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Un projecte constructiu que te com a objectiu la valoració de les obres necessàries per la construcció d’un aparcament subterrani al jardí de les Tres Torres, amb la finalitat de solucionar la necessitat de demanda d’aparcament de la zona., Un proyecto constructivo que tiene como objetivo la valoración de las obras necesarias para la construcción de un aparcamiento subterráneo en el Jardín de les Tres Torres, con el fin de cubrir la necesidad de demanda de aparcamiento de la zona., A construction project that aims to assess the necessary works for the construction of an underground car park in the Jardín de les Tres Torres, in order to cover the need for parking in the area.

Denna rapport grundar sig i en genomgång av ett antal tunnelanläggningars ansökningar till Mark- och miljödomstolen vid Nacka Tingsrätt gällande bortledning av grundvatten, samt deras slutgiltiga domstolsbeslut i Stockholmsområdet. Syftet med denna studie är att undersöka vilka faktorer i ansökan som domstolen lägger störst vikt vid inför domstolsbeslutet, samt hitta eventuella likheter eller skillnader mellan de fyra olika tunnelanläggningarna som beaktats. Vidare undersöks anledningarna bakom uppdelningen av en tunnel i olika delsträckor och hur dessa i sin tur påverkar de inläckagenivåer som ansökan yrkar på. Rapporten behandlar följande tunnelanläggningar: Nya Avloppstunneln, E4 Förbifart Stockholm, City Link etapp 2 samt Nya Tunnelbanan. Sammanfattningsvis blev resultatet av denna studie följande: de olika domstolsbesluten tar alla hänsyn till ungefär samma faktorer där yttranden från Länsstyrelsen och genomförandet av fältundersökningar anses betydande. Tunnelsträckornas indelning baseras på de olika geologiska förhållandena i området samt vart vattendelare och inströmningsområden är lokaliserade. Slutligen är det även tydligt att domstolen tar hänsyn till tidigare projekts domstolsbeslut, både gällande de inläckagevillkor som beviljas samt den tekniska lösningens utformning., The following report analyses a number of tunnel-constructions applications to the Land and Environmental Court (Mark- och miljödomstolen), at Nacka district court in Stockholm regarding groundwater drainage. The study also covers the court decisions for each of the tunnel-constructions. The purpose of this study is to find common denominators in the court decisions in order to draw conclusions about which denominators are of more importance than others, when the court makes its final decision. Furthermore, the study also aims to find clarity in the decision-making behind the division of the tunnel into sections and how those impact the levels of groundwater-leakage requested in the application. The following tunnel- constructions have been analysed: Nya Avloppstunneln, E4 Förbifart Stockholm, City Link etapp 2 as well as Nya Tunnelbanan. The result showed that the different court decisions all regard some factors more important than others, where the claimant from the supervisory authority Country Administrative Board (Länsstyrelsen) and the implementation of field studies are deemed two of the most important factors. The division of the tunnels is based on the geological prerequisites and the location of the watersheds and inflow areas. Lastly, it is also clear that the court takes previous projects court decisions into account regarding the leakage-levels as well as the technical solution.

Denna rapport grundar sig i en genomgång av ett antal tunnelanläggningars ansökningar till Mark- och miljödomstolen vid Nacka Tingsrätt gällande bortledning av grundvatten, samt deras slutgiltiga domstolsbeslut i Stockholmsområdet. Syftet med denna studie är att undersöka vilka faktorer i ansökan som domstolen lägger störst vikt vid inför domstolsbeslutet, samt hitta eventuella likheter eller skillnader mellan de fyra olika tunnelanläggningarna som beaktats. Vidare undersöks anledningarna bakom uppdelningen av en tunnel i olika delsträckor och hur dessa i sin tur påverkar de inläckagenivåer som ansökan yrkar på. Rapporten behandlar följande tunnelanläggningar: Nya Avloppstunneln, E4 Förbifart Stockholm, City Link etapp 2 samt Nya Tunnelbanan. Sammanfattningsvis blev resultatet av denna studie följande: de olika domstolsbesluten tar alla hänsyn till ungefär samma faktorer där yttranden från Länsstyrelsen och genomförandet av fältundersökningar anses betydande. Tunnelsträckornas indelning baseras på de olika geologiska förhållandena i området samt vart vattendelare och inströmningsområden är lokaliserade. Slutligen är det även tydligt att domstolen tar hänsyn till tidigare projekts domstolsbeslut, både gällande de inläckagevillkor som beviljas samt den tekniska lösningens utformning., The following report analyses a number of tunnel-constructions applications to the Land and Environmental Court (Mark- och miljödomstolen), at Nacka district court in Stockholm regarding groundwater drainage. The study also covers the court decisions for each of the tunnel-constructions. The purpose of this study is to find common denominators in the court decisions in order to draw conclusions about which denominators are of more importance than others, when the court makes its final decision. Furthermore, the study also aims to find clarity in the decision-making behind the division of the tunnel into sections and how those impact the levels of groundwater-leakage requested in the application. The following tunnel- constructions have been analysed: Nya Avloppstunneln, E4 Förbifart Stockholm, City Link etapp 2 as well as Nya Tunnelbanan. The result showed that the different court decisions all regard some factors more important than others, where the claimant from the supervisory authority Country Administrative Board (Länsstyrelsen) and the implementation of field studies are deemed two of the most important factors. The division of the tunnels is based on the geological prerequisites and the location of the watersheds and inflow areas. Lastly, it is also clear that the court takes previous projects court decisions into account regarding the leakage-levels as well as the technical solution.

