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INTRODUCTIONThe professional public was acquainted with the extensive

project of the metro network development in the rapidly gro-wing city of Baku, the capital of Azerbaijan, already earlier, at

several conferences and in papers [1, 2, 3]. Apart from develo-ping three completely new lines and extending two existinglines, the development project envisages even the modernisa-tion of the already operating metro sections. The interconne-ction with the Green Line at 28 May station project will alsobecome part of this modernisation.

The development of the existing metro system in Baku star-ted as early as 1967, at the time of the existence of the USSR.As of today, only two lines (Green and Red) at the total lengthof 34km, with 23 stations, are operated. The most problematiclocation and literally the Achilles heel of the significantlyoverloaded system is the till now only 28 May/Jafar Jabbarliinterchange station. It is a mined triple-vault station 28 May,

serving jointly the Red and Green Lines and two separateddouble-vault parts of Jafar Jabbarli station, serving only to theGreen Line. Trains arriving along both the Red Line from thedirection of Icharishahar (the Old Town) and the Green Linefrom the direction of Darnagul join in 28 May station to con-tinue only along the Red Line to Hazi Aslanov station.Passengers wishing to proceed along the Green Line must firstpass through a complicated system of transfer galleries to JafarJabbarli station, from which shuttle trains are set off to Khataistation (see Fig. 1).

The new project is intended to simplify the operation at 28May station by completely separating the Red Line from theGreen Line. Train sets arriving along the Green Line will

newly stop in Jafar Jabbarli station and continue further alongthe same line. The trigger of the project for the separation ofboth lines was another project for extending the Green Linebeyond Khatai station. Baku Metropolitan, the operator of theexisting metro network and at the same time the project owner,addressed, on the basis of the collaboration on previous

VODJi na nkolika konferencch i v lncch [1, 2, 3] byla

odborn veejnost seznmena s rozshlm projektem rozvojest podzemn drhy v rychle rostoucm hlavnm mst zer-

bjdnu Baku. Krom vstavby t zcela novch lineka prodlouen dvou linek stvajcch pot projekt rozvojei s modernizac ji provozovanch sek metra. Soust ttomodernizace se stane i projekt Propojen zelen linky ve sta-nici 28 May.

Stvajc systm metra zaal bt v Baku budovn ji roku1967, tedy jet v dobch SSSR. K dnenmu dni jsouv provozu pouze dv linky (zelen a erven) o celkov dlce34 km s 23 stanicemi. Nejproblematitjm mstem a doslovaAchillovou patou ji tak znan petenho systmu je dopo-sud jedin pestupn stanice 28 May/Jafar Jabbarli. Jedn seo raenou trojlodn stanici 28 May obsluhujc spolen erve-nou a zelenou linku a dv dvoulodn oddlen sti stanice

Jafar Jabbarli obsluhujc pouze zelenou linku. Do stanice 28May se sjdj soupravy pijdjc jak po erven lince zesmru Icharishahar (Star msto), tak po zelen lince ze smruDarnagul, aby dle pokraovaly pouze po erven lince do sta-nice Hazi Aslanov. Cestujc, kte chtj dle pokraovat pozelen lince, se mus nejprve dostat sloitm systmem pe-stupnch chodeb do stanice Jafar Jabbarli, odkud jsou soupra-vy vypravovny kyvadlov do stanice Khatai (obr. 1).

Nov projekt m zjednoduit provoz ve stanici 28 May tm,e zcela oddl ervenou i zelenou linku. Soupravy pijdj-c po zelen lince budou nov zastavovat ve stanici JafarJabbarli, odkud budou po stejn lince pokraovat dl.Spoutcm impulzem projektu separace obou linek se stal jin

projekt na prodlouen zelen linky za stanici Khatai.Provozovatel existujc st metra Baku Metropolitana zrove investor proto vyzval na zklad spoluprce na ped-chozch projektech konsorcium spolenost Systra (Francie),Mott MacDonald CZ (esk republika) a Saman (Jin Korea)k vypracovn novho projektu.

