土建施工毕业设计外文翻译

土建施工毕业设计外文翻译内容摘要：

现场测量 ． 开普敦 ． 9 月 1012 2020． 6P 3. 马哈切克，强，瓦尼切克，米 ˙ 萨雷斯基，译（ 2020）： 隐蔽隧道衬砌的监测 （隧道衬砌 其 状态监测 评估） ． 2020 年在布尔诺第 35 届 国际会议 的基础工程学报， 第 183188． 4. 瓦尼切克 易 和瓦尼切克 米 （ 2020 年 ）：布拉格的地铁隧道的恶化程度的监测评估． 土工科学 学报 2020 / 2，马里博尔大学． 作者的履历 马丁瓦尼切克在 1996 年毕业于捷克布拉格技术大学，土木工程专业，在 2020 年获得有博士学位。 自 1997 年以来投身工程Geosyntetika 的他，作为加筋土结构的设计负责人。 19951996年期间他曾在比利时核研究中心参与哥白尼计划。 在英国工作时，2020 年至 2020 年任工程顾问，他参与了数个大型建筑和交通基础设施项目。 自 2020 年以来，他参加在捷克技术大学的研究报告，确定地下基础设施老化，监测可能性拨款项目。 1989 年 詹˙ 普鲁斯卡毕业于土木工程 专业于 捷克布拉格技术大学。 在建筑与材料工程学院 于 布拉格 1998 年和 2020 年他是在同一所大学， 并且 获得了博士学位。 他在那里的地质结构的数值模拟专业 任 副教授。 他是 被 认可的工程师和技术员，捷克岩土工程学会和捷克共和国的代表工作组（训练）的 ITA / AITES 捷克议会的成员。 1967 年 伊万瓦尼切克毕业于捷克布拉格技术大学。 在 1975年获得博士学位 ， 于 1985 年 获得 DSC。 他于 1977 年获得伦敦帝国学院 的 DIC。 他的大部分职业生涯花 在 了土木工程 上 ， 任职于 学院岩土工程部门，在 1988 年成 为教授。 他专门从事岩土工程中的应用（例如在运输和水利工程地球结构问题填埋场 及 地下仓库），并主要就加强土壤 做了研究，同时 他 还 领导着广泛的问题，几个赠款项目。 附件二 外 文翻译原文 World Tunnel Congress 2020 Underground Facilities for Better Environment and Safety India Stresses measured in the tunnel lining of the new Schl252。 chtern tunnel: Current status and experience Roland Leucker STUVA – Studiengesellschaft f252。 r unterirdische Verkehrsanlagen , Cologne, Germany Matthias Breidenstein DB Projektbau GmbH, Frankfurt, Germany Claus Wirtz HOCHTIEF Construction AG, Essen, Germany SYNOPSIS: The Schl252。 chtern Tunnel is the largest engineering structure on the railway line linking Frankfurt/M ain and Fulda in Germany. Work has been progressing on the new tunnel as a second tube for the existing old tunnel since 2020 so that services can in future run through 2 singletrack tubes in order to be able to ply with the latest safety standards. The New Schl252。 chtern Tunnel has a total length of approx,4 km and an inner diameter of 9 metres. With awarding the contract for a tunnel boring machine (TBM) drive, the client also missioned an extensive measurement programme to trace stresses in the segme ntal lining right from the beginning of the construction of the segment rings. The aim of these measurements is to set any stresses that take place during the excavation process in relation to the external effects that are also taken into consideration for the dimensioning of the segments. The measurements are carried out by STUVA, the German Research Association for Underground Transportation Facilities. The measured stresses which occur directly during the excavation process and also in the subsequent stages are pared with the analytical assumptions taken during the design phase. The reduction of loads resulting during the TBM excavation and the buildingup of earth pressure depending on the stage reached by driving are observed in particular. 1. INTRODUCTION TO THE PROJECT The Schl252。 chtern Tunnel is the largest engineering structure on the railway line linking Frankfurt/Main and Fulda in Germany. It is situated in the centre of Germany between Hanau and Fulda (). The railway section runs through the valley of the river “Kinzig” north of the low mountain area “Spessart” and then passes on a length of 3575 m under the mountain range of the “Distelrasen” which is a part of the border to the “Rh246。 n”. The existing tunnel was excavated con ventionally from 1909 to 1914 and issupported bybrick cladding. A section of the tunnel in the tertiaryclay was excavated already at that time with a part section shield machine, because the wooden support of the unnel failed due squeezing of the surrounding rock of the tunnel. The electrified section is used daily by about 250 to 300 trains of the longdistance and regional traffic as well as by goods trains. On March 30th, 2020 the formal celebration for the start of the tunnel heading took place. The entire project of the Schl252。 chtern Tunnel is carried out in three construction phases (Fig. 2):  Excavation of the new tunnel tube in parallel alignment to the existing one and taking into operation the new section as doubletrack operation.  Comprehensive renewal of the existing tunnel and start of the single track operation in the renewed and in the new tube.  Dismantling of the second track in the new tube and pletion of the rail related equipment in the new tunnel. The first construction phase was missioned to a joint venture consisting of HOCHTIEF Construction AG, Ed. Z252。 blin AG und Bickhardt Bau AG in August 2020. It contains the 3,995mlong, shielddriven tunnel with a shielddiameter of m, the earth works in both approx. 1000 m long excavation and embankment sections, various civil engineering works and the construction of the superstructure. The tunnel is mainly located in geological formations of tertiary clay and mottled sandstone(Fig. 3). Figure 1. Location of Schl252。 chtern Tunnel in Germany Figure 2. Initial phase (left), construction phases and final phase (right) Figure 3. Longitudinal Section with Geological Formation and location of measuring sections (“MR 1” to “MR 4”). 2. DIMENSIONING OF SEGMENTS The dimensioning of segments is generally divided into two basic calculation steps. As a first step all impacts within the scope of the planned life time of about 70 to 100 years are estimated. These impacts enpass e. g. the dead weight of the segments, pressure from the surrounding rock, and the hydraulic pressure from the outside as well as the impacts resulting from the railway operation from the dimensioning is in general carried out using standardised arithmetic methods like framework or finiteelementcalculations. The second step in the calculation covers the short term effects during the construction phase. Upto now no standardised procedures and calculation methods do exist for these impacts. The determination of the heading forces, the grouting pressures for the annular gap,。