Land use optimization is a major concern as the world's population grows at an exponential rate. Surface land is already being depleted at an alarming pace. As a result, buildings can be constructed safely underground, allowing for more productive land use. The primary goal of this paper is to perform a bibliometric review of the literature related to Underground Construction in order to determine the growth of Underground Construction as a method of energy or land optimization in recent years. Between 1975 and 2020 is the time span considered for this survey. The results of the Scopus database are the primary subject of bibliometric research in this article. External tools such as iMapBuilder and VOSviewer are used to visualise data. The research is intended to show the need for Underground Construction in the modern world. The study's findings highlight the scarcity of underground construction research and the need for additional research. The findings of this study are made possible by a method for systematic research in underground construction.

Through history , the ground has been always a very important and main part of the architectural field. The first building rock in any project is the ground which determines the identity of the project. In my thesis paper, my argument is about Ground architecture as an architectural typology and especially raising and continuity of ground typology and explaining briefly some different case studies in different countries of ground architecture and its typologies , also I am introducing The Wave which is my project in which I have practised merging two typologies which are raising and continuity of ground. In the first part of my thesis, I am explaining the importance of ground as an element to architecture , how it has been the main spine of the architecture process and spotting the light on some previous architects who invaded the filed of using ground in architectural projects and how they have applied and practised this concept. The second part is about , the different typologies of ground architecture and focusing on raised and continuous ground especially and supporting my argument with more case studies. The case studies I am mentioning in my thesis to express and illustrate how the different typologies were applied and define their characteristics , but also with focusing on raised and continuous typology as i am using it in my introduced project The Wave. Another point I am mentioning is the integration between green roofs and continuous ground. The third part of is about ground architecture through the eye of Barcelona city and its history in Barcelona and mentioning some case studies urbanizing and grounding Barcelona from the old days to our modern architecture and supporting the discussion with few diagrams and pictures of the projects. The fourth and my last part of the thesis I am introducing my proposal (The Wave ), in this project I used the technic of grounding the location of moll de Barcelona and i practised the idea of raising and continuity of gr

Aquest treball centra tota l’atenció en l’estudi i l’ús del subsòl, entès com a espai habitable o espai públic. En el passat trobem moltes civilitzacions que van adoptar els espais naturalment soterrats com a principal forma d’habitatge, avui dia gràcies als avenços tecnològics podem apropiar-nos dels espais del subsòl i fer-los habitables. Davant de l’actual crisi ecològica és necessari replantejar la construcció de les ciutats i repensar noves maneres de viure que siguin més respectuoses amb el medi ambient. Els anàlisis han demostrat que aquesta manera d’habitar comporta una considerable millora i un estalvi energètic sense un increment aparent del cost de construcció. A continuació s’analitzen alguns dels beneficis bioclimàtics de l’arquitectura enterrada com la inèrcia tèrmica, la integració en el paisatge o l’optimització del sòl (a l’alliberar la coberta) que ens permet recuperar i connectar els espais amb les zones verdes. Aquest treball té com a objectiu promoure aquesta pràctica establint uns paràmetres ideals per al disseny de l’arquitectura enterrada i verificar-los mitjançant l’estudi de tres casos pràctics. Cada un d’aquests casos pretén englobar un conjunt d’usos que, sovint trobem a les ciutats, amb la finalitat de demostrar la viabilitat de les construccions enterrades davant de la manera de construir les ciutats en l’actualitat. Finalment, a nivell de conclusions el subsòl ofereix una resposta eficient per a l’optimització del sòl. Aquest fet permet adoptar nous usos a les superfícies i donar continuïtat a les zones verdes. Tant pels beneficis tèrmics com la capacitat d’integrar-se en el paisatge, l’arquitectura enterrada suposa una solució sostenible i eficient que pot resultar clau en els pròxims anys en la lluita contra el canvi climàtic., This paper focuses all the attention on the study and use of the subsoil, as a living space or public space. In the past, many civilizations have adopted the space naturally underground as their main form of habitat, and thanks to technological advances we can now appropriate the space of the subsoil and make it habitable. In view of the current ecological crisis, it is necessary to rethink the construction of cities and to rethink new ways of living that are more respectful of the environment. The analysis has shown that this way of living entails a considerable improvement and an energy saving without an apparent increase in the cost of construction. Next, some of the bioclimatic benefits of the buried architecture are analyzed, such as the thermal inertia, the integration in the landscape or the optimization of the surface (by using the cover) that allows us to recover and connect the space with the green areas. The aim of this paper is to promote this practice by establishing ideal parameters for the design of buried architecture and verifying them through the study of three practical cases. Each of these cases aims to include a set of uses that we find in the cities, with the aim of demonstrating the viability of buried constructions in the way cities are built today. Finally, at the conclusion level, the subsoil offers an efficient answer for the optimization of the surface. This allows us to adopt new uses to the surfaces and to give continuity to the green areas. As much as the thermal benefits as the capacity to integrate itself in the landscape, the buried architecture supposes a sustainable and efficient solution that can result in the next years in the rain against the climatic change., Objectius de Desenvolupament Sostenible::9 - Indústria, Innovació i Infraestructura, Objectius de Desenvolupament Sostenible::13 - Acció per al Clima, Objectius de Desenvolupament Sostenible::11 - Ciutats i Comunitats Sostenibles

En aquest TFG es realitza un anàlisi tècnic sobre la construcció de vasos sota rasant en presència de nivell freàtic alt. Es basa en: •Experiències professionals pròpies. •Experiències professionals alienes, fruit de contactes amb companys del ram. •Aspectes teòrics de mecànica de sòls i, en especial els dedicats a l’avaluació d’abatiments de nivell freàtic.•Aspectes pràctics sobre equips de bombament, la seva instal·lació i el seu control. L’obectiu del treball es doble:Reflexió i anàlisi sobre la realització pràctica d’abatiments de nivells freàtics.Posar a l’abast de la professió experiències i coneixements adquirits en primera persona. Les excavacions en presència de nivell freátic, són de les experiències constructives més intenses. Generen neguit entre els tècnics i els professionals que participen en el procés constructiu d’una amb obra independència del seu grau d’experiènciao d’expertesa.La raó última de la inquietud cal cercar-la en les incerteses que planteja qualsevol enfrontament amb la natura.

