英吉利海峡隧道

1、ChannelTunnel英吉利海峡隧道The Channel Tunnel (French: Le tunnel sous la Manche), also known by the portmanteau Chunnel1, is a 50.5-kilometre (31.4 mi) undersea rail tunnel linking Folkestone, Kent in England with Coquelles near Calais in northern France beneath the English Channel at the Strait of Dover.

2、At its lowest point it is 75 m (250 ft) deep.2 The Channel Tunnel has the longest undersea portion of any tunnel in the world, but the Seikan Tunnel in Japan is both longer and deeper overall, at 53.85 kilometres (33.5 mi) and 240 metres (790 ft) respectively. 英吉利海峡隧道(法 国称之为拉芒什海峡隧道 )，又称英法海底隧道或欧洲隧道，是

3、一条 横 贯英法之间多佛海峡 的海底铁路隧道，它西起英国的福克斯特(Folkestone)和肯特(Kent),东至法国北部加来(Calais)附近的考克莱尔(Coquelles),全长50.5km。英吉 禾U 海峡隧道最低点 75m 深，其海底部分为世界最长，总长度也仅次于 日本的青函海底隧道， 青 函海底隧道长 53.85km，埋深为240m。The tunnel carries high-speed Eurostar passenger trains, Eurotunnel ro-ro vehicle transport and international rail freight tra

4、ins. In 1996 the American Society of Civil Engineers identified the tunnel as one of the Seven Wonders of the Modern World.隧道中运行的火车有 “欧洲之星”高速旅客列车、装载公路车 辆的区间列车、以及国际铁 路货运列车。美国土 木工程学会 1996 年称之为现代世界的七大奇迹之一。Surveying undertaken in the 20 years before tunnel construction confirmed earlier speculations tha

5、t a tunnel route could be bored through a chalk marl stratum. The chalk marl was conducive to tunnelling, with impermeability, ease of excavation and strength. While on the English side the chalk marl ran along the entire length of the tunnel, on the French side a length of 5 kilometres (3 mi) had v

6、ariable and difficult geology. The Channel Tunnel consists of three bores: two 7.6-metre (25 ft) diameter rail tunnels, 30 metres (98 ft) apart, 50 kilometres (31 mi) in length with a 4.8- metre (16 ft) diameter service tunnel in between. There are also cross-passages and piston relief ducts. The se

7、rvice tunnel was used as a pilot tunnel, boring ahead of the main tunnels to determine the conditions. English access was provided at Shakespeare Cliff, while French access came from a shaft at Sangatte. The French side used five tunnel boring machines (TBMs), the English side used six. The service

8、tunnel uses Service Tunnel Transport System (STTS) and Light ServiceTunnel Vehicles (LADOGS). Fire safety was a critical designissue.在隧道建设之前,进 层。泥灰质白垩岩由行了 20 年的勘测工作,勘测发现隧道线 于不透水、易于开挖,且具有一定的强度隧道线路靠近英国一 多变地层。英吉禾海侧均为泥灰质白垩岩地层,而靠近法国一 峡隧道由三条隧洞组成,其中两条为直径路将穿过一层泥灰质白垩岩地,因此有禾于隧道的修建。侧则存在一段长 5km 的复杂7.6m 的铁路隧洞,长

9、50km,两洞相距 30m, 另一条为直径 4.8m 的后勤 服务洞,其处于两条铁路隧洞之间。 另 外设置有 横通道和活 塞压力调解洞。后勤服务洞也作为先导洞 使用,以便在主洞开挖之前 确定主洞 的地质条件 。隧道在英国一侧由莎士比亚陡崖（ Shakespeare Cliff ） 进入,在法国 一侧由位 于桑加特（Sangatte）隧洞进入。法国一侧采用了五台隧道掘进机（ TBM ），英国一侧采用 了六台TBM。后勤服务洞使用了服务隧道运输系统（STTS）和轻型服务隧道运输车LADOGS ）。消防安全是一个关键的设计问题。Between the portals at Beussingue an

