CH706391B1 - Underwater tunnel, eg submerged gangway. - Google Patents

Abstract

The invention relates to a submerged tunnel, for example a submerged gangway, comprising hollow concrete caissons (246) connected to form a circulation path (247), seals between each caisson and connecting chambers, said caissons having a weight below the weight of the volume of water displaced to allow a portion of them to be submerged under the surface of the water, characterized in that the boxes (246) are connected in several sections by means of first traction cables, said sections being connected in several subassemblies by additional traction cables (248) and in that the boxes of said sections and of said subassemblies of sections are connected to each other and to the connection chambers by second traction cables (249, T) passing through said tunnel, for controlling a clamping pressure on inter-section seals (241, 242), said cables (249, T), both housed in ducts and oiled or greased to slide relative to the ducts and allow two sections to move relative to each other, the inter-section joint (241, 242) acting in the manner of a patellar coupling of the two sections.

Description

Description: [0001] The invention relates to the field of buried or buried structures that are immersed and floating tunnels and walkways.

The submerged tunnels built to date are of three kinds, one consisting in tunneling below the lower surface of the water, the second consists in producing tunnel segments in dry dock and then transporting them. on the site before immersing them and covering them with a bed of embankments while the third category which corresponds to the invention concerns so-called floating tunnels and using the principle of Archimedes as a means of suspension. Many documents evoke this kind of tunnel. Among these documents are the documents DE 2009 399 and DE 2 423 854 which evoke a floating tunnel solution carried by a set of continuous cables and anchored on the ends of the tunnel with a production of the profile of the tube in dry dock before be immersed on the final site. The documents NO 162 255 and NO 165 537 evoke solutions of tubes formed of sections attached by rigid links. More recently, there are WO 2009 039 605 or WO 9 743 490 and US 5 899 635. There is also Internet or the various reports including the "State-of-the-Art" published by the International Association Submerged Tunnels, "floating tunnels" working group. All these documents mention floating tunnel projects for traditional road or rail traffic and in particular the projects of Storfjord and Hogsfjord (Norway), Lake Zurich (Switzerland), the Straits of Messina (Italy), and the Bay of Funka (Hokkaido, Japan). They evoke the potential of such solutions without mention of realization or detailed construction method.

For this purpose, the invention relates to a submerged tunnel, for example a submerged bridge, according to claim 1. The invention also relates to a crossing comprising such a submerged tunnel.

The contribution of the present invention is to use the so-called prestressing technology at at least two distinct levels, first to achieve sections that can be manipulated and transferred individually and then in a second level to connect them together. by controlling the pressure of the joints and ensuring a flexibility of the joints between the sections. Thus, this type of composition makes it possible to make bridges or tunnels of very great length while treating only limited segments. In addition, the type of joint proposed and the seal pressure control technique adopted allows the latter to absorb changes in the position of the support points of the bridge or tunnel and thus to adapt to any instabilities geological supports and consequently considerably reduce the cost of such a work. One of the proposed configurations (Figure 36) allows for a submerged walkway or tunnel capable of withstanding the major accident that is the entry of water into the tunnel, this step being perhaps the decisive stage for this type of project to pass the psychological threshold of acceptance.

List of Drawings [0005] The figures below represent, in a nonlimiting manner, a few embodiments.

Figs. 1 and 2 have a submerged gangway.

Fig. 3 shows the prestressing device.

Fig. 4 has a half-bridge.

Fig. 5 shows the forces on a half-bridge.

Fig. 6 shows a section of a submerged gangway.

Fig. 7 shows a section of a submerged gangway.

Figs. 8 and 9 present a section of a bridge under construction then floating.

Fig. 10 shows three sections of a submerged bridge.

Figs. 11 and 11a have a junction chamber of two sections.

Fig. 12 presents a set of three sections coupled together by three chambers.

Fig. 13 shows a tunnel profile with water ballast chambers.

Fig. 14 has a box according to the profile of FIG. 13.

Fig. 15 presents the formwork elements of a box in preparation.

Fig. 16 presents the formwork elements of a casing ready to be cast.

Fig. 17 has a dock adapted to the box of figs. 13 and 14.

Fig. 18 presents the same dock but in section.

Figs. 19, 20 and 21 have firstly a sectional view of an intermediate box and then an end box and finally and always in section, the assembly of boxes.

Fig. 22 presents the method of assembling the caissons.