In the construction community, underground construction is perceived as being significantly more costly and more energy-consuming than comparable surface construction. Although the literature is scarce, studies that have attempted to quantify this difference tend to compare built projects in heterogeneous conditions. The objective of this article is to present the results of life cycle cost and energy consumption simulations conducted as part of the Deep City project at the École Polytechnique fédérale de Lausanne in Switzerland. This article begins by examining the preconceptions the construction industry seems to have about underground construction as reported in the press from 2007 to 2017. Then, we present the method and results of two unpublished studies on the differences in costs and energy consumption of a hypothetical commercial building project in two different geological contexts. We find that energy consumption can be 15% higher but also 4% lower. We also find that underground construction in unconsolidated sediment ground is approximately 23% more expensive, while only 10% in bedrock, which is significantly lower than the 200% to 300% differentials reported in previous studies. We attribute this to the level of detail of our studies, the inclusion of ground conditions, and conclude that our results help to dispel certain misconceptions about underground construction, which can contribute positively to urban sustainable development goals.

The majority of scientific agencies in the field of medicine and health, including the World Health Organization, consider radon gas a very harmful element for humans. This element, in its gaseous state, is radioactive and is present in almost all land in which buildings are implanted, especially in granitic soils, which present higher levels of radon gas. Nongranitic soils have traditionally been considered to have low radon levels. In addition to the contributions made by this article, it is very relevant that there are many countries, including Spain, in which the technical codes for their construction regulations do not include the maximum radon dose that a building can hold so that it is not harmful to humans nor do they hold the measures necessary to remedy excessive accumulation. The main objective of this research is to demonstrate the need for ventilation in buried works. To do this, a comparison is made between two railway tunnels in the urban fabric of the city of Alicante: one of them is in operation (Benacantil Mount) and the other is in the excavation phase (Serra Grossa). When underground railway installations are planned, they are equipped with large air ventilation systems due to the pollutants generated by ground exposure. These mechanical systems consist of suction turbines that expel the air to the outside. Research shows that radon gas is an indicator of an area’s air quality. In addition, ventilation in railway tunnels (mechanical and natural) allows for air renewal and improves the air quality.

In the construction community, underground construction is perceived as being significantly more costly and more energy-consuming than comparable surface construction. Although the literature is scarce, studies that have attempted to quantify this difference tend to compare built projects in heterogeneous conditions. The objective of this article is to present the results of life cycle cost and energy consumption simulations conducted as part of the Deep City project at the École Polytechnique fédérale de Lausanne in Switzerland. This article begins by examining the preconceptions the construction industry seems to have about underground construction as reported in the press from 2007 to 2017. Then, we present the method and results of two unpublished studies on the differences in costs and energy consumption of a hypothetical commercial building project in two different geological contexts. We find that energy consumption can be 15% higher but also 4% lower. We also find that underground construction in unconsolidated sediment ground is approximately 23% more expensive, while only 10% in bedrock, which is significantly lower than the 200% to 300% differentials reported in previous studies. We attribute this to the level of detail of our studies, the inclusion of ground conditions, and conclude that our results help to dispel certain misconceptions about underground construction, which can contribute positively to urban sustainable development goals.

El entorno de la Via Augusta presenta una elevada demanda de aparcamiento privado no satisfecha por el mercado existente, que podria ser resuelta mediante equipamientos subterraneos en terreno publico y regimen de concesion a largo plazo como el propuesto bajo la plaza Castello y zonas adjuntas

Hoy en día, debido a la limitación de espacio que hay en las grandes ciudades, se busca realizar construcciones con mucha altura, con el fin de ocupar el menor espacio posible horizontal y conseguir una gran superficie total. Por ello la utilización de muros pantalla ha ido creciendo a lo largo de las últimas décadas, pues su utilización es muy extendida debido a las ventajas que aportan. Además de servir como cimentación para construcciones, realiza su papel de contención de grandes volúmenes de tierras, dejando la posibilidad de construcción de sótanos y aparcamientos, algo que hoy en día es imprescindible en cualquier edificación. Se pueden llegar a excavar grandes profundidades, haciendo uso de este tipo de muro de contención que en muchas ocasiones presentan un espesor reducido. Por otro lado, su uso se ha ido extendiendo para limitar zonas de manera temporal, como puede darse en determinadas situaciones de excavación o para limitar el paso del agua a la vez que contiene el terreno, generando así una nueva posibilidad y siendo una buena alternativa para la construcción de túneles. Para el cálculo estructural de dichos muros es necesario conocer los esfuerzos que estos van a resistir, por ello se establece un método convencional de dimensionamiento que determinan como considerar su comportamiento. No obstante, interesa conocer formas de dimensionamiento y construcción que vayan más lejos de estos métodos convencionales, por ello en esta tesina se analizarán distintas alternativas de muros pantalla. Se considerará desde niveles de apoyo en la pantalla que vienen dados por las propias losas en lugar de por anclajes como suele ser habitual, hasta distintas alternativas de contrafuertes, estudiando cómo se comportaría la pantalla haciendo uso del método de elementos finitos a través del SAP2000.

