外文翻譯---在地鐵站施工過程中的風(fēng)險(xiǎn)識(shí)別和減輕風(fēng)險(xiǎn)

1、<p><b>　　附錄</b></p><p>　　Risk identification and risk mitigation</p><p>　　During metro station construction by enlarging shield tunnel combined with cut-and-cover method</p&g

2、t;<p>　　Zhang Xinjin　　Liu Weining　　Lu Meili</p><p>　　(School of Civil Engineering and Architecture, Beijing Jiao tong University, Beijing100044, China)</p><p>　　Abstract: Constructing a m

3、etro station by enlarging shield tunnels combined with a mining /cut-and-cover method provides a new method to solve the contradictions of construction time limits of shield tunnels and stations. As a new-style construct

4、ion method, there are several specific risks involved in the construction process. Based on the test section of Sanyuanqiao station on Beijing metro line 10, and combined with the existing methods of risk identification

5、at present including a review of w</p><p>　　Key words: shield tunnel; cut-and-cover method; metro station; risk identification; risk mitigation</p><p>　　In recent few years, the shield tunneling

6、 method has been widely applied in the running tunnel construction of Beijing metro because of its advantages such as quickness, safety and little influence on the surrounding environment etc. But only running tunnel is

7、 constructed by the shield tunneling method, and the station is still constructed by the traditional cut-and-cover method or mining method at present. The contradiction of construction time limit of shield tunnel and the

8、 stations has not b</p><p>　　As a new-style station construction method, there would be several specific risks during the construction process. In this paper, the risks during the construction process of met

9、ro station constructed by enlarging shield tunnel combined with the cut-and-cover method are identified and relevant risk mitigation measures are put forward.</p><p>　　1　Project Situation</p><p>

10、;　　Sanyuanqiao station is a transfer stations between line 10 and the airport line, which locates at the green space between Jinshun road and the airport expressway. It is an underground double-layer and island-style sta

11、tion. Its length is 160.9m. There are four station passageways, one transfer passage, one secure passage and two air ducts.</p><p>　　According to the general project plan of line 10 and the construction envi

12、ronment of Sanyuanqiao station, the station is constructed by general cut-and-cover method after the shield passes the tunnel in the scope of the station, and all shield segments are demolished. In order to explore the w

13、ay of only part of shield segments are demolished, the starting 18.6m of Sanyuanqiao station on Beijing metro line10 is selected as the test section. The structure scheme of metro station constructed by enl</p>&l

14、t;p>　　Fig.1 shows the general plan of Sanyuanqiao station and the location of the test section, and Fig.2 shows the arrangement of shield segments.</p><p>　?、賂he airport line;②Line10;③Test section</p&g

15、t;<p>　　Fig. 1　General plan of Sanyuanqiao station</p><p>　　2　Risk Identification and Risk Mitigation</p><p>　　2.1　Survey of risk research</p><p>　　Since Einsteinetal introdu

16、ced risk analysis to tunnel and underground </p><p>　　engineering in the 1970s, certain achievements on the research of risk management have been obtained in overseas, mainly in Europe countries and America.

17、 Comparing with overseas, the research of risk management in tunnel and underground engineering in China started relatively later, but with large scale development of underground space in recent few years, the researches

18、 of risk management have got unprecedented concern.</p><p>　　Fig. 2　Arrangement of shield segments of the test section</p><p>　　According to domestic and foreign research situation of risk asses

19、sment methods, they are mainly classified into qualitative risk assessment methods and quantitative risk assessment methods. Qualitative risk assessment methods mainly include the risk matrix method , the risk index meth

20、od, and the IMS risk evaluation system etc, which are mainly applied at the primary assessment stages of the project Quantitative risk assessment methods mainly include Multirisk , TCM, DAT, CEVP etc., which combin</p

21、><p>　　2.2　Risk identification methods in the metro project</p><p>　　Risk identification plays a very important role during the process of risk management and is the premise and foundation of risk

