外文文献翻译-- 铁路隧道的安全
地铁隧道施工外文文献翻译
(含：英文原文及中文译文)文献出处：Cocheril Y. Study on Construction Technology of Multi-Arch Tunnel Group in Urban Underground Railway[J]. Journal of Communications, 2015, 3(4):22-32.英文原文Study on Construction Technology of Multi-Arch Tunnel Group in UrbanUnderground RailwayY CocherilAbstractIn this paper, the construction method of the multi-arch tunnel group is discussed by using an engineering example of Metro Line 3. In the construction of the subway, the construction technique of changing a multi-arch tunnel into a single-hole tunnel was first proposed. The technical solutions of the single-middle wall and the separated middle-wall structure were compared and selected to meet the requirements of structural safety, construction safety, and economic efficiency. Good technical solutions can provide reference and reference for the design and construction of similar projects in the future. Keywords: multi-arch tunnel group, single middle partition wall, separated middle partition wall, construction technologyBecause of the design requirements of the subway tunnel, a varietyof tunnel structures are required. Among them, a multi-arch tunnel segment consisting of unequal cross-linked arches and triple-arched tunnels is often used for the connection of the main line and the crossover line. This article combines the project example according to the geological conditions of the tunnel, the time limit requirements through comparison and selection of the best construction program that can achieve rapid construction and save construction costs.1 Project OverviewThe return line of Sports West Road Station on Metro Line 3 is a complex type of return line from Sports West Road Station. In the section DK3016.047037.157, a tunnel group with unequal spans with double arches and triple arches was set up. Unequal cross-arch tunnel excavation span of 20.1m excavation height of 10.076m cross-vector ratio of 1:0.5 hole lining after the lining of 5.2m large-hole lining after the span of 11.4m in the wall thickness of 1.6m. The triple-arch tunnel excavation span is 19.9m and the 7.885m cross-vector ratio is 1:0.1. The surrounding rock of the section of the multi-arch tunnel is from top to bottom: artificial backfill, red sand and alluvial sand layer, alluvial-diluvial earth, fluvial-lacustrine sedimentary soil, plastic residual soil, hard plastic-hard residue. Soil, weathered rock formations, strong weathered rock formations, weathered layers, and weathered layers. Tunnels through the formation of more homogeneous rock strength, strong bearing capacityand stability. The thickness of the vault covering the tunnel is 15.518m, and the thickness of the surrounding rock layer IV is 5.67.6m. The buried depth of groundwater in the section of the multi-arch tunnel is 2.284.1m, mainly Quaternary pore water and fissure water.2 double arch construction planDue to the complex structure of the multi-arch tunnel section, the tunnel section changes greatly. The construction process is complex and the construction is difficult. The construction period is long. Therefore, it is very important to choose a good construction scheme to complete the construction of the multi-arch tunnel section with high quality and efficiency. When selecting a construction plan, the following aspects are mainly considered: 1 Construction safety and construction Safety 2 Construction difficulty 3 Construction cycle 4 Economic benefits. Based on these four principles, the following two construction plans were selected for comparative selection through the research and demonstration of the construction plan.2.1 Single Wall Construction PlanThe main construction steps and measures of this program are as follows: 1 Prevent the construction of the middle wall from timely construction after the completion of the construction of the temporary construction channel, double-arched and triple-arched intermediate wall from the double-arched tunnel on the right line to the return line side. . 