METRO BAKU: KOMPLIKOVAN PROPOJEN ZELEN LINKYVE STANICI 8 MAY

METRO BAKU: COMPLICATED INTERCONNECTION OF GREEN LINEAT 8 MAY STATION

JAN ENK, JAN KOREJ K, PETR MAKSEK

STR KTStanice 28 May je jedinou pestupn a zrove nejvytenj stanic souasnho systmu metra v zerbjdnskm Baku. V souvis-

losti s rozvojem st metra bylo rozhodnuto o jej pestavb tak, aby se zjednoduil provoz ve stanici tm, e zcela oddl zelenou a er-venou linku. Co do velikosti zdnliv jednoduch kol, spovajc pouze ve vybudovn dvojice cca 100 m traovch tunel, se na

zklad poadavku investora na maximln nkolikatdenn vluku provozu promnil v jednu z nejsloitjch konstrukc souasnhopodzemnho stavitelstv.

STR CT28 May station is the only interchange station and at the same time the busiest station in the current metro system in Baku, the Republic of

Azerbaijan. The decision on its reconstruction was made in the context of the metro network development, with the aim of simplifying the ope-ration in the station by completely separating the Red Line from the Green Line. This task, lying only in the construction of a pair of about100m long running tunnels, which is seemingly simple in terms of its magnitude, turned out to be one of the most complicated constructionsof the current underground construction industry due to project owners requirement for the maximum several-week duration of the closing ofthe station to traffic.

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projects, the consortium consis-ting of Systra (France), MottMacDonald CZ (the Czech Re-public) and Saman (South Korea)with the requirement for develo-ping a new design.

FEASIBILITY STUDYThe at first glance simple task

lying in the development of a pairof about 100m long running tun-nels (see Fig. 2) began to be com-plicated after the following initialfindings:

Topography the interconne-ction location is in a largeconstruction pit, directlyunder existing surface buil-dings (a university building)preventing the access fromthe surface. The complicati-

ons with the access to the underground are further causedby the complex system of existing underground structu-res, namely running tunnels, drainage and ventilation gal-leries and an underground mall (see Fig. 3).

Geology possible occurrence of lenticular deposits ofwater-bearing sand, clays and artesian water) more detailsin chapters below).

Project owners requirement for the completion of theworks in an extremely short time available for the closureof traffic on the Green Line (weeks).

The last above-mentioned requirement became the decidingcriterion for the assessment of the variant solution in the fea-sibility study. Three variants of the solution were submitted to

the client in this study:1. Tunnel re-driving after the operation is suspended, theexisting tunnels will be backfilled with cinder concreteand subsequently re-driven following the new alignmentof the riding tunnels, using either the NATM or the RingMethod with cast iron segmental lining. The simplestvariant but at the same time requiring the longest closing

of the operation in theorder of several months(see Fig. 1 var. 1).

2. A cavern with side-wall drifts side-wall drifts will bedriven first throug-

hout the cavernlength using theNATM. Thesedrifts will be sub-sequently backfil-led with reinforcedconcrete and thefuture vault of thecavern will rest onthem. The cavernwill be excavatedusing the NATMwith the sequence

consisting of topheading, bench andinvert (the so-cal-led horizontal se-quence) with the

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STUDIE PROVEDITELNOSTINa prvn pohled zdnliv jednoduch kol, kter spov ve

vybudovn dvojice zhruba 100 m dlouhch traovch tunel(obr. 2), se zaal komplikovat po nsledujcch prvotnch zji-tnch:

Topografie msto propojen je pmo pod povrchovouzstavbou (budova univerzity) zamezujc pstup z po-vrchu v rozshl hlouben jm. Komplikace s pstupemdo podzem dle zpsobuje sloit systm existujcchpodzemnch konstrukc. Jedn se o traov tunely, dren-n a vtrac toly a podzemn obchodn galerii (obr. 3).

