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Keywords: railway station, diaphragm walls, piles, construction, concrete, presstressed, constructive process.

Summary

The future station of the Spanish high speed line in Girona is a screen enclosure about 600 feet long, 55 meters wide and a digging depth of 25 meters. The station is oriented north-south in line with the current viaduct RENFE railway line. The distance between the footings of the viaduct and the alignment of the diaphragm walls is in some places of only 5 meters. The geology of the area is composed of a layer of anthropogenic fill, a layer of gravel and boulders and Pliocene alternating layers of granular or cohesive material. The water table is about 5 meters from the surface. During its execution there have been some changes have been made which have resulted in a completely different cross section design to that of the initial one in the project. Thus, the station hosts a bus station and two floors of parking vehicles, and a high-speed station, constituting an intermodal station.

The different floors are supported by exterior diaphragm walls and the central piles of the station lead to three enclosure or spans: the park side enclosure, the enclosure next to the viaduct and the central enclosure. For timing reasons, the tunnel boring machine (TBM) that excavates the tunnel, before and after the station, has to go through it when the entire station has not been finished. That is why a pile-diaphragm wall and the lineup of the piles is constructed in order to excavate only the central enclosure from the first parking level and thus not to delay the passage of the TBM. Later, the side enclosures are excavated.

The pile-diaphragm wall executed for the provisional construction phase is demolished to the lower bound of the counter-vault anchoring them in order to resist the uplift because of the water pressure. Among the unique elements that are highlighted in the paper there are interior piles, concrete and composite structures, large span slabs, the resolution of the high under pressure in counter-vaults, etc.

This paper explains the building process of the station and the solution to the fact that the tunnelling boring machine had to pass through the station without it having been finished and not being totally excavated.

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Front Page Browse CCP CSETS CTR IJRT Other Authors Search Purchase Guide FAQ Contact us	Civil-Comp Proceedings ISSN 1759-3433 CCP: 98 PROCEEDINGS OF THE FIRST INTERNATIONAL CONFERENCE ON RAILWAY TECHNOLOGY: RESEARCH, DEVELOPMENT AND MAINTENANCE Edited by: J. Pombo Paper 192 Building a High-Speed Railway Station in Girona V. Pujol Baldellou¹, J. Tomas Acosta¹, C. Ramos Moreno¹, Á.C. Aparicio Bengoechea² and G. Ramos Schneider² ¹Bridge Technologies S.L., Barcelona, Spain ²ETSECCPB, Technical University of Catalunya, Barcelona, Spain doi:10.4203/ccp.98.192 purchase the full-text of this paper Full Bibliographic Reference for this paper , "Building a High-Speed Railway Station in Girona", in J. Pombo, (Editor), "Proceedings of the First International Conference on Railway Technology: Research, Development and Maintenance", Civil-Comp Press, Stirlingshire, UK, Paper 192, 2012. doi:10.4203/ccp.98.192 Keywords: railway station, diaphragm walls, piles, construction, concrete, presstressed, constructive process. Summary The future station of the Spanish high speed line in Girona is a screen enclosure about 600 feet long, 55 meters wide and a digging depth of 25 meters. The station is oriented north-south in line with the current viaduct RENFE railway line. The distance between the footings of the viaduct and the alignment of the diaphragm walls is in some places of only 5 meters. The geology of the area is composed of a layer of anthropogenic fill, a layer of gravel and boulders and Pliocene alternating layers of granular or cohesive material. The water table is about 5 meters from the surface. During its execution there have been some changes have been made which have resulted in a completely different cross section design to that of the initial one in the project. Thus, the station hosts a bus station and two floors of parking vehicles, and a high-speed station, constituting an intermodal station. The different floors are supported by exterior diaphragm walls and the central piles of the station lead to three enclosure or spans: the park side enclosure, the enclosure next to the viaduct and the central enclosure. For timing reasons, the tunnel boring machine (TBM) that excavates the tunnel, before and after the station, has to go through it when the entire station has not been finished. That is why a pile-diaphragm wall and the lineup of the piles is constructed in order to excavate only the central enclosure from the first parking level and thus not to delay the passage of the TBM. Later, the side enclosures are excavated. The pile-diaphragm wall executed for the provisional construction phase is demolished to the lower bound of the counter-vault anchoring them in order to resist the uplift because of the water pressure. Among the unique elements that are highlighted in the paper there are interior piles, concrete and composite structures, large span slabs, the resolution of the high under pressure in counter-vaults, etc. This paper explains the building process of the station and the solution to the fact that the tunnelling boring machine had to pass through the station without it having been finished and not being totally excavated. purchase the full-text of this paper (price £20) go to the previous paper go to the next paper return to the table of contents return to the book description purchase this book (price £110 +P&P)
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