The majority of scientific agencies in the field of medicine and health, including the World Health Organization, consider radon gas a very harmful element for humans. This element, in its gaseous state, is radioactive and is present in almost all land in which buildings are implanted, especially in granitic soils, which present higher levels of radon gas. Nongranitic soils have traditionally been considered to have low radon levels. In addition to the contributions made by this article, it is very relevant that there are many countries, including Spain, in which the technical codes for their construction regulations do not include the maximum radon dose that a building can hold so that it is not harmful to humans nor do they hold the measures necessary to remedy excessive accumulation. The main objective of this research is to demonstrate the need for ventilation in buried works. To do this, a comparison is made between two railway tunnels in the urban fabric of the city of Alicante: one of them is in operation (Benacantil Mount) and the other is in the excavation phase (Serra Grossa). When underground railway installations are planned, they are equipped with large air ventilation systems due to the pollutants generated by ground exposure. These mechanical systems consist of suction turbines that expel the air to the outside. Research shows that radon gas is an indicator of an area’s air quality. In addition, ventilation in railway tunnels (mechanical and natural) allows for air renewal and improves the air quality.

El presente proyecto desarrollará mis aptitudes frente a la resolución de imprevistos de la ejecución de la obra y en el desarrollo de las indefiniciones del proyecto de la estación de Provençana de la Linea 9 de Metro de Barcelona. La ejecución de los acondicionamientos e instalaciones de la estación es adjudicada a la empresa de la que formo parte, mediante un convenio educativo específico. Esta empresa es la constructora llamada “UTE Estacions L9 Llobregat”. Mi trabajo dentro de la constructora UTE Estacions L9 Llobregat, es formar parte del departamento de Oficina Técnica. Concretamente en el acondicionamiento interior de la estación. Tanto mi trabajo en la empresa como el desarrollo del proyecto final se centra en: 1. El acondicionamiento interior de la estación. Aportando soluciones constructivas para los imprevistos del día a día en obra. 2. El seguimiento de obra, creando el Diario de esta misma. En el Diario de Obra, expongo todos los imprevistos e indefiniciones del proyecto que surgen en el día a día de la obra. Y la solución adoptada de cada uno de los cambios producidos respecto al acondicionamiento interior. 3. Asistencia en reuniones y visitas de obra con los diferentes agentes que intervienen en el desarrollo y ejecución de la estación. (Arquitecto, Dirección de obra, industriales, encargado de la estación y personal del Ayuntamiento junto con personal de Transportes Metropolitanos de Barcelona). 4. Registro, aprobación y distribución de los planos del proyecto. Por lo tanto, expongo en este trabajo el análisis del seguimiento de la ejecución de la estación de metro y el desarrollo del Diario de obra. Toda la información reflejada en este trabajo, ha sido recogida y elaborada durante un periodo de seis meses.

El barrio del Clot de Barcelona presenta una elevada demanda de aparcamiento privado no satisfecha por el mercado existente, que podria ser resuelta mediante equipamientos subterraneos en terreno publico y regimen de concesion a largo plazo como el propuesto bajo la calle Mallorca

En el mundo la construcción de redes de servicios públicos se ha expandido porque está ligada al crecimiento demográfico y al cambio climático, haciendo que las ciudades abarquen cada vez una mayor área de cobertura y extiendan la capacidad de sus redes existentes -- No obstante, el impacto socio-ambiental que producen estas obras es reconocido como uno de los más altos en zonas urbanas -- La afectación al comercio, el tráfico vehicular, el ruido y el polvo son algunos de los más evidentes -- En búsqueda de una solución, desde hace más de 50 años los países más desarrollados han venido implementando tecnologías para la construcción de redes de servicios públicos que evitan la apertura de zanjas, generando soluciones a problemas técnicos y reduciendo el impacto a la sociedad y al medio ambiente -- Sin embargo, Colombia ha tardado bastante tiempo en implementarlas, debido principalmente al mayor costo frente a los métodos tradicionales, obviando sus grandes beneficios socio-ambientales -- EPM es la empresa que dio un primer paso en la dirección correcta, lanzando dos proyectos con intervención masiva de Tecnologías Sin Zanja; el Interceptor Norte y Centro Parrilla -- Pero hoy, luego del termino de estos proyectos, Ingeniería & Contratos S.A.S., uno de los contratistas de Centro Parrilla, encuentra un gran reto, ya que para mantener el mercado de los equipos adquiridos de Tecnologías Sin Zanja, debe explicar a las entidades públicas y a los diseñadores los grandes beneficios que ofrecen, Around the world, the pipelines construction for public services has grown because it is bound to population growth and climate change, pushing an increasing coverage area and expansion for the pre-existing supply networks -- However the social and environmental impacts caused by these jobs are known as highly disruptive on urban areas -- The noise, traffic, dust, and commerce affectation are quite evident -- Seeking for an answer, for over 50 years the highly developed countries have been implementing technologies for public services supply lines constructions that avoid open trenches, and doing so, they provide technical solutions and reduce the negative environmental and social impacts -- However Colombia has taken a long time to implement them due to a higher cost compared to the traditional methods, overlooking their great benefits -- Fortunately EPM made a great first step on the right way, launching two projects whit massive Trenchless Technology interventions, the “Interceptor Norte” (North Interceptor) and “Centro Parrilla” (Grid Center) -- But now, after the conclusion of these projects, “Ingeniería & Contratos S.A.S.” (Engineering & Contracts) one of the main contractors of the “Centro Parrilla” project has found a grand challenge, since to maintain the market for their new trenchless equipment, they have to convince public entities and designers about the great benefits that these technologies offer

La alta demanda vecinal de aparcamientos cubiertos unida al desarrollo de nuevas actividades comerciales en el área de la Rambla de la Marina de l'Hospitalet de Llobregat, así como la tendencia a una creciente reducción de plazas en superficie frente a otros usos (mayores áreas de parques, carriles bici, zonas de carga y descarga) recomiendan dotar a la zona de un equipamiento como el definido en el proyecto.

El Distrito de Esquerra del Eixample presenta una elevada demanda de aparcamiento privado y en rotación no satisfecha por el mercado existente, que podria ser resuelta mediante equipamientos subterraneos en terreno publico y regimen de concesion a largo plazo

El projecte contempla la redacció d'un projecte constructiu d'un aparcament subterrani al municipi de Caldes d'Estrac, on s'han de considerar entre d'altres condicionants la proximitat a la costa, i la presència del ferrocarril i de la carretera N-II. Aquest aparcament disposarà de dues plantes soterrades.