Fig. 23 has a floating section.

Figs. 24, 24a and b show the detail of a connecting chamber.

Fig. 25 shows a stacked tunnel fragment.

Fig. 26 presents the method of assembling the sections.

Fig. 27 shows the seal "Gina".

Fig. 28 presents a tunnel section under the effect of a geological weakening.

Fig. 29 shows the patellar diagram corresponding to FIG. 28.

Fig. 30 has two loss compensation devices.

Fig. 31 shows a tunnel section loaded with cast blocks.

Fig. 32 shows a section of a long span tunnel held by two floating islands.

Figs. 33 and 34 present the first stage of installation of the tunnel followed by the subsequent stage.

Fig. 35 shows one of the long-range tunnel anchoring means.

Figs. 36a, b, c, and d represent a submerged bridge variant under construction in deep water.

Fig. 37 shows a crossing consisting of a floating bridge and a submerged bridge.

Figs. 38 and 39 have a bridge carried by a suspension bridge.

Figs. 40 and 41 present the same bridge in floating version then freestanding. Embodiment of the invention: The descriptions below represent, in a nonlimiting manner, a few types of embodiment.

The submerged gangway according to FIGS. 1 to 12 [0007] The bridge consists of a succession of concrete boxes (11) connected to each other by means of locating pins (17) and so-called traction cables (12). The boxes are placed on an anti-shock mat / mat (18) themselves placed on support points (16) and are formed of a passageway users (13) and reinforced concrete walls (14). They are dimensioned so that the bridge can just float on the water, it means that the weight of the box is slightly lower than the weight of the displaced water (Principle Archimedes) so that it can be transported by water, then, arrived at the site of use, it will be immersed by adding ballast material like the gravel in the said ballast receptacle (15, 67) or moored on a point of attachment by means of a cable ( 61). Thus, a reinforced concrete construction whose density and slightly above 2 kg / dm3 means that the volume of the concrete (14) is less than the passage volume. Between each caisson, a bituminous or gummy seal ensures tightness.

FIG. 2 presents the ends of the view along a bridge almost submerged with the water level and the caissons (11). It is supported by two support points (22) on the floor (24). The said preloading cable (12) or stress end on the two ends (23) which are detailed in FIG. 3.

FIG. 3 schematically shows the ends of the cables prestressed or rather constrained in this case with the traction cones (32), the various stranded strands of the cables (33) and the protective sheath (34). Detailed information on this principle of prestressing is available on the various patents of the inventor of prestressing named Freyssinet. It is advisable that, in the present case, there is use of methods similar to prestressing, however the work is done rather in stress and the cables must be able to slip in their sheath to allow the bridge to adapt to the variations position of its supports.

Below, a small idea of simplified static calculation of the forces or forces in the cable or said prestressing. As the bridge is allowed to be self-supporting, only the efforts related to variable loads will be taken into consideration. For example, a two-way bridge supported by two cables will be considered. Thus, the calculation is done on a single channel. Figs. 4 and 5 have a half-section with the efforts of a gateway uniformly loaded and symmetrical. For this example, a vehicle (ultralight) of maximum 500 kg every 5 meters (or 10 vehicles of 1000 kg every 10 m) is taken into consideration, ie a linear load of 100 kg / m.

Thus, the weight on the support (F1) is 100 m * 100 kg / m or 10 000 kg with a corresponding moment of 10 000 kg * 100 m or 1 000 000 kgm. At this point, the opposite moment generated by the vehicles must be deduced: 100 m / 2 * 100 kg / m * 100 m or 500 000 kgm. Thus the resulting moment is 1,000,000 kgm - 500,000 kgm or 500,000 kgm, which must be offset by the moment produced by the product, cable strength * height of the bridge, which gives the strength of the cable 500 0000 km / 2.5 m is 200 000 kg which corresponds to a cable about 10 cm in diameter.

This force must be increased by a base tensile force used to maintain the stable bridge and to compensate for ballast overload and lateral forces due to a possible flow of water. In the example, it is proposed to take twice that strength.

FIG. 6 shows a profile across a bridge whose flanks (61) are arranged to reduce the hydrodynamic resistance to the transverse flow (62). A window (63) is placed on the upper face. When the weight of the bridge is very close to the weight of the volume of water displaced or lower, the bridge can be held by a ligature (64) fixed on the base (65) to keep it integral with the base. A channel (66) for recovering water leaks is visible at the bottom of the profile. This bridge is placed on sliding bearings and / or antiseismic. In this context, it is advisable to specify that the vertical movements of the water are close to the vertical seismic movements of the ground thus requiring a smaller margin of movements than for the horizontal movements where the water will tend to remain on the spot.