Geologie mon vskyt zvodnlch pskovch oek,jly, artzsk voda (podrobnji v dalch kapitolch).

Poadavek klienta na proveden prac za extrmn krtkoudobu odstvky provozu zelen linky (tdny).

Posledn zmnn poadavek se stal i rozhodujcm kritri-em pro posouzen variantnho een ve studii proveditelnosti.V n byly klientovi pedstaveny ti varianty een:

Obr. 1 Schma existujc st metra v BakuFig. 1 Baku metro network layout

Obr. 2 Schma novho propojen: erven linka je erven, zelen linka je zelen, nov tunely propojen zelen linky jsoufialov, a stav ped rozdlenm linek, b po rozdlen linekFig. 2 New interconnection chart: Red Line in red colour, Green Line in green colour, new interconnection tunnels in violetcolour, a state before dividing lines, b after dividing lines

a) b)

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space of the existing running tunnels which will be still inservice at that time skipped. After the suspension of theoperation, the old tunnel will be dismantled in the cavernopen space and the new tunnel will be installed. When theoperation is resumed, the unneeded cavern space will bebackfilled. This variant is more complicated than the firstone, but it requires a shorter time for the switching (seeFig. 4 var. 2).

3. A cavern with diaphragm walls sidewall drifts will becarried out throughout the cavern length first, using theNATM. Diaphragm walls will be installed down fromthese drifts to form the cavern sides. The diaphragm wallswill be braced at the top by a longitudinal RC cappingbeam into which the future cavern vault will be keyed.The vault starter stubs will be constructed in the sidewalldrifts and the remaining space of the drifts will be back-filled with concrete. The central part of the vault will becarried out in individual steps, concurrently with the exca-vation of the cavern top heading. Even a central drift canbe carried out in the most unfavourable section for to pro-vide better support of the vault. The top heading excava-

tion support will be provided by sprayed concrete andrugged steel rolled sections. The remaining cavern spaceexcavation will be finished under the protection providedby the diaphragm walls and the vault. The construction ofthe invert with drainage and a sub-base layers will follow.The operation will be suspended subsequently. The colli-ding old tunnel will be dismantled and the new runningtunnel will be assembled inside the cavern. After the ope-ration is resumed, the unneeded cavern space will bebackfilled. This variant comprises the highest number oftechniques to be used. On the other hand, it requires theshortest time of the operation closure needed for the swit-ching (see Fig. 4 var. 3).

In addition, identical preparatory work items were designedfor all of the three variants. They lied first of all in the con-struction of two access shafts (one for each of the tunnels). Inaddition, it was necessary to temporarily switch the existingsystem of the drainage of the running tunnels over and also tofill parts of the existing system of galleries colliding with thenew running tunnels.

Variant 3 was selected by the client as the winner. The above-mentioned short time for the operation closure was crucial forthis option even despite the long construction duration and highcosts. The winning variant was subsequently elaborated to be

1. Peraba po peruen provozu budou stvajc tunely

zaplnny poplkobetonem a nsledn peraeny v novtrase traovch tunel bu pomoc NRTM, nebo prstenco-vou metodou s litinovm segmentovm ostnm. Nej-

jednodu een, ale zrove nejdel odstvka provozuv du nkolika msc (obr. 4 var. 1).

2. Kaverna s bonmi oprovmi tolami nejprve budouvybudovny v cel dlce kaverny oprov toly pomocNRTM. Tyto toly budou nsledn vyplnny vyztuenmbetonem a bude do nich opena budouc klenba kaverny.Kaverna bude raena NRTM s horizontlnm lennmelby a s vynechnm prostoru stvajcho traovho tune-lu, kter v t dob bude stle v provozu. Po peruen pro-vozu bude v otevenm prostoru kaverny star tunel

demontovn a nov sestaven. Po obnoven provozu budenepotebn prostor kaverny zaplnn. Tato varianta je slo-itj ne prvn, ale vyaduje krat dobu vluky pro pe-pojen (obr. 4 var. 2).