22、management of a metro project only when all the related risks are identified; reasonable risk decision can be made at every stage of a metro project.</p><p>　　The first step of risk identification of a metro

23、 project is the classification of risks. Choietal suggested that the risk scenarios of metro construction should be classified to four scenarios, which are act of God risk scenarios, political and financial-related risk

24、scenarios, design-related risk scenarios, and construction-related risk scenarios when making risk analysis and evaluation for underground engineering. Based on the above classification of risk scenarios, we can identify

25、 all risk ev</p><p>　　The process of risk identification may rely upon the following three aspects: 1) A review of world-wide operational experience of similar projects drawn from the literature with written

26、 submissions from partner companies, 2) The study of generic guidance on hazards associated with the type of work being undertaken, and 3) Discussions with qualified and experienced staff from the project team and other

27、organizations around the world. Of course, the identification is best carried out through brain</p><p>　　2.3　Risk identification and analysis during the construction process of metro station</p><p

28、>　　The technology of constructing metro station by enlarging shield tunnel combined with the cut-and-cover method has not been applied before in domestic. For further research and application of technology, it is nece

29、ssary to make systematic research and analysis on the main risks and relevant mitigation measures.</p><p>　　As a new-style station construction method, we pay more attention to the specific risks during the

30、construction process in order to compare with other construction methods. Combined with the existing methods of risk identification at present including a review of world-wide operational experience of similar projects d

31、rawn from the literature with written submissions from partner companies, the study of generic guidance on hazards associated with the type of work being undertaken, and discussions</p><p>　　2.3.1 Constructi

32、on scheme of metro station</p><p>　　According to the structure scheme of metro station of the test section, we make research on the construction scheme in detail and recommend the following construction step

33、s:</p><p>　　1) Driving shield tunnels.</p><p>　　2) Erecting temporary supports and using mixed piles to reinforce the stratum.</p><p>　　3) Dewatering constructing the soil nailed wa

34、lls, excavating by troughs to the bottom of the first steel sup-port then excavating the soil among the troughs after erecting the first steel supports.</p><p>　　4) Excavating by troughs to the bottom of the

35、 second supports, drilling on the segments then excavating the soil among the troughs after erecting the second steel supports.</p><p>　　5) Grouting for reinforcing the stratum at the bottom of the tunnels,

36、excavating the second-layer foundation pit to the bottom, and constructing the temporary concrete supports at the bottom.</p><p>　　6) Constructing the bottom plates, bottom beams and columns of the station,

37、demolishing the first steel supports, and constructing the middle floor slabs and transverse supports between the floor slabs.</p><p>　　7) Erecting steel supports of the upper joints.</p><p>　　8

38、) Demolishing the segments by subsection, and constructing the joints of segments.</p><p>　　9) Pouring the upper structure, backfilling the soil demolishing the second temporary steel supports and all tempor

39、ary supports, so the whole construction has been completed.</p><p>　　Fig.3 shows the construction steps </p><p>　　Fig. 3　Construction steps of the test section</p><p>　　2.3.2　Risk i

40、dentification and risk mitigation during the construction process</p><p>　　According to the construction scheme of the test section, we can see it mainly includes driving shield tunnels, constructing upper e

41、nclosure structures, excavating the soil between shield tunnels and demolishing shield segments. There are not specific risks during the construction of driving shield tunnels therefore risk identification is only based

42、on the later three parts in this paper. Tab.1 shows the specific risks and relevant mitigation measures.</p><p>　　Tab. 1　Risk identification and risk mitigation during the construction process of metro stati

43、on</p><p>　　3　Conclusion</p><p>　　Based on the test section of Sanyuanqiao station on Beijing metro line 10, and combined with the existing methods of risk identification at present including a

44、review of world-wide operational experience of similar projects, the study of generic guidance on hazards associated with the type of work being undertaken, and discussions with qualified and experienced staff from the p

45、roject team etc, the risks during the construction process of metro station constructed by enlarging shield tunnel combi</p><p>　　在地鐵站施工過程中的風(fēng)險(xiǎn)識(shí)別和減輕風(fēng)險(xiǎn)</p><p>　　張新金 劉偉寧 劉梅麗</p><p>　