2After the construction of the middle wall lining is completed, the CRD construction method for the right line shall be used for the construction of the large-span tunnel of the re-entry line in accordance with the principle of “small first, large, and closed”. (3) When the construction of the triple-arch tunnel on the side of the re-entry line is carried out, the construction of the triple-arch and double-arched middle wall shall be carried out in accordance with the construction method of the middle-wall of the right line. After the completion of the construction of the four-fold line on the side of the middle wall, the construction of the right line will continue. This construction method is applied to the general construction methods of domestic double-arch tunnels in Guangzhou Metro, Nanjing Metro and Beijing Subway, and can safely and smoothly complete the construction of tunnel groups. However, the study of previous engineering examples and construction techniques can reveal that the program still has shortcomings and defects. 1 This scheme is applied frequently in this project. The initial support and the secondary lining of the tunnel within the short 21.11m multi-arch tunnel will convert 4 times.2 The waterproof layer construction, reinforcement engineering, formwork engineering, and concrete pouring involved in the lining of the middle wall and side tunnels all require multiple conversions and a construction period of up to 2 months. After the completion of the lining, the investment of the anti-bias support of the middle wall and theequipment and equipment will lead to higher construction costs and lower economic benefits.2.2 Separated Wall Construction PlanThe main construction steps and measures of this plan are as follows: 1 Change the unequal span double-arch tunnels into two single holes to change the separation-type mid-rise wall first from the right-line single-line tunnel construction. 2 Double-arched tunnels will not be used for middle-liner lining under single-line conditions. 3 The right-sided large-section double-arch tunnel passes through the side wall of the CRD method. For the 4 fold back line, the construction is performed in the reverse order of the right line. Adopting this scheme is actually a comparison between the two single-line construction methods and the previous one. This has the following advantages: 1 Reduce the number of construction processes and speed up the transition of the process. 2 Reduced the difficulty of construction and shortened the construction period. 3 Reduced construction costs and increased economic efficiency.4 The change to a single wall in the middle of the wall has completely solved the waterproofing defects of the double-arch tunnel structure.5 The construction of the middle tunnel of a triple-arch tunnel is equivalent to a large-span tunnel with reserved core rock, which is conducive to the construction of safety double-arch tunnels on both sides.3 Three Arches Construction PlanFrom the right line directly into the triple-arch tunnel, its supporting parameters are based on the original design, and the entire ring is installed. The whole ring is sprayed on the design and the anchor bar at the middle wall is reinforced. The re-entry side is the same as the right-line construction method. It is necessary to remove a longitudinal reinforcement beam at the junction of the tunnel grille. Strictly control the distance between each step of the excavation footage grid is 0.6m/榀. The middle-wall excavation adopts a weak-weak-weakening blasting scheme to conditionally use the static blasting scheme to minimize the disturbance to the middle-wall rock formation and the lining tunnel to ensure construction safety. The secondary lining is performed immediately after the middle wall excavation is completed. After the completion of the construction of the middle wall, the gaps in the middle walls will be backfilled with jack support. Only one side of the construction is completed before the other side of the wall construction. After the completion of the construction of the middle walls on both sides, the secondary lining of the single-hole tunnels on both sides shall be promptly conducted, and then the excavation and lining of the middle rock mass of the triple-arch tunnel shall be carried out. Special attention should be paid to the settlement and convergence deformation of the triple-arch