Fig. 7 shows a section of bridge with two levels of slopes as it would be customary when a first section (71) serves as a pontoon for the pleasure boat ride or mooring (72) before diving under the surface of water (21, 73, 91). In such a case, it is advisable to complete the device by a second set of prestressed cables (74) ideally located at mid-height of the boxes, these cables having the mission of ensuring sufficient pressure on the inter-box gaskets. The same fig. presents two changes in slope of the section, changes that can be made by means of angular section of the boxes or additions of an intermediate conical section (75) between parallelepipedic boxes.

FIG. 8 shows the device for producing a gateway to be immersed. It is assembled in a water basin (82) placed in dry dock with sheet piles (83). The bottom (81) of the basin can be achieved by means of gravel. It has the shape of the definitive section. The successive casings are assembled to each other after they have been completed by a bituminous or gummy seal and temporary end capping walls (84). Then the cables, the central (85) that holds the pressure on the inter-box joints and the bottom (86) that will support the variable loads, are introduced into the ducts and put in traction by means of specialized cylinders according to the technique of the inventor "Freyssinet".

FIG. 9 shows the impoundment of a section after the right piles have been removed. The section floats and its transport can start.

FIG. 10 has a lacustrine crossing consisting of three sections (101, 102, 103), the first (101) has an emerging portion and then dives under the surface of the water, the second (103) has two inclined planes and a deep horizontal plane . The boxes are interconnected through connecting chambers (106, 107). The depth is at least the worst draft of the boats (104) given the larger waves.

FIG. 11 has a connecting chamber. The two ends of the caissons (112), the walls of the chamber (111) and the heads of the traction cables (85, 86) of the caissons are seen. On the right, at the bottom of the drawing, we perceive the seal (114) type "Gina" which serves to seal the connection between the chamber and the box on the right. It is drawn in the state preceding the pressurization whereas on the left one perceives the same type of joint (115) in working state that is to say in compression. The second traction device formed of cables (118) serves to hold the sections together and to control the pressure on the "Gina" joints. Note that these cables can be equipped with a tensile measuring device and thus indicate the pressure on the joints.

FIG. 11a shows on the right, a connecting chamber integrated into the ends of the boxes. The heads of the traction cables (85, 86) are seen from the boxes. There are also "Gina" seals (114, 115) and two local traction devices (119) which may be rods or something with the same function and serve to transfer the holding force of the sections between them and to be controlled. the pressure on the joints "Gina".

FIG. 12 shows a gateway portion in the final situation and composed of a dry zone end (121), three connecting chambers (122) connecting the sections of caissons (123). The chambers are placed on shock-absorbing cushions (126) integrated into the fastening supports (124) themselves anchored in the ground (125).

After the sections of boxes have been placed on the supports, a new cable (127, 118) said compression joints between sections is threaded from the left end of the bridge. This cable will cross the entire bridge. To facilitate its passage, guide cones (119) have been arranged where there is a risk of snagging. The final cable (127, 118) is preceded by a semi-rigid rod which will cause it. This operation is performed from the ends that are dry. The cable will be tensioned using the technique of cones and jacks. The pulling of the cable refers to the "Gina" joints and thus makes it possible to control the compression ratio.

[0022] Incidentally, these cables also participate in the effort of supporting variable loads. To facilitate the operation, the ends of the bridge will be placed on roller supports (105) while for rooms, there is little weight. Finally and as soon as the joints are under pressure, the chambers are emptied and the caps of the walls (84) slaughtered. It should be noted that this connection technique allows small rotational movements between the sections of the boxes in order to resist the variation of the position of the supports. In addition, the introduction of the rooms makes it possible to change the cables during maintenance work on the bridge.

The tunnel according to FIGS. 13 to 35 [0023] The tunnel is illustrated with the production of caissons which will be assembled outside the dock to form sections that will be transported to the final site.

FIG. 13 shows the section of a tunnel box with the positioning pins (131), the water ballast chambers (132), compartmentally boxed with the chamber access valves (133) the holes for the passage of the cables holding the box assembly (134), and those for the load supporting cables (135). A seal (negative and raised) (136) ensures sealing between the boxes. It can be doubled with a second injected safety seal (137) as soon as the boxes are assembled to each other and that the assembly lines of the boxes are permanently tight (but before final immersion).