46、　摘要：擴(kuò)大盾構(gòu)隧道結(jié)合礦山法或明挖法建設(shè)地鐵車站為解決隧道支護(hù)和地鐵車站的建設(shè)工期問題提供了一種新的方法。作為一種新型施工方法，在施工過程有幾個(gè)具體的風(fēng)險(xiǎn)?；诒本┑罔F10號(hào)線三元橋車站的試驗(yàn)段結(jié)合目前已知的風(fēng)險(xiǎn)評(píng)估方法（包括世界類似工程的成功經(jīng)驗(yàn)，正在施工中采用的一般性風(fēng)險(xiǎn)評(píng)估方法，以及施工團(tuán)隊(duì)中有經(jīng)驗(yàn)技術(shù)人員的討論經(jīng)驗(yàn)等等）發(fā)現(xiàn)這種方法在地鐵車站施工過程中可以實(shí)現(xiàn)對(duì)具體風(fēng)險(xiǎn)的評(píng)估。結(jié)果顯示具體風(fēng)險(xiǎn)主要來源于三個(gè)施工過程：上部附屬構(gòu)

47、筑物的施工，盾構(gòu)隧道之間的挖土和盾構(gòu)支護(hù)部件的拆除。相關(guān)的風(fēng)險(xiǎn)解決措施下文將作介紹。它的結(jié)果能為施工方案的改進(jìn)及新型施工方法的綜合評(píng)估提供參考。</p><p>　　關(guān)鍵詞：隧道支護(hù) 明挖法 地鐵車站 風(fēng)險(xiǎn)評(píng)估 風(fēng)險(xiǎn)解決</p><p>　　近年來，盾構(gòu)法在北京地鐵隧道施工中得到了廣泛采用，源于這種方法具有便捷，安全和對(duì)周圍環(huán)境影響小的優(yōu)點(diǎn)。但是僅僅在隧道施工中采用盾構(gòu)法，地鐵車站任

48、然采用傳統(tǒng)的明挖法和礦山法。盾構(gòu)隧道和車站的建設(shè)工期問題一直沒有得到解決?；趯?duì)國內(nèi)外信息的調(diào)查，結(jié)合國內(nèi)科學(xué)經(jīng)濟(jì)水平，提出了這個(gè)問題的新的解決方案。新方案中，盾構(gòu)機(jī)穿過一系列的車站以線形方式，隨后在適當(dāng)?shù)臅r(shí)間采用明挖法或礦山法建設(shè)地鐵車站。但在車站中的隧道保留部分的支護(hù)結(jié)構(gòu)，僅打開一個(gè)通過供乘客上下車用。鑒于這種建設(shè)方法以前沒有在國內(nèi)采用過，采用礦山法擴(kuò)大地鐵車站時(shí)將會(huì)遇到大的難題，筆者在北京地鐵10號(hào)線三元橋試驗(yàn)段的基礎(chǔ)上首先研究了

49、結(jié)合明挖法擴(kuò)大地鐵車站的施工方案。</p><p>　　作為一個(gè)新型的車站施工方法，將會(huì)在施工進(jìn)程中遇到一些具體的風(fēng)險(xiǎn)。本文對(duì)采用盾構(gòu)法結(jié)合明挖法擴(kuò)大地鐵車站進(jìn)行車站施工中遇到的風(fēng)險(xiǎn)進(jìn)行的評(píng)估，并且提出了相關(guān)的風(fēng)險(xiǎn)解決措施。 </p><p><b>　　1 工程概況</b></p><p>　　三元橋站位于金順路和機(jī)場高速路間的綠地，是地