10、d Castle Hill the tunnel is 50.5 kilometres (31 mi) long, with3.3 kilometres (2 mi) under land on the French side, 9.3 kilometres (6 mi) under land on the UK side and 37.9 kilometres (24 mi) under sea.51 This makes the Channel Tunnel the second longest rail tunnel in the world, behind the Seikan Tun

11、nel in Japan, but with the longest under-sea section.52 The average depth is 45 metres (148 ft) below the seabed.53 On the UK side, of the expected 5 million m3 of spoil approximately 1 million m3 was used for fill at the terminal site, and the remainder was deposited at Lower Shakespeare Cliff behi

12、nd a seawall, reclaiming 74 acres (30 ha)5 of land.54 This land was then made into the Samphire Hoe Country Park. Environmental impact assessment did not identify any major risks for the project, and further studies into safety, noise, and air pollution were overall positive. However, environmental

13、objections were raised over a high-speed link to London.55 隧道从 Beussingue 入 口至 Castle Hill 出口，总长 50.5km ，其中法国一侧的陆地长度 3.3km，英国一侧的陆地长度9.3km，海底长度37.9km。英吉利海峡隧道为世界上第 二长的铁路隧道，仅次于 日本的青函海底隧道，但是其海底段却是世界最长的。隧道的平均埋深为45m (海床面以下)。在英国一侧开挖的土石方约为500 m3，其中约100 m3用于填埋 转运码头( terminal site) ，其余部分堆放于莎士比亚陡崖的低洼处，这将填埋出一个面

14、积约74英亩的陆地，这块 陆地已改造成 Samphire Hoe 郊外公园。环境影响评价的结果表明 本工 程 不会出现重大环境 问题，进一步的研究也表明本工程的安全、噪音、大气污染处于总体可控的水平。当然， 与伦敦之间的高速连接对环境的影响也存 在一些争议。edit Surveying 勘 测Marine soundings and samplings by Thome de Gamond were carried out during 1833 -67, establishing the seabed depth at a maximum of 55 m and the continuity

15、 of geological strata (layers). Surveying continued over many years, with 166 marine and 70 land-deep boreholesbeing drilled and over 4000 line kilometres of marine geophysical survey completed.56 Surveys were undertaken in 1958 -59, 1964 -65, 1972 -74 and 1986 -88.Thome de Gamond 于 1833 年至 1867 年间完

16、成了海洋深度量 测和取样工作，绘制了海床深 度和地层剖面图。勘 测工作持续了很多年，完成了 166 个海洋钻孔和 70 个陆地深井钻孔， 以及 4000条数千米长的海洋地球物理勘测 。勘测工作分别于 1958-1959， 1964- 1965， 1972-1974，和 1986-1988年间进行。The surveying in 1958 -59 catered for immersed tube and bridge designs as well as a bored tunnel, and thus a wide area was investigated. At this time m

17、arine geophysics surveying for engineering projects was in its infancy, with poor positioning and resolution from seismic profiling. The 196465 surveys concentrated on a northerly route that left the English coast at Dover harbour, using 70 boreholes an area of deeply weathered rock with high permea

18、bility was located just south of Dover harbour.561958-1959 年间完成的勘测工作主要是为了 进行沉管隧道、桥梁和海底开挖隧道三种 方案 的 必选，因此，勘测 范围较大。当时，海洋地球物理勘测技术 应用于工程上还处于初期阶 段， 地震剖面的布置 和分辨率都较差。 1964-1965 年完成的勘测工作集中于 北线方案，其 位于英 国多佛港的左 侧海岸线，在多佛港的南侧布置了 70 个钻孔，钻孔揭露的主要为具有 高透水 性的强风化岩 石。Given the previous survey results and access constrain

19、ts a more southerly route was investigated in the 1972 -73 survey and the route was confirmed to be feasible. Information for the tunnelling project also came from work before the 1975 cancellation. On the French side at Sangatte a deep shaft with adits was made. On the English side at Shakespeare C