El barrio de Sarrià adolece de suficiente capacidad de estacionamiento debido a lo abigarrado de la trama urbana. En este caso se propone estudiar una solución en la zona norte del mismo aprovechando el espacio existente frente a la iglesia de Sant Miquel de Sarrià y eventualmente el Paseo de Sant Gervasi, buscando al mismo tiempo proporcionar servicio al Mercado municipal existente en las inmediaciones.

Underground transportation systems development often involves multiple tunnels with a closer distance especially at downtown of the metropolis. During the construction of new tunnels, it is important to assess the settlement and deformation that are induced in the existing structures due to tunneling. Previous studies mainly focus on the interaction of circular tunnels, deformation and stress transfer mechanism of a non-circular tunnel subjected to circular tunneling are not well investigated. The main objectives of this study are to gain a better understanding of the role of the existing tunnel shape on crossing tunnels interaction. Furthermore, this research aims at providing high-quality physical data for numerical modelers and engineers for verifying their designs. A total of five centrifuge tests were conducted out in dry Toyoura sand. Factors affecting the interaction of crossing tunnels, such as the shape of the existing tunnel, pillar depth and cover depth, were investigated. During tests, bender elements were first time used to measure soil stiffness change along the new tunnel construction. Three-dimensional numerical back analyses were carried out to improve the understanding of the stress transfer mechanism, strain and stiffness change in crossing-tunnel interaction. Hypoplasticity constitutive model which can capture small strain stiffness was adopted in this study. The measured and computed bending strains at the invert of the horseshoe-shaped tunnel were three times larger than those at the invert of the existing circular tunnel in the transverse direction. This is due to hoop stress along the tunnel lining in the existing horseshoe-shaped tunnel was discontinued and smaller than that in the circular tunnel. therefore, the hoop effect on the horseshoe-shaped tunnel is smaller than that in the circular case. The response of the existing tunnel with different cross-section geometry is strongly influenced by the pillar depth-to-diameter ratio (P/D). Resu

Underground transportation systems development often involves multiple tunnels with a closer distance especially at downtown of the metropolis. During the construction of new tunnels, it is important to assess the settlement and deformation that are induced in the existing structures due to tunneling. Previous studies mainly focus on the interaction of circular tunnels, deformation and stress transfer mechanism of a non-circular tunnel subjected to circular tunneling are not well investigated. The main objectives of this study are to gain a better understanding of the role of the existing tunnel shape on crossing tunnels interaction. Furthermore, this research aims at providing high-quality physical data for numerical modelers and engineers for verifying their designs. A total of five centrifuge tests were conducted out in dry Toyoura sand. Factors affecting the interaction of crossing tunnels, such as the shape of the existing tunnel, pillar depth and cover depth, were investigated. During tests, bender elements were first time used to measure soil stiffness change along the new tunnel construction. Three-dimensional numerical back analyses were carried out to improve the understanding of the stress transfer mechanism, strain and stiffness change in crossing-tunnel interaction. Hypoplasticity constitutive model which can capture small strain stiffness was adopted in this study. The measured and computed bending strains at the invert of the horseshoe-shaped tunnel were three times larger than those at the invert of the existing circular tunnel in the transverse direction. This is due to hoop stress along the tunnel lining in the existing horseshoe-shaped tunnel was discontinued and smaller than that in the circular tunnel. therefore, the hoop effect on the horseshoe-shaped tunnel is smaller than that in the circular case. The response of the existing tunnel with different cross-section geometry is strongly influenced by the pillar depth-to-diameter ratio (P/D). Resu

Underground transportation systems development often involves multiple tunnels with a closer distance especially at downtown of the metropolis. During the construction of new tunnels, it is important to assess the settlement and deformation that are induced in the existing structures due to tunneling. Previous studies mainly focus on the interaction of circular tunnels, deformation and stress transfer mechanism of a non-circular tunnel subjected to circular tunneling are not well investigated. The main objectives of this study are to gain a better understanding of the role of the existing tunnel shape on crossing tunnels interaction. Furthermore, this research aims at providing high-quality physical data for numerical modelers and engineers for verifying their designs. A total of five centrifuge tests were conducted out in dry Toyoura sand. Factors affecting the interaction of crossing tunnels, such as the shape of the existing tunnel, pillar depth and cover depth, were investigated. During tests, bender elements were first time used to measure soil stiffness change along the new tunnel construction. Three-dimensional numerical back analyses were carried out to improve the understanding of the stress transfer mechanism, strain and stiffness change in crossing-tunnel interaction. Hypoplasticity constitutive model which can capture small strain stiffness was adopted in this study. The measured and computed bending strains at the invert of the horseshoe-shaped tunnel were three times larger than those at the invert of the existing circular tunnel in the transverse direction. This is due to hoop stress along the tunnel lining in the existing horseshoe-shaped tunnel was discontinued and smaller than that in the circular tunnel. therefore, the hoop effect on the horseshoe-shaped tunnel is smaller than that in the circular case. The response of the existing tunnel with different cross-section geometry is strongly influenced by the pillar depth-to-diameter ratio (P/D). Resu