tunnel at the middle of construction.4 Analysis of structural behavior during constructionChanged the cancellation of mid-walls that do not cross double arches into separated walls. There is no similar engineering design and construction experience in domestic urban subway projects, and there is no similar tunnel structure design. Therefore, whether the structure is safe and whether the construction process is changed during the construction process. Safety will be the focus of this program. Using ANSYS finite element general program software to perform numerical simulations on unequal cross-arch tunnels. The strata-structure model was used to analyze the stress and deformation of the tunnel structure (Fig. 1, Fig. 2, Fig. 3). The horizontal direction of the force taken along the direction of the tunnel is limited to 3 times the hole span. The vertical direction is taken upwards to the surface, and the bottom is 3 times the hole span. Element model Elasto-plastic physical tunnel lining with DP stratum material adopts elasticity The beam element simulation beam elements and solid elements are connected using a coupling equation. It can be seen from the data analysis in Table 2 that the large tunnel has a greater impact on the small tunnel during construction. If the necessary reinforcement measures are taken for the small section tunnel and the longitudinal demolition distance of the temporary support is controlled, this scheme is beneficial and feasible.5 Key Construction Technologies and Corresponding MeasuresThe construction of the multi-arch tunnel section needs to be carriedout under strict construction organization and strong technical guarantee measures. The construction of each construction step is a key to successful construction.5.1 Pulling bolts and reinforcing boltsAfter the removal of the single middle wall, the thickness of the middle wall after the excavation is completed is 0.8m. It is very necessary to set the anchor bolt and the reinforcement bolt. For the tension bolt, the length of the Φ22 steel reel bolt i s 0.6m2150.5m, and the thickness of the middle wall is 0.82.0m. Reinforced anchor rods are installed at the inverting arch and side wall at both sides of the middle wall with a Φ25 hollow grouting anchor spacing of 0.6m21.50.8m.5.2 Grouting Reinforcement in Middle Wall Rock PillarThe thinnest part of the rock mass in the middle wall is 0.15m. After several blasting excavation processes, the surrounding rock around the middle wall loosens its bearing capacity. Therefore, the loose surrounding rock must be grouted in the vaults, walls and inverted arches of the middle wall. The embedded Φ42 steel pipe slurry adopts a cement-water glass double slurry parameter of 1:1 cement slurry and 3045Be. In the two excavations, the grouting pressure of the inflow glass solution of the middle wall is 0.21.0 MPa. After the final excavation of the grouting line,a saturated grouting is performed on the sandwich wall.5.3 Differential Blasting TechnologyAll the tunnel excavations are drilled and blasted. Because the ground buildings in the downtown area of Guangzhou City are dense and the tunnel is blasted at a distance of “0”, the blasting vibration must be controlled within the allowable range in accordance with the blasting scheme for micro-shock blasting in the reserved smooth layer. The blasting measures taken for Grade III and Grade IV surrounding rocks in the strata of a multi-arch tunnel are as follows: (1) Blasting equipment uses emulsion explosives with low seismic velocity. 2 Strictly control the distance between the perforation of 0.60.8m per cycle and the distance between the peripheral blastholes of 0.4m to reduce the charge volume and control the smooth blasting effect. 3 Multi-stage detonator detonation in each blasting The non-electrical millimeter detonator is used to asymmetrically detonate the network micro-vibration technology. 