50、鐵10號(hào)線和機(jī)場線的中轉(zhuǎn)站，是一個(gè)地下雙層和島嶼式車站。全長160.9m，有四個(gè)車站通道：一個(gè)中轉(zhuǎn)通道，一個(gè)安全通道，兩個(gè)空氣槽通道。</p><p>　　根據(jù)地鐵10號(hào)線的總體計(jì)劃和三元橋站的建設(shè)環(huán)境，在隧道通過車站區(qū)域后，采用明挖法建設(shè)車站，并拆除所有的隧道支護(hù)。為了探索拆除車站區(qū)域隧道部分支護(hù)的方法，三元橋車站開始的18.6m選為試驗(yàn)段。對(duì)擴(kuò)大盾構(gòu)隧道結(jié)合明挖法地鐵車站施工的方案進(jìn)行的研究，成功第拆除了部分

51、隧道支護(hù)部件。這種技術(shù)以前沒有應(yīng)用過，還處于改進(jìn)和研究階段。并且在許多方面提出了具體的要求，包括支護(hù)部件，施工過程，結(jié)合部施工等。</p><p>　　圖1 顯示了三元橋地鐵車站的總體計(jì)劃和實(shí)驗(yàn)區(qū)段的位置，圖2顯示了支護(hù)部分的布置。</p><p>　　①機(jī)場線;②10號(hào)線;③實(shí)驗(yàn)區(qū)段</p><p>　　圖1　三元橋車站總體計(jì)劃</p><p&

52、gt;　　2 風(fēng)險(xiǎn)識(shí)別和風(fēng)險(xiǎn)解決</p><p>　　2.1 風(fēng)險(xiǎn)研究綜述</p><p>　　自從Einsteinetal 于20 世紀(jì)70年代在隧道和地下工程領(lǐng)域提出風(fēng)險(xiǎn)分析后，風(fēng)險(xiǎn)評(píng)估在國外已取得了很大的發(fā)展，主要是在歐洲國家和美國。相對(duì)于國外，國內(nèi)在隧道和地下工程中的風(fēng)險(xiǎn)管理研究起步比較晚。但是隨著近年來地下空間的大規(guī)模發(fā)展，風(fēng)險(xiǎn)管理研究受到了前所未有的關(guān)注。</p&

53、gt;<p>　　根據(jù)國內(nèi)外對(duì)風(fēng)險(xiǎn)管理的研究，主用分為定性風(fēng)險(xiǎn)評(píng)估方法和定量風(fēng)險(xiǎn)評(píng)估。定性風(fēng)險(xiǎn)評(píng)估主要包括風(fēng)險(xiǎn)矩陣方法，風(fēng)險(xiǎn)指數(shù)法和IMS風(fēng)險(xiǎn)評(píng)估系統(tǒng)。主要適用于工程初級(jí)階段的風(fēng)險(xiǎn)評(píng)估。定量風(fēng)險(xiǎn)評(píng)估法有Multidisc法，TCM和CEVP等，其中的風(fēng)險(xiǎn)相結(jié)合的項(xiàng)目要求客觀反應(yīng)工程如時(shí)間，成本和質(zhì)量，以便通過這種方法更合理地安排時(shí)間和進(jìn)行成本評(píng)估。</p><p>　　2.2 地鐵工程中的風(fēng)險(xiǎn)識(shí)別

54、方案</p><p>　　在風(fēng)險(xiǎn)管理中風(fēng)險(xiǎn)識(shí)別起著重要的作用，并且在地鐵工程中是風(fēng)險(xiǎn)管理的前提和基礎(chǔ)。</p><p>　　圖2 實(shí)驗(yàn)區(qū)段支護(hù)片段布置</p><p>　　風(fēng)險(xiǎn)識(shí)別的第一步是風(fēng)險(xiǎn)分類。Choietal 建議在作風(fēng)險(xiǎn)分析和地下工程評(píng)估時(shí)將地鐵施工中的風(fēng)險(xiǎn)類別分為四類：不可抗拒類，政治和經(jīng)濟(jì)影響類，設(shè)計(jì)影響類，施工影響類?；谏鲜龅娘L(fēng)險(xiǎn)分類，我們可以劃