La ciutat de Granollers, capital de la comarca del Vallès Oriental (Barcelona), està condicionada per 3 elements que la delimiten. A l’est trobem la línia de ferrocarril de via única que enllaça Barcelona amb Puigcerdà (1), al centre l’espai fluvial del Riu Congost(2), que travessa la ciutat de nord a sud, a les ribes del qual s’ha instal·lat el nucli urbà, i a l’oest trobem la línia de ferrocarril que enllaça Barcelona amb Portbou (3), línia que esdevé objecte d’aquest projecte. El 23 de juliol de 1854, es va enllaçar la ciutat de Barcelona amb la vila de Granollers, a través de 29 km de via fèrria, essent aquesta la segona línia de tren de Catalunya, després de la inauguració de la línia Mataró-Barcelona l’any 1848. A mitjans del segle XX, la ciutat no para de créixer i es veu obligada a desplaçar les vies, que fins llavors havien passat per l’actual carrer Girona. El 1958 els combois ja comencen a circular pel nou traçat acabat d’inaugurar. Els urbanistes de l’època decideixen aprofitar el trasllat per soterrar la via, excavant una gran rasa per on passarà el tren en el seu tram urbà amb la intenció d’acabar tapant-la més endavant, evitant d’aquesta manera que la vila de Granollers quedi dividida per la meitat a causa d’aquesta infraestructura. Actualment, l’execució d’aquesta idea encara no s’ha dut a terme. La gran rasa per on passa el tren ha provocat al llarg de les dècades una forta barrera arquitectònica en una ciutat ubicada en una vall tan allargada com Granollers, que tan sols disposa de tres accessos per creuar la via i una passarel·la de vianants. Aquest impediment urbanístic provoca un gran nombre d’embussos de trànsit a la ciutat, a més de donar una imatge de deixadesa urbana als dos costats de la via. La realització d’aquesta millora permetria unificar la ciutat de dalt a baix, i resoldre molts problemes urbanístics i de congestió de trànsit que aquesta divisió genera. Es presenta aquet projecte bàsic com a proposta de solució a la necessitat d’urba

More and more subway tunnels have been planned and constructed underneath the ground of urban cities to relieve the congested traffic and to reduce environmental impacts. The clear distance between tunnels becomes closer and closer. Based on the previous studies, potential damage may occur in existing tunnels if new tunnels were constructed too close. So far, previous studies mainly focused on the tunnel-tunnel interactions with circular tunnels. However, the deformation mechanism of non-circular shaped such as horseshoe-shaped tunnel can be totally different with that of a circular tunnel. Currently, no systematic study has been carried out to investigate the interaction between existing horseshoe-shaped tunnel and new tunnels. The main objective of this research is to study the response of an existing horseshoe shaped tunnel due to new twin-tunnel excavation Based on the geometry of a real project, two series of three-dimensional centrifuge model tests were designed and carried out to simulate the advancement of two new circular tunnels perpendicularly undercrossing an existing horseshoe shaped tunnel in dry sand. The effects of settlement joint and pillar depth on crossing tunnel interactions were investigated. Moreover, three-dimensional numerical back-analyses were conducted using an advanced hypoplasticity soil model to assist in the interpretation of the test data. Furthermore, a thorough numerical parametric study was carried out to explore the shape effect on various aspects of multiple tunnel interaction. More significant deformations and bending strains both in the longitudinal and transverse directions were observed in an existing horseshoe shaped tunnel than those of an existing circular tunnel. The vertical elongation and horizontal compression of existing horseshoe shaped tunnel are 81% and 50% larger than those in existing circular tunnel, respectively. This is attributed to the larger transverse bending strain distributed along the circumference of

Analysis of current legislation and jurisprudence practiceshows that the use of underground space of cities creates a significant number ofproblems. In this article, we try to describe most typical of them.Recent research and publications analysis. The choice of the article's subjectdefined by importance of problems raised in it, some aspects of which are submittedin works members of land law study as P.F. Kulinich, R.I. Marusenko,A.M. Miroshnichenko A.I. Ripenko, N.V. Shulga and others.Paper objective. The article's subject is studying of a number of law issues forcomplex development of underground space.Paper main body. Today is a time to solve problems in the field of citydevelopment, we should refuse old forms of thinking and switch to the reasonablelimits of vertical zoning, by increasing the permissible storeys, on the basis of deepspaceorganization of the whole system objects of development as the organic whole,which consists housing and all necessary social, industrial and engineeringinfrastructure, created in the underground level.Vertical zoning should be included in the zoning plans. It should be noted thatin zoning plans must consider typology and characteristics of underground structuresthrough the adoption of urban planning regulations.Except making changes in the zoning plans provisions about undergrounddevelopment, should also adopt plenty of standart acts or making additions to existingones for underground construction. Since the law allows to decide the simultaneousoperation of aboveground and underground parts of the land area, but only "to acertain extent", without giving specific and exhaustive answers to all questions thatarise in this regard.There is also need to develop engineering-geological mapping of urbanunderground space that will allow to evaluate the possibility of a secure building in aparticular location objects of underground space and significantly reduce the lengthof the stage frills building cycle.Underground spaces with objects, Рассмотрены актуальные правовые вопросы и современные тенденции развития подземного строительства мегаполисов. Отмеченные проблемы законодательного урегулирования, сформулированны некоторые предложения по их решению, Розглянуто актуальні правові питання та сучасні тенденції розвитку підземного будівництва мегаполісів. Відзначено проблеми законодавчого врегулювання, сформульовано певні пропозиції щодо їх вирішення