20、liff the government allowed 250 metres (820 ft) of 4.5 metres (15 ft) diameter tunnel to be driven. The actual tunnel alignment,method of excavatio n and support were esse ntially the same as the 1975 attempt. I n the 1986 -97 survey, previous findings were reinforced and the nature of the gault cla

21、y and tunnelling medium, chalk marl that made up 85% of the route, were investigated. Geophysical techniques from the oil industry were employed.56在已有勘测结果的基 础上， 1972-1973 对南线方案进行了调查， 调查结果证实南线方案是 可行的。在法国 Sangatte 开 挖了一个较深的竖井，英国政府也批准了在莎士比亚陡崖处开挖一个直径 4.5m 深 250m 的隧洞。实际开挖的隧道的线路布置、开 挖方法和设计方案与 1975 年的实验洞基本

22、 上是一样的。 1986-1997 年的勘测结果证实了之前的调查结论，勘测 期间对隧道沿线的泥 灰质粘土、泥灰质白垩岩(隧道线路85%以 上为泥灰质白垩岩)以及隧道的地质环境进行 了调查。此次勘测聘请了石油工业的地球 物理技术人员。edit Geology 地 质Geological profile along the tunnel as constructed. For the majority of its length the tunnel bores through achalk marl stratum (layer).隧道沿线的地质条件 ：隧道沿线大部分为泥灰质白垩岩地层。Succ

23、essful tunnelling under the channel required a sound understanding of the topography and geology and the selection of the best rock strata to tunnel through. The geology generally consists of northeasterly dipping Cretaceous strata, part of the northern limb of the Wealden-Boulonnais dome.Characteri

24、stics include:海底隧道能否成功修 建，关键在于对海底地形地貌和地质条件的全面了解并据此选择隧道的最佳地层。沿线地 层主要为倾向北东的白垩纪地层，少部分为 Wealden-Boulonnais 穹 地的北翼地层。其主要 特征如下：? as observed by Verstegan in 1698, the chalk of the cliffs on either side of the Channel is continuous, andcontains no major faulting根据 Verstegan1698 年的调查，海峡两岸陡崖上的白垩地 层是连续的，其间不存在

25、大型断 裂。the cliffs con sist of four geological strata, mari ne sedime nts laid dow n 90 00 milli on yearsandgault clay两岸陡崖主要由四个 垩地层、弱透水的晚 间为砂质地层，岩性积地层、强透水的早、中白 白垩地层与泥灰质粘土层之ago; pervious upper and middle chalk above slightly pervious lower chalk and finally impermeable Gault Clay. A sandy stratum, glau

26、conitic marl (tortia), is in between the chalk marl地层组成。九千万年至一亿年前的海洋沉 白垩地层、以及不透水的泥灰质粘土层。 为含海绿石的泥灰岩。a 25 -30 metre (82 -98 ft) layer of chalk marl (French: craie bleue)57 in the lower third of the lower chalk appeared to present the best tunnelling medium. The chalk has a clay content of 30 T0% provi

27、ding impermeability to groundwater yet relatively easy excavation with strength allowing minimal support. Ideally the tunnel would be bored in the bottom 15 m of the chalk marl, allowing water inflow from fractures and joints to be minimised, but above the gault clay that would increasestress on the

28、tunnel lining and swell and soften when wet.在晚白垩地层中存在 一层厚度为 25-30m 的泥灰质白垩岩，该层最适合于开挖隧 道。该白垩地层中粘土含量为 3040%，其渗透性差，可以阻止地下水渗透到隧道中， 而且该地层较易开挖，又具有定的强度，较少的支护即能保持隧道的稳 定。隧道可以设置在底部15m 厚的泥灰质白垩 岩，这样可以使通过裂隙 和节理渗透到隧道中的地下水减少到最低水 平。隧道必须位于泥 灰质粘土层的以上，因为泥灰质粘土会增 加隧道衬砌上的压力，同时 遇水易发生膨胀和软 化。On the English side of the channe

29、l the strata dip less than 5°, however on the French side this increases to 20 °. Jointing and faulting is present on both the English and French sides. On the English side only minor faults of displacement less than 2 metres (7 ft) exist. On the French side displacements of up to 15 metre