FIG. 14 presents a box in perspective (length 25 m). The box will be temporarily closed at the ends (about -0.5 to -1 m) with specific aluminum profiles and grouted to allow it to float for assembly. The boxes are provided with access doors (141).

Figs. 15 and 16 show two different states of preparation of the forms of a box. The upper part of the formwork is movable while the lower part is fixed and will be embedded during the filling of the box.

Figs. 17 and 18 show a caisson construction dock. Three of the sides (171,172,173) are built with sheet piles while the fourth (174) is a sluice gate with access to the waterway. The lock carrier can be self-contained or manipulated by the crane. The internal formwork elements to the box are handled by a forklift adapted for this purpose (181) while the other elements are handled by the crane.

Fig. 19 presents a box with the holding cables (191), the section holding cables (192) and the load holding cables (193).

Fig. 20 shows one of the two end chambers of a section with the half connecting chamber (201), the pair of "Gina" and "Omega" joints (202), the heads of the clamped connection cables in the traction cones (203) and the heads of the holding cables (204) also pinched in their traction cones.

FIG. 21 has an assembly of sections where only the connecting cables of the sections (211) protrude from the ends of said sections.

FIG. 22 shows a section being assembled. It shows a barge carrying the cables connecting the caissons (221), the various caissons to be assembled (222), the caissons are held together and docked by means of mooring ropes (223), a vehicle crane (224) holding in the working position a hydraulic cylinder (225) manipulated by two divers (226) or a manipulator robot. The operation consists in introducing the cables which are taken up by waiting cables and then putting the cables under tension so as to obtain a rigid and autonomous section. The inner walls can be extracted at this time, access being possible through the gates (141).

FIG. 23 has a section before assembly on the left and after assembly on the right.

Figs. 24, 24a and 24b show the detail of a connection chamber with the "Gina" type joints in the relaxed position (241) and FIG. 24a, then in the compressed position (242) and FIG. 24b, the latter position being protected from crushing the seal "Gina" by means of the pressure limiter cleat, the latter consisting of the cleat itself (243) and a pressure distributor in the form of a seal in high compressibility polymer (244). The "Gina" joint is again lined with a security seal called "Omega" seal (245).

FIG. 25 shows one of the methods of anchoring the tunnel with respect to the ground and in particular by means of batteries supporting it, the relative density of the tunnel assembly being slightly greater than the density of the surrounding fluid.

FIG. 26 presents the method of setting up the sections. The first section (261) is immersed at one end of the tunnel and is followed by the second section (262). A first set of cables consisting of a "left" cable (1L), and a "straight" cable (1R) said assembling sections are introduced (or pulled by the cable) between the first section and the second , then they are put in tension so that the two sections are found in the final state.

As soon as this operation is completed, a third section (263) is brought, then a second set of cables (2L, 2R) is introduced into a second set of ducts. The tensioning of these cables makes it possible to position the third section. Then we take successively sets of cables (1) and [2) for the next sections this until the last section where the two sets of cables are permanently turned on.

In detail, the first set of cable (1L, 1R) is inserted through the sections (261) and (262). To power up, there is a first cone (formed of two half-cones) in position (265) and a second cone with the traction cylinder in position (266). In addition, at the time of the arrival of the third section (263), the end (outside the two half-cones) of the cables (1L) and (1 R) will be connected to the cable waiting for the next section (263) . As soon as the second set of cables (2L, 2R) is energized, a jack placed in position (266) is again activated successively on the cables (1R) and (1L) which makes it possible to release the cones on the ( 266) and release the tension on these cables. Therefore, they can be pulled by the wands waiting to proceed to the next step, which has the effect that the two half-cones placed on the side (266) will simply fall to the ground.

FIG. 27 shows the "Gina" seal (271) as well as the "cleat" compression limiter profiles (272).

FIG. 28 shows a tunnel fragment whose sections (281) are placed on piles (282), two of whose piles (283) are collapsed (284), which results in the collapse of the tunnel (284). ).