More and more subway tunnels have been planned and constructed underneath the ground of urban cities to relieve the congested traffic and to reduce environmental impacts. The clear distance between tunnels becomes closer and closer. Based on the previous studies, potential damage may occur in existing tunnels if new tunnels were constructed too close. So far, previous studies mainly focused on the tunnel-tunnel interactions with circular tunnels. However, the deformation mechanism of non-circular shaped such as horseshoe-shaped tunnel can be totally different with that of a circular tunnel. Currently, no systematic study has been carried out to investigate the interaction between existing horseshoe-shaped tunnel and new tunnels. The main objective of this research is to study the response of an existing horseshoe shaped tunnel due to new twin-tunnel excavation Based on the geometry of a real project, two series of three-dimensional centrifuge model tests were designed and carried out to simulate the advancement of two new circular tunnels perpendicularly undercrossing an existing horseshoe shaped tunnel in dry sand. The effects of settlement joint and pillar depth on crossing tunnel interactions were investigated. Moreover, three-dimensional numerical back-analyses were conducted using an advanced hypoplasticity soil model to assist in the interpretation of the test data. Furthermore, a thorough numerical parametric study was carried out to explore the shape effect on various aspects of multiple tunnel interaction. More significant deformations and bending strains both in the longitudinal and transverse directions were observed in an existing horseshoe shaped tunnel than those of an existing circular tunnel. The vertical elongation and horizontal compression of existing horseshoe shaped tunnel are 81% and 50% larger than those in existing circular tunnel, respectively. This is attributed to the larger transverse bending strain distributed along the circumference of

More and more subway tunnels have been planned and constructed underneath the ground of urban cities to relieve the congested traffic and to reduce environmental impacts. The clear distance between tunnels becomes closer and closer. Based on the previous studies, potential damage may occur in existing tunnels if new tunnels were constructed too close. So far, previous studies mainly focused on the tunnel-tunnel interactions with circular tunnels. However, the deformation mechanism of non-circular shaped such as horseshoe-shaped tunnel can be totally different with that of a circular tunnel. Currently, no systematic study has been carried out to investigate the interaction between existing horseshoe-shaped tunnel and new tunnels. The main objective of this research is to study the response of an existing horseshoe shaped tunnel due to new twin-tunnel excavation Based on the geometry of a real project, two series of three-dimensional centrifuge model tests were designed and carried out to simulate the advancement of two new circular tunnels perpendicularly undercrossing an existing horseshoe shaped tunnel in dry sand. The effects of settlement joint and pillar depth on crossing tunnel interactions were investigated. Moreover, three-dimensional numerical back-analyses were conducted using an advanced hypoplasticity soil model to assist in the interpretation of the test data. Furthermore, a thorough numerical parametric study was carried out to explore the shape effect on various aspects of multiple tunnel interaction. More significant deformations and bending strains both in the longitudinal and transverse directions were observed in an existing horseshoe shaped tunnel than those of an existing circular tunnel. The vertical elongation and horizontal compression of existing horseshoe shaped tunnel are 81% and 50% larger than those in existing circular tunnel, respectively. This is attributed to the larger transverse bending strain distributed along the circumference of

Desde que en 1875 se empezó a construir la línea R3 de RODALIES entre Vic y Barcelona y finalmente conectando esta línea R3 con Francia en 1929, ha sido una línea que ha proporcionado una gran conexión entre la parte norte y central de Cataluña, tanto para trenes comerciales como de viajeros. Hoy en día, esta línea transporta miles de personas al día a sus respectivos destinos pero con algunos inconvenientes. Parte del trazado de la línea puede antojarse anticuada y peligrosa, como lo es en el punto en el que nos situamos. En la sección del trazado que pasa por Mollet del Vallès, la línea ha creado una barrera física en la ciudad que hasta ahora ha tenido que ser esquivada para no entorpecer la evolución urbanística de la propia ciudad, lo cual no ha llevado a obtener una división entre el núcleo central de la ciudad y sud este de la ciudad, con toda la parte norte de la misma. Con el propósito de eliminar la separación entre las diferentes partes de la ciudad y los peligros que eso conlleva, se ha creado este proyecto.

Se proyectará un parking subterráneo debajo de la plaza de Can Mantega ubicada en el distrito de Sants. El proyecto incluye el estudio de alternativas constructivas, el cálculo estructural, el proyecto de las redes de suministro y la reurbanización de la plaza como estaba prevista al PAM del distrito de Sant-Montjuïc.

La estación del metro Paseo de Gracia en Barcelona es actualmente una de las más transitadas de España y no cuenta con ningún elemento de evacuación en caso de emergencia, teniendo además andenes excesivamente estrechos, herencia de su antiguo dimensionamiento a finales del siglo XIX. Este proyecto tiene por objetivo diseñar una salida de emergencia que se adapte a las condiciones de seguridad exigidas actualmente. Para ello, se realizará una excavación a cielo abierto apantallada desde el andén subterráneo hasta la superficie de la calle mediante una escalera metálica.

For public convenience, basement excavations for shopping malls and/or car parks are constructed very close to existing tunnels. Construction of basement may induce unsymmetrical and highly skewed loadings and/or stress changes in an existing tunnel, not only in the transverse but also in the longitudinal direction of the tunnel. Although the basement-tunnel interaction has attracted considerable attention recently, it is often simply treated as a plane strain problem. This research aims at investigating the fundamental mechanisms of the basement-tunnel interaction three-dimensionally. Two major research methodologies, i.e., centrifuge modelling and finite element analysis, were adopted. Based on a dimensional analysis of the governing parameters, four centrifuge tests were conducted in dry sand to investigate the influence of tunnel location, sand density and retaining wall stiffness on the three-dimensional tunnel responses due to basement excavation. Moreover, two tests were carried out in saturated clay to explore long-term tunnel responses due to overlying basement excavation. A continuous aluminium tube (i.e., empty) was used to model existing tunnel. Effects of excavation were simulated by draining heavy fluid away in-flight. To enhance the fundamental understanding of the basement-tunnel interaction, three-dimensional numerical back-analysis of centrifuge tests and systematic parametric study were conducted. The parameters considered on the interaction in sand included sand density, retaining wall stiffness, excavation geometry, aspect ratio, unloading ratio, tunnel stiffness and joint stiffness ratio. For the tunnel located directly beneath the basement, heave was induced due to vertical stress relief. Because of symmetrical stress relief around the tunnel, it was vertically elongated. As the relative sand density decreased from 90% to 30%, the maximum heave and tensile strain induced in the tunnel increased by 90% and 80%, respectively. This is because a l