30、s (49 ft) are present owing to the Quenocs anticlinal fold. The faults are of limited width, filled with calcite, pyrite and remoulded clay. The increased dip and faulting restricted the selection of route on the French side. To avoid confusion microfossil assemblages were used to classify the chalk

31、 marl. On the French side, particularly near the coast,the chalk was harder and brittler and more fractured than on the English side. This led to the adoption of different tunnelling techniques on the French and English sides.58 英国一侧地层的倾角 小于 5°，但至法国沿岸， 地层倾角已增加至20° 。 英国和法国地层中都存在节理和断层 。英国一侧的

32、断层规模较小，错动距离小 于2m。法国一侧断层的错动 距离达到 15m， 其主要是由 Quenocs 背斜引起的。断层带宽度较 小，充填有方解石、黄铁 矿、重塑黏土。地层 倾角的增加和断层的存在使法国一侧线路选择较为困难。为了避免误判，采样了微化石采 样对泥灰质白垩岩进行分类。法国一侧的白垩地层比英国一侧的白垩地层更坚硬、更脆、 也更破碎。这导致了英法两侧采用了不同 的隧道开挖技术。No major geological hazards were identified, however the Quaternary undersea valley FosseDangaered, and Cas

33、tle Hill landslip located at the English portal were concerning. Identified by the 1964-65 geophysical survey the Fosse Dan gaered is an in filled valley system exte nding 80 metres (262 ft) below the seabed, 500 metres (1,640 ft) south of the tunnel route, located midchannel. A 1986 survey showed t

34、hat a tributary crossed the path of the tunnel and so the tunnel route was made as far north and deep as possible. The English terminal had to be located in the Castle Hill landslip, which consists of displaced and tipping blocks of lower chalk, glauconitic marl and gault debris. Thus the area was s

35、tabilised by buttressing and inserting drainage adits.58 The service tunnels were pilot tunnels preceding the main tunnels so that the geology, areas of crushed rock and zones of high water inflow could be predicted. Exploratory probing took place in the service tunnels in the form of extensive forw

36、ard probing, vertical downward probes and sideways probing.58除了第四纪的海底峡 谷Fosse Dangaered,以及位于英国隧道进口的Castle Hill滑坡以外，隧道沿线未发现其它 大型的不良地质作用。 1964-1965年完成的地球物理勘测表明， FosseDangaered海底峡谷由第四纪沉积物填充，延伸至海床面以下80m，位于英吉利海峡中部隧道线路以南500m。1986年完成的勘测结果显示，Fosse Dangaered海底峡谷有一条支脉 穿过隧道线路，因此 ，隧道选线时尽量往北移，同时埋深尽可 能加大。隧道在英国一侧的

37、 进出口只能选择在 Castle Hill 滑坡体中，滑坡体由 经过错动的白垩纪晚期白垩岩、海绿石泥灰岩和泥灰质粘土 的服务洞也作为超前行加固。位于两条主洞之间、破碎岩体的分布、以及可组成。因此，这一区域增加了一个支洞进探洞，以便查明主洞开挖前方的地质条件能出现涌水的位置。服务洞内进行了大量的勘探工作，包括大范围的超前勘探、垂直向下的勘探、以及边墙两侧方向的勘探。edit Tunnelling 隧道开挖Typical tunnel cross section, with a service tunnel in between twin rail tunnels. Shown linking t

38、he rail tunnels is a piston relief duct, necessary to manage pressure changes due to the movement of trains.典型的隧道横断面图，包括两条铁路主洞，以及中部的服务洞。图中连接两条铁路主洞是一条活塞压力调节洞，用于调节由于火车活塞式运行而产生的空气压力。Tunnelling between England and France was a major engineering challenge with the onlyprecedent being the undersea Seikan

39、Tunnel in Japan. A serious risk with underwater tunnels is major water inflow due to the water pressure from the sea above under weak ground conditions.The Channel Tunnel also had the challenge of time - being privately funded, early financial return was paramount.底隧道，无其它先例。水下英法之间隧道的开挖 是本项目的主要难点，除了日