On the enlarged part of FIG. 28, it can be seen that the effect of subsidence generates on the inter-section coupling (288). A separation of the upper junction (285) and a crushing of the lower junction (286) are perceived, thus allowing the bridge to adapt to sagging. This adaptation is also feasible in the perpendicular axis or in the two axes simultaneously which corresponds to a patellar coupling of the sections, coupling which is symbolized with the point surrounded by the circle fragment (287). The forces involved are slightly modified insofar as the upper cable (289) which can slide in its sheath undergoes a relatively small elongation with respect to its length which means a small variation in the tractive force, the sliding being ensured by the addition in the sheath of oil, grease or a device ensuring sliding. Similarly, the lower cable will be subject to a very small decrease in length and consequently its tensile force, this reduction being limited by the presence of the cleat (243, 244) the main balancing forces being given by a change of the torque due to a reduction in the weight of the bridge sections on the collapsed battery supports. Although the decrease in length of the cable is very low, the latter must also be able to slide in its sheath.

FIG. 29 shows the patellar diagram corresponding to FIG. 28 with the ball joints (R2) and (R3) shifted downwards due to sagging.

The assembly device of the sections by cable and joint "Gina" allows a good adaptation to geological variations. However, a complementary device for compensation of geological variations is presented in FIG. 30. It allows to work with foundations having smaller dimensions and placed on a ground of less stability. Generally, the soil is composed of unstable or muddy layers at the top (306) then progressively a little more stable (307) and firm (308) in greater depth. In the left part, the compensation is made by means of cylinders (301) which remain permanently on the site whereas in the right part, they are introduced during the maintenance operations, the time to position intermediate shims (30) of maintaining the rooms and the cylinders are removed again.

The caissons may also be partially or totally embedded in the mud or materials more sandy or earthy or even be located in marsh rather than sea or lake and are thus subject to an increase of Archimedes thrust of the makes the density of these materials. This increase is also dependent on the height of these materials compared to the height of the tunnel (water line). The density of these materials depends on their constitution and in particular their particle size as well as the water content. The densities of compact, water-saturated sands and silts are generally in the range of 1.7-1.8 to 2.2-2.3 kg / dm3.

To compensate for the effect of these materials, it is advisable to do with other compensation materials substantially heavier than the latter. Fig. 31 shows a section of tunnel weighted with blocks of cast iron or steel (311) whose density is around 8 kg / dm3.

Figs. 32, 33, 34 and 35 present a long-range tunnel consisting of floating walkways on the surface (325), these bridges terminating on artificial anchoring islands of the tunnel (326), the tunnel being composed of the sections (320), ( 321), (322).

Figs. 33 and 34 show how to set up. In this case, the sections are produced according to the mode described above and the sections (320) will be assembled together by means of the set of assembly cables sections. The same goes for sections (321) and (322).

Thus, a new (third) set of connecting cables will connect the groups of sections and then gradually immerse (Fig. 23) the central group of sections (320) by progressively tending the third set of cables and then immerse the groups (321) and (322) according to the scheme of FIG. This until the final position and the correct tension of the connecting cable are obtained.

FIG. 35 presents a method for ensuring the position of the previous tunnel, regardless of the variation of the positions of the anchor points (352). Note the position correction device consisting of motor-winch (351) driving the attachment cables in order to adapt their length.

Figs. 36a, b, c, and d represent a submerged bridge variant under construction in deep water. We perceive the set of carrying cables (Px). The profile of the bridge is visible in position (H) of fig. 36d. In fig. 36a,

Claims (7)