For public convenience, basement excavations for shopping malls and/or car parks are constructed very close to existing tunnels. Construction of basement may induce unsymmetrical and highly skewed loadings and/or stress changes in an existing tunnel, not only in the transverse but also in the longitudinal direction of the tunnel. Although the basement-tunnel interaction has attracted considerable attention recently, it is often simply treated as a plane strain problem. This research aims at investigating the fundamental mechanisms of the basement-tunnel interaction three-dimensionally. Two major research methodologies, i.e., centrifuge modelling and finite element analysis, were adopted. Based on a dimensional analysis of the governing parameters, four centrifuge tests were conducted in dry sand to investigate the influence of tunnel location, sand density and retaining wall stiffness on the three-dimensional tunnel responses due to basement excavation. Moreover, two tests were carried out in saturated clay to explore long-term tunnel responses due to overlying basement excavation. A continuous aluminium tube (i.e., empty) was used to model existing tunnel. Effects of excavation were simulated by draining heavy fluid away in-flight. To enhance the fundamental understanding of the basement-tunnel interaction, three-dimensional numerical back-analysis of centrifuge tests and systematic parametric study were conducted. The parameters considered on the interaction in sand included sand density, retaining wall stiffness, excavation geometry, aspect ratio, unloading ratio, tunnel stiffness and joint stiffness ratio. For the tunnel located directly beneath the basement, heave was induced due to vertical stress relief. Because of symmetrical stress relief around the tunnel, it was vertically elongated. As the relative sand density decreased from 90% to 30%, the maximum heave and tensile strain induced in the tunnel increased by 90% and 80%, respectively. This is because a l

For public convenience, basement excavations for shopping malls and/or car parks are constructed very close to existing tunnels. Construction of basement may induce unsymmetrical and highly skewed loadings and/or stress changes in an existing tunnel, not only in the transverse but also in the longitudinal direction of the tunnel. Although the basement-tunnel interaction has attracted considerable attention recently, it is often simply treated as a plane strain problem. This research aims at investigating the fundamental mechanisms of the basement-tunnel interaction three-dimensionally. Two major research methodologies, i.e., centrifuge modelling and finite element analysis, were adopted. Based on a dimensional analysis of the governing parameters, four centrifuge tests were conducted in dry sand to investigate the influence of tunnel location, sand density and retaining wall stiffness on the three-dimensional tunnel responses due to basement excavation. Moreover, two tests were carried out in saturated clay to explore long-term tunnel responses due to overlying basement excavation. A continuous aluminium tube (i.e., empty) was used to model existing tunnel. Effects of excavation were simulated by draining heavy fluid away in-flight. To enhance the fundamental understanding of the basement-tunnel interaction, three-dimensional numerical back-analysis of centrifuge tests and systematic parametric study were conducted. The parameters considered on the interaction in sand included sand density, retaining wall stiffness, excavation geometry, aspect ratio, unloading ratio, tunnel stiffness and joint stiffness ratio. For the tunnel located directly beneath the basement, heave was induced due to vertical stress relief. Because of symmetrical stress relief around the tunnel, it was vertically elongated. As the relative sand density decreased from 90% to 30%, the maximum heave and tensile strain induced in the tunnel increased by 90% and 80%, respectively. This is because a l

A tunnel for the High Speed Train (HST) was constructed in Barcelona with an Earth Pressure Balance (EPB) Tunnel Boring Machine (TBM). The tunnel crosses Barcelona and passes under some famous landmarks such as the Sagrada Familia and the Casa Mill Both monuments are UNESCO world heritage sites and a committee appointed by the UNESCO acted as external observers during the construction. Concerns about soil settlements and the hydrogeological impacts of the construction were raised. These concerns were addressed during the design stage to forestall any unexpected events. The methodology consisted of 1) characterising the geology in detail, 2) predicting the impacts caused in the aquifer, 3) predicting the soil displacements due to water table oscillations produced by the construction, and 4) monitoring the evolution of groundwater and soil settlements. The main estimated impact on groundwater was a moderate barrier effect. The barrier effect, the magnitude of which matched the predictions, was detected during construction. The monitoring of soil settlements revealed short and long term movements. The latter movements matched the analytical predictions of soil displacements caused by the groundwater oscillations. This paper proposes a realistic procedure to estimate impacts on groundwater during tunnel construction with an EPB. Our methodology will considerably improve the construction of tunnels in urban areas. (C) 2015 Elsevier B.V. All rights reserved., Peer Reviewed, Postprint (author's final draft)

This thesis, aimed to identify the risks involved in building an infrastructure project, in this case the tunnels, and a matrix in which they were given a score and treatment -- To fulfill these objectives, several visits were done to various projects where there were building tunnels -- The interview was used as a technique for collecting information for later analysis -- The sample projects were el Tunel Aburrá-Oriente and el Interceptor Norte -- Both projects include the construction of tunnels but with different methods -- El Tunel Aburrá-Oriente will be constructed using drilling and blasting while el Interceptor Norte will be done by the micro tunneling method, El presente trabajo de grado, tuvo como propósito identificar los riesgos presentes en la construcción de un proyecto de infraestructura, en este caso los túneles y realizar una matriz en la cual se les dio una calificación y un tratamiento -- Para dar cumplimiento a estos objetivos se realizaron varias visitas a distintos proyectos en los cuales se tenían construcción de túneles -- Se utilizo la entrevista como técnica de recolección de información para su posterior análisis -- Los proyectos de muestra fueron el Túnel Aburra-Oriente y el Interceptor norte -- Ambos proyectos contemplan la construcción de túneles pero con distintos métodos -- EL túnel Aburra-Oriente se realizara por medio de perforación y voladura mientras que el interceptor norte será con micro tuneladora