3. Kaverna s podzemnmi stnami nejprve budou vybudo-vny v cel dlce kaverny bon toly pomoc NRTM.Z tchto tol budou dol provedeny podzemn stny, kterutvo boky kaverny. Podzemn stny budou nahoe ztu-eny podlnm B prahem, do nho bude zavznai budouc klenba kaverny. Zrodek klenby bude vybudo-vn v prostoru bonch tol, piem jejich zbyl prostor

Obr. 3 Nmst Jaffar Jabbarli se vstupem do staniceFig. 3 Jaffar Jabbarli square with the station entrance

Obr. 4 Variantn een pn ezyFig. 4 Variant solution Cross sections

varianta 1. variant 1 varianta 2. variant 2 varianta 3. variant 3

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used at the conceptual design level and then it was modified onthe basis of completed topographic and geological surveys pro-vided for the next design stage documents for the stateexpertise (analogy to the Czech final design). All of that wascarried out in close collaboration with the future constructioncontractor, French company Bouygues. The completed designwas submitted to comments to both the Azerbaijan stateexpertise and an independent international consultancy firmhired by the client.

GEOLOGICAL ENVIRONMENTIt is relatively difficult in post-soviet countries to obtain

accurate and reliable source documents needed for designing.It is so not only because of the classification system, where,for example, topographic source documents and coordinatesare intentionally distorted or shifted even by tens of metres,or because of the inaccessibility of technical documentsregarding already existing structures (nor in hard copies), butalso because of the necessity for survey operations to useexclusively local contractors, the outputs of which are not

always simple to interpret.The biggest problem occurred during the preparation of thedesign for the state expertise as far as the obtaining of infor-mation on geological condition in the area of operations wasconcerned. The original assumption (the feasibility study wasbased on) that only a huge layer of relatively stiff consisten-cy clays exists covering the whole profile was refuted just bythe initial survey boreholes, which revealed ground withtotally different properties than those exhibited by the stiffclay located at the higher level at the depths ranging from 25to 30m. After completing laboratory analyses, standard pene-tration tests (SPT), triaxial tests and analysing cored samples,the local contractor was not capable of satisfactorily inter-preting the lower layer. The detailed geological survey resultsprovided absolutely inconsistent descriptions: SPT - loamysand, drilling survey low-plasticity clay or loam; laborato-ry tests fluent plastic loam (a term corresponding to noknown classification) ( =13kN/m3); triaxial tests (UU) clay ( =16kN/m3). The above-mentioned conclusions wererefused by the designer and a supplementary geologicalinvestigation was requested, intended to satisfactorily identi-fy the lower geological layer. It was recommended for thesepurposes to conduct a series of cone penetration tests (CPTU)with the measuring of pore pressures. They were conductedas historically first CPT tests in Azerbaijan. It was possibleon the basis of the results to interpret the lower layer andclassify it as sandy dust. The presence of artesian water wasconfirmed during the supplementary geological survey and,as a result, the fear of contact of the underground workingwith a third layer of sandy loam grew. The continuous aqui-fer with the pressure of about 3bar was confirmed duringpumping tests. The resultant geological profile thereforelooks as follows:

04 m made ground 426 (30)m stiff clay with possible occurrence

of water-bearing sandy lentils 26 (30)m and lower sandy loam

TECHNICAL SOLUTIONIt was necessary on the basis of the new facts identified bythe supplementary survey to significantly modify the winning

variant from the feasibility study in the final design stage. Itwas mainly because of the fear of instability and the heavingof the bottom in the cavern (partially extending into the lowergeological layer) that the caverns started to be solved as

