the aid of a catamaran . The Bosporus is also an unpredictable waterway ,its constantly cha

31、nging currents teaching speeds of 3 m/s at the surface .Driven by the variation in the hydraulic gradient between the Black Sea and the Sea of Marmaray , these current created one of the projects greatest challenges: determining when to initiate the placement of each immersed element. Another challe

32、nge for the design and construction teams came from the fact that the Bosporus is situated in earthquake prone territory. Indeed， the tunnel alignment is only 14 to 20 km from the North Anatolian Fault. Because of this ,the design specifications had to meet the highest international earthquake stand

33、ards to ensure that all tunnels and stations would remain operational after an earthquake of magnitude 7.5 on the Richter scale. For example , when the potential for seismically for included liquefaction was discovered during an early site investigation for the immersed tunnels fourth element , a 3m

34、 thick expanse of the seabed had to be dredged and then replaced with a material that would resist liquefaction 。Moreover, the geotechnical studies for the seabed between the 8th and 11th elements indicated that the risk of liquefaction extended far deeper beneath that portion of the tunnel than at

35、the 4th element. In fact , the risk between the 8th and 11th elements was so substantial that the subgrade in that area had to be treated by compaction grouting to depth of as much as 8m beneath the tunnel. This procedure took 18 months to complete and involved injecting approximately 2800 cement gr

36、out columns into the seabed on a 1.7m grid . The compaction grouting was a signification challenge because it primarily took place in water depths exceeding 25m and with surface currents of up to 3 m/s .To mitigate deflections of the drill string that were used to install the grout columns , one end

37、 of a large barge was fitted with four stiffened circular shafts that extended approximately 20m into the water to reduce the drag that the current placed on the drill strings .Above each shaft was a drill rig capable of of drilling to about 50m below sea level in strong currents ,deviating no more

38、than a few centimeters from the specified locations. Because each rig had four drilling positions within each shaft, a total of 16 compaction grout columns could be completed for each barge had to be moved and accelerating the process. After the drill had reached the required depth , metered quantit

39、ies of cement grout were injected at 0.3 m intervals as the drill string was extracted .The injection continued until the grout had reached the proposed location at the underside of the tunnel foundations. Preserving the environmental equilibrium of the straits undersea habits was another concern fo

40、r the design and construction teams. The Bosporus features a bidirectional flow system southward in the upper layer and north at depth that is created by the differences in density and water levels between the Black Sea and the Sea of Marmara. This flow variation supports a diverse variety of marine

41、 life, including species acclimated to environments of both high and low salinity. Furthermore , schools of fish regularly migrate through the strait. An ecological survey for the Marmaray projects examined such issues as salinity, temperature , and dissolved oxygen levels, as well as the short-term

42、 effects of dredging. To mitigate potential problems, the dredging and disposal operations were designed to accommodate the needs of migrating fish and could be curtailed during critical migration periods. The construction teams also took precautions to prevent any adverse effects on the natural wat

43、er flow, thus keeping the water clean, minimizing turbidity, and conforming to Turkish environmental regulations. In a zone near the European side of the strait , for example , approximately 136000m of contaminated soil had to be dredged and transported in barges to the nearby port of Kartal. From t

44、here the material was trucked to a specially constructed confined disposal facility , a procedure unprecedented in Turkey. Once in operation, the immersed tunnel especially those below the water table will be vulnerable to fear and flooding. Because freight trains that are up to 1 km long will be pe

45、rmitted to use the tunnel, the potential exists for an extreme heat release in the event of an accident. To counter that potential hazard , Parsons Brinckerhoff designed the safety system for a 100 MW fire event, which the U.S. federal Highway Administration defines as the equivalent of a flammable

46、fuel spill covering an area of approximately 44.6 m. The air supply system was designed with what are called Saccardo nozzles, which can provide a directed jet of air into the tunnel when needed. Parsons Brinckerhoff also worked closely with the contractor to optimize the design and layout of the st

47、ation structures in order to provide adequate space for the necessary ventilation equipment to support the fire rating. The components of the ventilation system also include exhaust systems over the track and under the station platforms, tunnel ventilation fans at both ends of each station, and jet

48、fans at selected locations. It was required that two of the tunnel ventilation fans operate using Saccado nozzles to provide directionality to the airflow. Unidirectional jet fans were required at the west portal and at a crossover between the Yenikapt and Sirkeci stations; fully reversible jet fans

49、 were required at a crossover between the Uskusar station and the east portal. 附录二：英文翻译穿越洲际,跨越世纪通过铁路穿越博斯普鲁斯海峡的设想自十九世纪末德意志与奥斯曼王朝提议修筑一条柏林至巴格达的铁路已经成为一个工程梦想。这项计划需要在当时以君士坦丁堡而闻名的欧洲部分与亚洲部分之间提供铁路服务。尽管这项创新计划计划从未充分实施,即使奥斯曼王朝在一战后分裂由一个封建王朝的一部分转变为土耳其共和国, 君士坦丁堡也被重新命名为伊斯坦布尔,这种设想依然存在.这个梦想将在2013年之前成为现实.现代化的城际和通勤铁路将能够以1.4公里长的海底隧道穿越博斯普鲁斯海峡。建于地下58米深处的这条隧道即将完工,