40、本的青函海隧道面临的主要风险是海水沿着破碎带在水压力下进入隧道。英吉利海峡隧道也面临着工期紧迫的问题，因为吸引了大量私人投资，因此尽早收回投资是至关重要的。The objective was to construct: two 7.6-metre (25 ft) diameter rail tunnels, 30 metres (98 ft) apart, 50 kilometres (31 mi) in length; a 4.8-metre (16 ft) diameter service tunnel between the two main tunnels; pairs of 3.3-

41、metre (11 ft) diameter cross-passageslinking the rail tunnels to the service tunnel at 375-metre (1,230 ft) spacing; piston relief ducts 2-metre (7 ft) diameter connecting the rail tunnels at 250-metre (820 ft) spacing; two undersea crossover caverns to connect the rail tunnels.59 The service tunnel

42、 always preceded the main tunnels by at least 1 kilometre (0.6 mi) to ascertain the ground conditions, experience with tunnelling through chalk had occurred in the mining industry. The undersea crossover caverns were a complex engineering problem. TheFrench cavern was based on the Mount Baker Ridge

43、freeway tunnel in the USA. The UK cavern was dug from the service tunnel ahead of the main tunnels to avoid delay.主要构筑物包括：两 条长50km、直径7.6m、相隔30m的铁路主洞；一条位于 两条主洞之 间的直径 4.8m 的服务洞；主洞和服务洞每隔 375m 设置两条 3.3m 的横通道连接；两条主务洞必须超前主洞最少1km，以便探查主洞前方的地质条件。白垩岩于采矿行业。水下调度室的修建是一个复 杂的工程问题。法国一侧的 考了美国 Mount Baker Ridge 高速公路隧

44、道资料。英 国一侧的水下调度 上扩挖的，以便节省工期。洞每隔 250m 设置一 条直径 2m 的活塞压力调节洞相互连通；两个位于水下的用于连接铁 主洞的渡线洞。服 开挖经验主要来自 下调度室的修建参 是在服务洞的基础Precast segmental linings in the main TBM drives were used, but different solutions were used on the English and French sides. On the French side neoprene and grout sealed bolted linings made

45、of cast iron or high-strength reinforced concrete were used. On the English side the main requirement was for speed, and bolting of cast-iron lining segments was only carried out in areas of poor geology. In the UK rail tunnels eight lining segments plus a key segment were used, on the French side f

46、ive segments plus a key segment.60 On the French side a 55-metre (180 ft) diameter 75- metre (246 ft) deep grout-curtained shaft at Sangatte was used for access. On the English side a marshalling area was 140 metres (459 ft) below the top of Shakespeare Cliff, and the New Austrian Tunnelling method

47、(NATM) was first applied in the chalk marl here. On the English side the land tunnels were driven from Shakespeare Cliff, the same place as the marine tunnels, not from Folkestone. The platform at the base of the cliff was not large enough for all of the drives,and despiteenvironmental objections tu

48、nnel spoil was placed behind a reinforced concrete seawall, on condition of placing the chalk in an enclosed lagoon to avoid wide dispersal of chalk fines. Owing to limited space the precast lining factory was on the Isle of Grain in the Thamesestuary.59 隧道采用 TBM 法国一侧采用了 为加快速度，钢 拼装管片和一块 组成。在法国一开挖，预制

49、拼装管片衬砌支护，但是英 由高强度钢筋混凝土制作而成的氯丁橡胶 筋锚固的管片衬砌仅地质条件较差的地段 关键管片组成，而法国一侧的隧道衬砌采国和法国两侧采用了不同的施工技 密封管片衬砌，而在英国一 。英国一侧的隧道衬砌采用 用五块拼装管片和一块关键 英国侧的 Sangatte 采用了一个直径 55m 深 75m 注浆帷幕洞作为入口。术。侧， 八块 管片一侧的入口位于莎士 白垩岩。在英国一侧 不够宽大，因此将隧 平台，尽管一些环境NATM ）开挖本地的泥灰质 开始开挖。由于陡崖的平台 的海堤后方，以便增大施工 的限制，预制拼装管片生产比亚陡崖下方 140m ，首次采用了新奥法 ，陆地隧道和海底隧道