bude zaplnn betonem. Stedn st klenby bude provd-na po jednotlivch krocch zrove s rabou kalotykaverny. V nejnepznivjm seku me bt vyraenai stedn tola pro lep podporu klenby. Kalota budezajitna pomoc stkanho betonu a masivnch ocelo-vch vlcovanch profil. Dobrn zbylho prostorukaverny ji bude probhat pod ochranou podzemnchstn a klenby. Dle bude vybudovna spodn klenba

s drenn a podkladn vrstvou a nsledn bude peruenprovoz. Star tunel v kolizi bude demontovn a nov tra-ov tunel bude sestaven v prostoru kaverny. Po obnove-n provozu bude nepotebn prostor kaverny zaplnn.Tato varianta zahrnuje nejvce pouitch technologi,zato ale vyaduje nejkrat dobu vluky pro pepojen(obr. 4 var. 3).

Pro vechny ti varianty byly navc uvaovny stejn p-pravn prce. Ty spovaj pedevm ve vybudovn dvoupstupovch achet (pro kad nov tunel jednu). Dle byloteba doasn pepojit existujc systm odvodnn traovchtunel a tak zaplnit sti stvajcho systmu tol v kolizis novmi traovmi tunely.

Jako vtzn byla klientem vybrna 3. varianta. Pro tutovolbu byla rozhodujc, i pes dlouhou dobu vstavbya vysok nklady, ji zmiovan krtk doba vluky provo-zu. Vtzn varianta byla nsledn rozpracovna do rovnppravn dokumentace a pot modifikovna na zklad pro-vedench topografickch a geologickch przkum pro dalstupe dokumentaci pro sttn expertizu (obdoba na doku-mentace pro stavebn povolen). To ji probhalo v zk spo-luprci s budoucm zhotovitelem francouzskou spolenostBouygues. Dokonen dokumentace byla pedna k pipo-mnkm jak zerbjdnsk sttn expertize, tak nezvislmezinrodn konzultan firm klienta.

GEOLOGICK PROSTEDZskat pesn a spolehliv podklady pro projektovn je

v postsovtskch zemch pomrn sloit. Nejen kvli syst-mu utajen, kdy jsou napklad topografick podkladya souadnice zmrn zkreslovny i posouvny i o destkymetr i nedostupnosti technick dokumentace ji existujcchkonstrukc (a to ani v paprov podob), ale i z dvodu nut-nosti pro przkumn prce vyuvat vhradn mstn dodava-tele, jejich vstupy nejsou vdy dobe interpretovateln.

Bhem ppravy projektov dokumentace ve stupni prosttn expertizu nastal nejvt problm se zsknm informa-c o geologickch pomrech zjmovho zem. Pvodnpedpoklad (z nho vychzela i studie proveditelnosti), e se

v celm profilu nachz pouze mohutn vrstva pomrntuhch jl, byl vyvrcen hned prvnmi przkumnmi vrty,kter odhalily v hloubkch od 2530 m zeminu s naprostoodlinmi parametry ne u ve lecch tuhch jl. Po pro-veden laboratornch rozbor, standardnch penetranchzkouek (SPT), triaxilnch zkouek a jdrovch vrt nebylmstn subdodavatel schopen spodn vrstvu uspokojiv inter-pretovat. Vsledkem podrobnho geologickho przkumutak byly naprosto nesourod popisy: SPT hlinit psek,vrtn prce jl nebo hlna s nzkou plasticitou, laboratorntesty do etiny nepeloiteln fluent plastic loam, kterneodpovd dn znm klasifikaci ( =13 kN/m3), triaxil-n zkouky (UU) jl ( =16 kN/m3). Uveden zvry byly

projektantem odmtnuty a byl vydn dodaten geologickprzkum, kter ml za kol uspokojiv identifikovat spodngeologickou vrstvu. Pro tyto ely bylo doporueno provstsrii penetranch zkouek s menm provch tlak(CPTU), kter byly provedeny jako historicky prvn CPTtesty na zem zerbjdnu. Z jejich vsledk bylo mono

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closed frames formed by steel tubes. The frames will be pus-hed from three access galleries. Even the two access shaftsfor the entry to the underground, which had originally beenlocated above the existing tunnels of the Red Line, were shif-ted outside the existing tunnels because of the fear of the hea-ving of the tunnels during the shaft-sinking operations.

