Construction analysis of Guiyang Metro passing across Guiyang Railway Station in karst zone: Fid-Bau Portal

Construction analysis of Guiyang Metro passing across Guiyang Railway Station in karst zone

Tao, Yonghu / Rao, Junying

Highlights • Guiyang Metro in China is located in a special karst landform. • A new special metro station construction scheme is proposed. • Design deformation monitoring technology of special terrain tunnel construction. • Analysis of tunnel deformation and mechanical behavior. • The feasibility and application achieved using this technology are discussed.

Abstract The Huo-Sha Tunnel of the Guiyang Metro Line 1 in China runs from the Guiyang Railway Station to the Shachong road station, and it passes close to the railway station platform. The minimum distance between the crown and pile foundation is only 2.19 m, and the settlements of existing buildings are strictly controlled, such as pile foundations. Existing comprehensive measures, such as super pipe shed support, surrounding rock reinforcement, inverted arch grouting, and lining strengthening, are stringently adopted to prevent the influence of construction on the operation of station buildings and in-service railways, high-speed railways, and other buildings. In this study, the changing laws related to existing building subsidence, subgrade settlement, station longitudinal displacement variation, and the development trends of lining safety, stability, eccentricity, compression types, and internal force of the lining are analyzed. The following results are presented. The Huo-Sha Tunnel was gradually excavated. The roadbed settlement of the Guiyang Railway Station platform gradually increased, but it did not exceed the existing railway deformation control standards for the subsurface excavation section. The longitudinal distribution of the existing railway settlement is approximately a normal curve after the construction of the secondary lining. The outcome is consistent with the law of the surface settlement trough proposed by Peck, and the range is −50 to 50 m. The stress of the lining is primarily concentrated at the arch waist and crown, the compression types include large and small eccentricities, and the axial force value gradually increases symmetrically from the crown to the arch footing, while the maximum axial force appears at the arch footing, and all control indicators meet the corresponding control standards. The subgrade settlement of the skew section adheres to the deformation control standards of the existing railway of subsurface excavation sections after the stabilization of the secondary lining deformation.