ÖZBu çalışmada Ankara-İstanbul yüksek hızlı demiryolu projesinde yer alan 26 numaralı tünel (Proje Km:216+260-222+360) irdelenmiştir. 13,77 m. çapındaki tünel açma makinesi (TBM) ile imalatı devam eden 26 numaralı tünel ve devamı (toplam uzunluğu 7096 m) altyapı güvenlik önlemleri açısından değerlendirilmiştir. Tünellerde güvenliğin sağlanabilmesi amacıyla paralel tünel, yaklaşım ve emniyet şaft tünelleri ile ray altı güvenlik tüneli alternatifleri modellenmiştir. Bu modeller maliyet, imalat süreleri ve uygulama kolaylığı açısından irdelenmiştir. Tünel güzergahı boyunca yerel kaya koşullarının oldukça zor ve karmaşık olduğu da göz önüne alınarak bu tünel için en az maliyet ve en kısa imalat süresi olarak ray altı emniyet tüneli olduğu belirlenmiştir. Bu modelin, daha önce uygulanmamış olması sebebi ile işletme sırasında uygulanabilirliği Phase 2 V. 8.0 programı ile irdelenmiş, işletmecilik faaliyetleri sırasında oluşabilecek eksenel gerilmeler göz önüne alınarak ray altı ekipmanlarının daha rijit hale getirilmesi koşulu ile uygulanabilir olduğu sonucuna varılmıştır.Anahtar Kelimeler: Yüksek hızlı demiryolu tüneli, ray altı tünel, tünel güvenlik modellemeleri, sayısal analiz
TUNNEL SAFETY MODELLINGS IN HIGH SPEED RAILWAY TUNNELS: CASE OF ANKARA-ISTANBUL HIGH SPEED TRAIN PROJECT TUNNEL NO. 26 ABSTRACTIn this study, tunnel 26 (Project Km:216+260-222+360) of the Ankara-Istanbul high-speed railway project was studied in detail. The tunnel 26 and its continuation (total length: 7096 m), which are excavating with a 13,77 meter-diameter tunnel boring machine (TBM), was evaluated in point of infrastructure safety measures. To ensure safety in the tunnels, parallel tunnel, approach and safety shaft tunnels, sub-rail safety tunnels were modelled. These models were evaluated on the basis of cost, manufacturing time and ease of application. By considering the complex local rock conditions, it was confirmed that the sub-rail safety tunnel is the best tunnel with regard to minimum cost and minimum manufacturing time. Because this model has not been performed before, the applicability was performed by using Phase 2 V. 8.0., and by considering the axial stresses that can be observed during the operation, the sub-rail equipments are applicable under the condition that they are more rigid.
Tunnel projects are carried out in tunnel construction by evaluating the soil and rock profiles obtained from the exploration drillings along the route, groundwater level, and structural elements. In practice, there are some differences between the geological sections foreseen according to the exploration drillings and the structural elements encountered during tunnel construction. This study has modeled a tunnel, through intermediate to weak and very weak rocks, between Ankara and Istanbul, obtained the deformation amounts by numerical analysis. To get the principal stresses, deformation forces, and surface settlements on the tunnel lining in each excavator were used Phase2D. The total displacement amounts were calculated with the numerical analysis. After, during tunnel manufacturing, were measurement deformations to control projects' adequacy. Thus, the results of the analysis and deformation amounts encountered during the tunnel between Ankara and Istanbul opened were compared. At the end of the study, when the discontinuity properties are taken into account in the calculation, it was seen that the deformations obtained and the deformations obtained from the numerical analysis gave very close values. As a result, it was concluded that discontinuity data that was not seen at the project stage for cost-effective tunnel design in tunnels should be collected and added to the analysis as much as possible. It was concluded that corrections should be made in the support system during the manufacturing studies with the back analysis method.
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