The following sequence of construction operations is expec-ted for the modified technical solution (see Figures 5 and 6):

1. The preparation of the construction site including diver-sions of utility networks and a road and the demolitionof colliding structures (the entrance to the neighbouringmall).

2. The installation of a jet grouted plug at the bottom of thefuture access shafts securing the shaft bottom.

3. The construction of diaphragm walls of the access shafts secant bored piles 1.2m, 40m long; steel bracing fra-mes.

4. Excavation of shafts down to the level of the driving ofthe upper galleries, where an intermediate RC slab willbe cast, with an opening prepared for the subsequent sin-king of the shaft.

5. The excavation of the upper galleries (approximately4x5m) the NATM sprayed steel fibre reinforcedconcrete 250300mm thick.

interpretovat spodn vrstvu a klasifikovat ji jako psitprach. V prbhu provdn dodatenho geologickho pr-zkumu se potvrdila ptomnost artzsk podzemn vodya zvila se tm obava styku podzemnho dla s tet vrstvoupsit hlny. Bhem erpacch zkouek se potvrdil spojitvodn horizont pod tlakem cca 3 bary. Vsledn geologick

profil tedy vypad nsledovn: 04 m navky 426 (30) m tuh jl s monm vskytem

zvodnlch pskovch oek 26 (30) m a ne psit hlna

TECHNICK EENNa zklad nov zjitnch skutenost z dodatenho geo-

logickho przkumu bylo nutno do stupn pro stavebnpovolen vtznou variantu ze studie proveditelnosti znanmodifikovat. Hlavn z obavy ped nestabilitou a zvednmdna v kavern (sten zasahujcho do spodn geologick

vrstvy) bylo pistoupeno k een kaveren jako uzavenhormu vytvoenho z ocelovch trubek. Ty budou protlaov-ny ze t pstupovch tol. I ob pstupov achty pro vstupdo podzem, kter byly pvodn situovny nad existujctunely zelen linky, byly z obavy ped zvednm tunel piodtovn achet odsunuty mimo existujc tunely.

Obr. 5 Pn ez kavernouFig. 5 Cross section through the cavern

horn tola upper gallery horn tola upper gallery

horn protlak upper pipejack

spodn protlak lower pipejack

spodn tola lower gallery

kaverna - cavern

levprotlakleft-handpipejack

pravprotlakright-handpipejack

nov tunelnew tunnel

pvodn tuneloriginal tunnel

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6. The deepening of the access shafts down to the lowerlevel, including the construction of the RC slab at thebottom.

7. The excavation of the bottom galleries (approximately4x5m) the NATM under the protection of either fre-ezing or jet grouting carried out from the upper galleri-es, as required.

8. The construction of a rigid frame for the cavern excava-tion support, using steel tubes 2m and 1.5m, respecti-vely, with the wall thickness of 30mm, welded by meansof a robot. They will be jacked from the upper and bot-tom galleries using 1x150t hydraulic cylinders.

9. Interconnecting individual tubes step by step (walls, bot-

tom, roof) by means of reinforced concrete plinths; fil-ling the tubes with concrete.10. Excavation of tunnel stubs toward the caverns and exca-

vation of ground in the cavern in layers, respecting theoperation in the existing tunnels of the Green Line.

11. The excavation in short sections, which do not collidewith the operating tunnel, using cast iron segmentallining.

12. The connection of these tunnels to the existing stablingtunnels of Jaffar Jabbarli station.

13. The suspension of the operation on the Green Line (app-roximately 4 weeks).

14. The completion of the cavern excavation, demolition of

a portion of cast iron segmental lining of the existingtunnels, the installation of the sub-base and concrete bedfor the new tunnels.

