Najduži iskopani na Koridoru Vc: Probijen tunel Zenica na poddionici Ponirak – Vraca
Na poddionici Ponirak – Vraca probijena je desna cijev tunela Zenica, tunela koji je sa svojih 3.360 metara trenutno najduži iskopani tunel na autocesti Koridora Vc u Bosni i Hercegovini.
Trasa autoceste poddionica Ponirak – Vraca je dio dionice Poprikuše – Zenica sjever (Donja Gračanica) koja se na sjeveru nastavlja na poddionicu Vranduk – Ponirak (u izgradnji) i na jugu na poddionicu Tunel Zenica – Donja Gračanica (završeni radovi).
Ugovor o izgradnji autoceste na Koridoru Vc dionice Poprikuše – Zenica sjever (Donja Gračanica), poddionica Ponirak – Vraca potpisan je 01. augusta 2019. godine, a radovi su počeli 09. decembra 2019. godine.
U 2020. godini urađena je izmjena i dopuna glavnog projekta što je rezultiralo izmjenom tehničkog opisa odnosno promjenom dužine tunela na 3.360 metara sa 2.475 metara.
Izvođač radova na izgradnji tunela Zenica je kompanija Euroasfalt d.o.o. iz Sarajeva, a osim navedene kompanije u građenju tunela sudjelovala je i kompanija Cengiz Insaat iz Turske, koja je izvela iskop, primarnu podgradu i sekundarnu oblogu na dužini od 870 metara u obje tunelske cijevi, sa južne strane tunela.
Vrijednost ugovora za izgradnju poddionice Ponirak – Vraca je 69.508.325,70 eura sa PDV-om, a novac je osiguran putem Evropske investicijske banke (EIB) u visini 50 miliona eura i s bespovratnih 19 miliona eura Evropske unije koji su osigurani u okviru Agende za povezivanje preko Investicijskog okvira za Zapadni Balkan (WBIF).
Tunel Zenica se izvodi kao dvocijevni tunel. Prolazi ispod planine Vepar i imat će devet prolaza za pješake, dva prolaza za motorna vozila i dvije zaustavne niše i njegovim završetkom i puštanjem u promet put između Zenice i Žepča bit će kraći za pet kilometara.
Iskop i podgrađivanje tunela su izvedeni standardnom metodom NATM (Nova austrijska tunelska metoda). Iskop je vršen u heterogenoj stijenskoj masi (tzv. Fliš), pri čemu su obje tunelske cijevi prolazile kroz različita stanja materijala, od slabijih stijena gdje je primijenjen mašinski iskop do veoma čvrstih stijena gdje su primijenjene tehnike miniranja “drill and blast”.
Dodatni izazov je bio iskop i podgrađivanje tunela uz veće ili manje dotoke podzemnih voda, koje su zabilježene na više od 30 posto dužine tunela. S tim u vezi je cijelim tokom izvođenja radova bila veoma važna privremena i stalna odvodnja tunela, da se nesmetano organizira napredovanje radova i transport kroz tunel.
Tokom izvođenja radova, do sada nije zabilježena niti jedna incidentna situacija i veća povreda radnika ili materijalna šteta, što je važan i značajan uspjeh za sve učesnike u građenju ovog tunela, obzirom na njegovu dužinu, kompleksnost i izazove pri građenju, saopćile su Autoceste FBiH.
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