50、均从莎士比亚陡崖 道开挖的碎渣堆放在一个钢筋混凝土衬砌 保护人士对此提出了异议。由于施工空间 工厂选在 Thames 的格兰岛。On the French side, owing to the greater permeability of water, earth pressure balance TBMs with open and closed modes were used. The TBMs were of a closed nature during the initial 5 kilometres (3 mi) but then operated as open, boring

51、through the chalk marl stratum.59 This minimised the impact to the ground and allowed high water pressures to be withstood, and it also alleviated the need to grout ahead of the tunnel. The French effort required five TBMs: two main marine machines, one main land machine (the short land drives of 3

52、km allowed one TBM to complete the first drive then reverse direction and complete the other), and two service tunnel machines. On the English side the simpler geology allowed faster open-faced TBMs.61 Six machines were used, all commencing digging from Shakespeare Cliff, three marine bound and thre

53、e for the land tunnels.59 Towards the completion of the undersea drives the UK TBMs were driven steeply downwards and buried clear of the tunnel. The French TBMs then completed the tunnel and were dismantled.62 A 900 mm gauge railway was used on the English side during construction.63 在法国一侧，由于地 层透水性

54、更强，因此采用了具有开敞式和 封闭式两种模式的土压平衡 盾 构掘进机，隧道最 开始的 5km 段采用封闭模式，到达泥灰质白垩岩地 层则采用开敞模式， 这 样可以减少衬砌结 构承受的围岩压力和高水压，同时也可减 少隧道顶部的注浆需求。法 国一 侧采用了 5台 TMB ，其中 2台用于两条主洞海底部分的 开挖， 1台用于主洞陆地部分 的开挖 (陆地部分的 主洞仅 3km 长，因此， TBM 完成一个主洞的开挖后可调转方向开挖另一个主洞)，2 台用于服务洞的开挖。英国一侧由于地质条件简单，因此可采用开挖速度更快开敞式TBM ，一共 采用了 6 台 TBM ，均从莎士比亚陡崖处开始开挖 ，其中 3 台

55、用于 海底部分的开 挖， 3台用于陆地部分的开挖 。在英法两国的 TBM 衔接处 ，英国一侧的 TBM 采用大角度向 下开挖并最终埋没在隧 道的下方，法国一侧的 TBM 完成衔接处 剩余段 的开挖后，拆卸运出 洞外。英国一侧隧道的施工中采用了 900mm 轨距 的轨道运输。 edit Railway design and rolling stock 铁路设计及运输工具Interior of Eurotunnel Shuttle, a vehicle shuttle train. The largest railway wagons in the world,5 the shuttle trai

56、ns transport vehicles between terminals either side of the tunnel. 上图为英吉利海峡隧 道通勤列车内部照片，这是一种装载各种 机动车通勤列车，它拥有世 界上最大的铁路列车 车厢，用于装载隧道两端的机动车辆。There are three communication systems in the tunnel: concession radio (CR) for mobile vehicles and personnel within Eurotunnel's Concession (terminals, tunnels,

57、 coastal shafts); track-to-train radio (TTR) for secure speech and data between trains and the railway control centre; Shuttle internal radio (SIR) for communication between shuttle crew and to passengersover car radios.64 All tunnel services run on electricity, shared equally from English and Frenc

58、h sources. Power is delivered to the locomotives via an overhead line (catenary).65 A cab signalling system is used that gives information directly to train drivers on a display. There is automatic train protection (ATP) that stops the train if the speed differs from that indicated on the in-cab dis

59、play. TVM430, as used on TGV Nord, is used in the tunnel. 66 The American Sonneville International Corporation track system was used in the tunnel, ballasted track was ruled out owing to maintenance constraints and a need for geometric stability. The Sonneville system has UIC60 rails on 900A grade rest