55、分工程風(fēng)險(xiǎn)事故包括小概率高風(fēng)險(xiǎn)的事故。</p><p>　　風(fēng)險(xiǎn)識(shí)別將取決與下列3個(gè)方面：1）類似工程的成功經(jīng)驗(yàn)；2）對(duì)類似風(fēng)險(xiǎn)發(fā)生了的工程的研究；3）施工團(tuán)隊(duì)和世界上其它機(jī)構(gòu)對(duì)經(jīng)驗(yàn)的討論總結(jié)。當(dāng)然最好的識(shí)別是進(jìn)行集思廣益的會(huì)議。目前，在不同的工程領(lǐng)域有許多不同的風(fēng)險(xiǎn)識(shí)別方法，其中集體討論法，德爾菲法和情景分析法被主要應(yīng)用。</p><p>　　2.3 地鐵站施工過程中的風(fēng)險(xiǎn)識(shí)別和分

56、析</p><p>　　擴(kuò)大盾構(gòu)隧道結(jié)合明挖法地鐵施工技術(shù)還沒有在國內(nèi)廣泛應(yīng)用。為了進(jìn)一步的研究和應(yīng)用，有必要系統(tǒng)的研究和分析主要風(fēng)險(xiǎn)和相關(guān)的緩解措施。作為一種新型的車站施工方法，我們更多地注重施工過程中的具體風(fēng)險(xiǎn)，以便和其它施工方法作比較，和目前已知的施工方法的風(fēng)險(xiǎn)分析向比我們已基本上確定了施工過程的風(fēng)險(xiǎn)并提出了相關(guān)的解決措施。</p><p>　　2.3.1 地鐵站施工方案</

57、p><p>　　根據(jù)地鐵站測(cè)試部分段的結(jié)構(gòu)方案，我們將研究建設(shè)方案，并提出了詳細(xì)的施工步驟，如下：</p><p><b>　　1）隧道盾構(gòu)掘進(jìn)</b></p><p>　　2）支持和架設(shè)臨時(shí)使用攪拌樁加強(qiáng)層 </p><p>　　3）脫水構(gòu)建土釘墻，開挖第一道鋼支撐底槽</p><p>　　4）開挖

58、槽的底部第二道鋼支撐，鉆探的部分然后挖掘土的低谷后架設(shè)第二道鋼支撐</p><p>　　5）注漿加固地層底部隧道，開挖第二層基坑的底部，并建造臨時(shí)具體支撐，支撐底部</p><p>　　6 ）構(gòu)建底板，底梁和柱，車站，拆毀第一鋼鐵支持，建造中東樓板和橫向支持之間的樓板</p><p>　　7）上部結(jié)合部架設(shè)鋼支撐</p><p>　　8）拆除

59、部分支護(hù)片段，加固留下片段結(jié)合部分</p><p>　　9）澆注上部結(jié)構(gòu)，回填土并拆除臨時(shí)第二鋼支撐和所有臨時(shí)支持，因此，整個(gè)建設(shè)已經(jīng)完成。</p><p>　　圖3 顯示施工步驟</p><p>　　圖3 實(shí)驗(yàn)區(qū)段施工步驟</p><p>　　2.3.2 施工過程中的風(fēng)險(xiǎn)識(shí)別和風(fēng)險(xiǎn)解決</p><p>　　根據(jù)測(cè)

60、試段的施工方案，我們發(fā)現(xiàn)它主要包括隧道盾構(gòu)掘進(jìn)，建設(shè)上部外殼結(jié)構(gòu)，挖掘盾構(gòu)隧道間土體和拆除支護(hù)部分，在隧道盾構(gòu)掘進(jìn)中并沒有具體的風(fēng)險(xiǎn)，因此風(fēng)險(xiǎn)識(shí)別只基于本文的后三部分。</p><p>　　表1 地鐵站施工過程中的風(fēng)險(xiǎn)識(shí)別和風(fēng)險(xiǎn)解決</p><p><b>　　3. 結(jié)論</b></p><p>　　基于北京地鐵10號(hào)線三元橋車站的試驗(yàn)段結(jié)