15. The installation of the cast iron lining of the new tunne-ls inside the cavern (internal 5.1m, ring length of 1m,9+1 segments in a ring).

Souslednost stavebnch prac modifikovanho technickhoeen je pedpokldna v nsledujcm poad (obr. 5, 6):1. Pprava stavenit vetn peloek st, peloky silnice

a demolice objekt v kolizi (vchod do sousedn podzem-n nkupn pase).

2. Instalace ztky z tryskov injekte ve dn budoucchpstupovch achet zabezpeen dna achty.

3. Vstavba stn pstupovch achet pevrtvan piloto-v stny 1,2 m, dl. 40 m, ocelov rozprn rmy.

4. Odten zeminy v achtch do rovn raeb hornchtol, kde bude vybetonovna mezilehl B deskas pipravenm otvorem pro dal hlouben achty.

5. Raba hornch tol (cca 4x5 m) NRTM stkan drt-

kobeton tl. 250300 mm.6. Prohlouben pstupovch achet na spodn rove vet-n vstavby B desky ve dn.

7. Raba spodnch tol (cca 4x5 m) NRTM podle pote-by pod ochranou zmrazovn nebo tryskov injekteproveden z hornch tol.

8. Vstavba tuhho rmu pro zajitn kaveren pomocrobotem svaovanch ocelovch trubek 2 m, resp. 1,5 m,tl. stny 30 mm, protlaovanch z hornch a spodnchtol pomoc lis 4x150 t.

9. Postupn propojen jednotlivch trubek (stny, dno, strop)pomoc vyztuench B prah a vyplnn trubek betonem.

10. Rozrka z pstupovch achet smrem do kaveren

a odtovn zeminy v kavern po vrstvch s ohledem naprovoz v existujcch provozovanch tunelech zelenlinky.

11. Raba s osazovnm litinovho segmentovho ostnv krtkch secch mimo kavernu, kde nen kolizes provozovanm tunelem.

Obr. 6 3D model finlnho eenFig. 6 3D model of the final solution

nov traov tunelynew running tunnels

pstupov achtyaccess shafts

horn tolyupper galleries

horn tolyupper galleries

manipulan propojkyhandling cross passages

prav kaverna

right-hand cavern

lev kavernaleft-hand cavern

tryskov injektjet grouting

tryskov injektjet grouting

ocelov protlakysteel pipejacks

spodn tolalower gallery

spodn tolalower gallery

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16. The connection of the new tunnels to the existing onesby means of RC collars.

17. The installation of trackbed and switching the tracksover in the new tunnels.

18. The switching over and installation of interlocking andsignalling facilities and cabling.

19. Reinstating operation on the Green Line.

20. Backfilling the cavern in steps.21. Backfilling the access shafts.22. Demobilisation from the construction site and surface

finishes.

CONCLUSIONIt is obvious from the above-mentioned items that in the

result it is a very complicated structure the work on whichrequires a high level of risk, first of all with respect to therequirement for maintaining the continual metro operation.The services on the existing metro lines have to be essential-

ly maintained throughout the construction period. The sus-pension is guaranteed only on the Green Line being intercon-nected, only for 4 weeks. The new structures are located inthe close vicinity of existing underground structures. Thehigh building of the university, a busy square and an underg-round mall are found immediately above the caverns. Theproject implementation will therefore be very cost deman-ding. Nevertheless, the basic clients criterion for the selecti-on of the technical solution was the duration of the closure ofthe current operation on the Green Line to be guaranteed bythe construction contractor.

Ground freezing or jet grouting techniques are proposed forthe construction to improve the ground, taking into conside-ration the complicated geological situation first of all thethird layer of sandy loam saturated with water under pressu-re. With respect to the complexity of the structure, the exten-sive monitoring and supervision over the design is alsonecessary.