groups of sections that have been previously assembled are brought to the site. It is noted that the sections are the subject of rounded preformed during production darse. They are assembled using section assembly cables (J 1, J2, Jx) and so on. In FIG. 36b all the sections are positioned so as to allow the introduction of the new set of cable (G) to hold them together and later to control the pressure on the joints. In figs. 36c and d are perceived sections immersed by ballasting and increasing the tension of the cables (G). In the initial position, the set of ball joints should be in neutral position and thus able to accept strong angular variations of the sections due to marine currents, earthquakes or other causes having an influence on the positions of the sections. The ends of the carrying cables may be provided with a device for adapting the length of the cables so as to correct the effects of the expansion or variation of the water levels or the effects of transverse forces. This device may consist of motorized tensor batteries and secured so as not to "let go" of the carrier cables. The position of the tensors can be ordered at least twice a year with one position for winter and another for summer. It is also possible to control these tensors as a function of the temperature or the position of the boom or of another signal having the same function. FIG. 37 has an edge-to-edge crossing consisting of a floating bridge and a submerged walkway, the support cables (Px) being anchored on each of the banks, said cables may consist of several elements of the transfer of traction. Judiciously, one of the ends of the cables will also be equipped with tensioners for adapting the length of the cables. Figs. 38 and 39 show another variant of submerged gangway and carried by a structure similar to that of a suspension bridge in order to increase the height of the boom. This combination of large boom and self-supporting tunnel provides very large spans. The influences of the wind are reduced on the cables and the effects of the water currents can be reduced by arranging an oblique structure (382) of the carrying cables (381). To date and despite the large number of projects mentioned, no floating tunnel has been realized. One of the dangers that can block a decision is the fact that in case of major trouble and in particular of the arrival of water in the tunnel, it loses the "Archimedes" effect and collapses. Figs. 40 and 41 have two configurations of battery-powered floating tunnels, one economically optimized with 200 m span and 6 cables (type 37 T 15) (401) to support the load and the other with 100 m span and 12 cables (411) to support the load, the first collapses in case of waterway while the second will resist and the difference in price is not really important. Among the various possible constructions, it is wise to discuss the production of tunnel sections having about a hundred meters between the ends. Such sections can be produced in one piece in a dock of more than 100 m. The section no longer being assembled as a subassembly may consist of prestressing rods (energized before the concrete is poured and having the same effect as the cables) rather than cables referred to in the subparagraphs. precedents. claims A submerged tunnel, for example submerged walkway, comprising hollow concrete caissons (11, 222) interconnected to form a circulation path (13), joints (136) sealing between each caisson, and preferably chambers connection (106, 107, 122, 201), said boxes having a weight below the weight of the volume of water displaced to allow a portion of them to be immersed under the surface of the water (21, 73, 91), characterized in that the boxes (11, 222) are interconnected in several sections (71, 72, 101, 102, 103, 261, 262, 263, 281) by a first tensile structure specific to each section, said sections preferably forming a plurality of sub-assemblies (320, 321, 322) being interconnected by an additional traction structure specific to each subassembly, the first traction structure and the additional traction structure comprising cables (12, 72, 85, 86, 134, 193, 211, 401, 411 - 192, 221, J1, J2, J3) introduced in housings formed in the boxes and traction cones (32) of the cables abutting against the two end boxes (112) of said section or said subassembly of sections and in that the boxes of said sections, or said subassemblies of sections, are connected to each other and preferably to the connecting chambers by a second tensile structure passing through said tunnel, comprising cables (74, 118, 127 , 135, 191, G) introduced into housings formed in the boxes and traction cones (32) of the cables bearing against the two end boxes of said tunnel, said second traction structure for controlling a clamping pressure on intertronous seals (114, 115, 202, 241, 422, 271) disposed between the sections (101, 102, 103, 123) and preferably between the sections and the connecting chambers (106, 107, 122), said cables (118, 127) being housed in sheaths (33) and oiled or greased to slide relative to the sheaths and allow two sections (281) to move relative to one another, the inter-section joint ( 241, 242) acting in the manner of a patellar coupling (287) of the two sections. 2. immersed tunnel according to claim 1, characterized in that the end chambers of said sections or said sets of sections and preferably the connecting chambers are provided with a clutch for limiting the clamping pressure (243, 272) inter-section joints (241, 242, 271). 3. Submerged tunnel according to claim 1, in a state connected to anchor points (352) to a ground (125, 306, 307, 308), characterized in that said gateway or said tunnel comprises shackles attached to the anchor points and motorized devices (351) or cylinder (301) adapting the length of the attachment cables to partially or completely correct instability movements of the anchor points. 4. submerged tunnel according to claim 1, characterized in that it comprises support cables (Px, 381) supporting the boxes being housed in preforms thereof or being suspended from the carrying cables (Px, 381) by the intermediate hangers. 5. immersed tunnel according to claim 4, characterized in that said tunnel comprises devices for adaptation in length of the carrying cables (Px, 381), these devices being preferably motorized. 6. immersed tunnel according to claim 1, characterized in that said tunnel comprises stacks (124, 282, 283) supporting the sections of caissons (281), preferably at the location of the connecting chambers. 7. Traverse comprising a submerged tunnel according to claim 4, characterized in that it comprises an adjacent floating bridge connected to said tunnel by the carrying cables (Px) passing through the adjacent floating bridge.