The works are at the moment expected to commence at theend of 2013 and the construction period is planned to takethree years. Mott MacDonald CZ should participate in thework on the detailed design and even be present directly onsite. Authors are prepared to provide topical information

from the realisation of this demanding project in one of thefuture papers in TUNEL journal

ING. JAN ENK, jan.cenek@mottmac.com,ING. JAN KOREJK, jan.korejcik@mottmac.com,

ING. PETR MAKSEK, petr.makasek@mottmac.com,MOTT MACDONALD CZ, spol. s r. o.

12. Napojen tchto tunel na stvajc odstavn tunely sta-nice Jaffar Jabbarli.

13. Peruen provozu na zelen lince (cca 4 tdny).14. Doten kaverny, demolice sti litinovho ostn exi-

stujcch tunel, podkladn vrstva a betonov loe pronov tunely.

15. Mont litinovho ostn novch tunel v kavern(vnitn 5,1 m, dlka prstence 1 m, 9+1 segmentv prstenci).

16. Napojen novch tunel na existujc pomoc B lmc.17. Instalace kolejovho loe a pepojen kolej v novch

tunelech.18. Pepojen a instalace zabezpeovacch a signalizanch

zazen a kabele.19. Znovuobnoven provozu na zelen lince.20. Postupn zaplovn kaverny.21. Zasypn pstupovch achet.22. Demobilizace stavenit a pravy povrch.

ZV RZ ve zmnnch bod je patrn, e se ve vsledku jedn

o velmi sloitou konstrukci, jej proveden, hlavns ohledem na poadavek zachovn kontinulnho provozumetra, obsahuje vysokou mru rizika. Provoz na stvajcchlinkch metra mus bt v podstat zachovn po celou dobuvstavby. Vluka je garantovna pouze na 4 tdny na propo-

jovan zelen lince. Nov konstrukce se pohybuj v tsnblzkosti existujcch podzemnch konstrukc. Bezprostednnad kavernami je vysok budova univerzity, run nmsta podzemn obchodn pas. Vstavba bude proto finannvelice nron. Nicmn pro klienta byla zkladnm kritri-em vbru technickho een doba vluky stvajcho pro-vozu na zelen lince garantovan zhotovitelem.

Z dvodu sloit geologick situace zejmna tet vrstvypsit hlny pod tlakovou vodou jsou pro vstavbu navre-ny technologie zmrazovn nebo tryskov injekte ke zlep-ovn zeminy. S ohledem na sloitost konstrukce je nezbyt-n tak rozshl geotechnick monitoring a supervize pro-

jektu.Zahjen prac se prozatm pedpokld na konci roku 2013

a doba vstavby je plnovna na ti roky. Mott MacDonaldCZ by se ml podlet na realizan dokumentaci tohoto pro-

jektu a bt ptomen i pmo na stavb. Autoi jsou piprave-ni pinst aktuln informace z realizace tto nron stavbyv nkterm z dalch lnk asopisu Tunel.

ING. JAN ENK, jan.cenek@mottmac.com,ING. JAN KOREJK, jan.korejcik@mottmac.com,

ING. PETR MAKSEK, petr.makasek@mottmac.com,MOTT MACDONALD CZ, spol. s r. o.

Recenzovali: doc. Ing. Alexandr Rozsypal, CSc.,Ing. Martin Srb

LITERATURA REFERENCES[1] RIKA, P., MAKSEK, P., POLK, B., TYRLIK, M. Metro Baku: Nvrh a realizace fialov linky. Tunel, 2/2012,

p. 27-34[2] RIKA, P., BUCEK, R., ENK, J. Baku: Koncepce rozvoje st metra v hlavnm mst zerbjdnu. Sbornk

pspvk, Zakldn staveb Brno 2010, p. 145-149[3] RIKA, P., POLK, B., TYRLIK, M., KOLEVSKI, M. Baku metro development. Sbornk pspvk, Podzemn

stavby Praha 2013, id. 125