4Second excavation is adopted at the middle wall. 1m is reserved for the smooth surface. Grooves are arranged on the side far away from the middle wall. medicine. The use of artificial wind excavation for excavation of partially dug excavation is prohibited. Through the above-mentioned effective measures, the “0” distance excavation of the multi-arch tunnel was smoothly passed without causing damage to the 0.15-m thick middle wall during the secondary blasting of the middle wall.5.4 Assisted Scissor SupportThrough ANSYS simulation analysis In order to ensure the safety of small-section tunnel construction, it is necessary to assist the reinforcement of the small-section tunnel to withstand the transient impact caused by blasting and the bias generated by the load release during excavation of the rock formation. The support material is welded to both ends of the grid pre-embedded steel plate with I20 steel and the spacing of the support arrangement is 0.6m, ie high strength bolts are used on each grid. The layout of the arrangement was extended to 1.2m on each side of the double arch and completed in front of the big end of the excavation. The height and angle of the support arrangement should ensure smooth construction machinery and equipment. Through the construction proof that the setting of the support is necessary and effective, the small section tunnel converges only 5 mm after the auxiliary scissor is added.5.5 Information ConstructionIn order to ensure structural safety and construction safety, real-time monitoring measurement is carried out during the tunnel construction process. The deformation characteristics of supporting structures and surrounding strata are used to predict the corresponding support structure displacements and to verify the rationality of supporting structures to provide a basis for information construction. Monitoring during construction shows that the maximum settlement of a tunnel with a smallcross section is 14.6 mm. The maximum settlement of a tunnel with a large section is 17.2 mm. The maximum convergence of the tunnel is 7.6 mm. The maximum settlement of the ground is 10 mm. The maximum settlement of the arch with a triple hole arch is 22.8 mm.中文译文城市地下铁道连拱隧道群施工技术研究作者Y Cocheril摘要本文利用地铁三号线某一工程实例对连拱隧道群施工工法进行探讨。
日本隧道维修毕业论文外文文献翻译
毕业设计（论文）外文文献翻译文献、资料中文题目：日本隧道维修文献、资料英文题目：文献、资料来源：文献、资料发表（出版）日期：院（部）：专业：班级：姓名：学号：指导教师：翻译日期： 2017.02.14日本隧道维修Tunnel maintenance in Japan摘要本文论述了日本铁路隧道最近的维修技术和典型的变形情况。
检测隧道衬砌分为初级检查和辅助检查，在可行的检查中本文引进了无损检测的新技术。
修复和加强隧道变形的方法可分为：（一）土压力的对策（二）恶化衬里；（三）防渗漏水和冰霜伤害的应对措施；（4）防止剥落的应对措施。
此外，本文介绍了三个近期典型的日本铁路隧道变形案件；其中之一是Tukayama隧道对塑料的土压力，另一个是关于福冈隧道和Rebunhama隧道由于衬砌剥落造成的事故。
关键词：隧道维修，隧道检查；隧道修复，加固，无损检测1 引言隧道不同于地上建筑物，设计条件（地形，地质，地下水等）依变化情况而定。
因此，它是不容易在各种类型的地形中合理设计和建造，而且它在使用过程中会发生不确定的变形。
由于这些原因，隧道的养护和控制就显得很重要，为保持隧道的良好状态，可采用以下方法：如定期检查，隧道声音的正确判断，以及相应的应对措施。
变形的因素，可分为三组，即：（1）由于地质因素的土压力；（2）劣化的衬里材料；以及（3）漏水和霜冻损害（朝仓等人，1991年）。
1999年，在福冈北九州隧道沿山阳新干线（子弹头列车）和室兰线的Rebunhama隧道发生了混凝土衬砌剥落的的事件。
剥落，在各项建设工程中，已成为一个重要问题。
在本文，对隧道衬砌审查和变形的对策做了调查和评估技术，并介绍了一些典型的例子。
2 检查和诊断方法2.1 隧道的检查和诊断对隧道进行检查和诊断，能及时掌握变形是否影响结构的安全性和耐久性，然后采取适当的应对措施，以确保在评估结果的基础上保持隧道的良好状况。
因此，隧道的诊断和检查，是隧道维护管理最基础的部分。
Guidelines for Tunnelling Risk Management
International Tunnel Association Working Group No. 2 Guidelines for Tunnelling Risk Management2002-10-21International Tunnelling Association,Working Group No. 2Guidelines for Tunnelling RiskManagement2002-10-21Revision 0Issue 2002-10-21Author Søren Degn Eskesen, Per Tengborg, Jørgen Kampmann, Trine Holst VeichertsContents0Abstract 51Introduction and scope 62Use of risk management 73Objectives of risk management 10 3.1Scope 10 3.2Risk objectives 10 3.3Risk management strategy 114Risk management in early design stages 13 4.1Establish risk policy 13 4.2Risk acceptance criteria 13 4.3Qualitative risk assessment 14 4.4Specific risk assessment 165Risk management during tendering and contractnegotiation 17 5.1Risk management during preparation of tenderdocuments 17 5.2Risk management during selection of contractor 19 5.3Risk clauses in contract 20 6Risk management during construction 22 6.1Contractor's risk management 22 6.2Owner's risk management 23 7Typical components of risk management 24 7.1Introduction 24 7.2Hazard identification 24 7.3Classification 257.4Quantitative risk assessment 328Risk management tools 34 8.1Fault tree analysis 34 8.2Event tree analysis 35 8.3Decision tree analysis 35 8.4Multirisk 36 8.5Monte Carlo simulation 379Glossary 3810References 390AbstractThe paper gives guidance to all those who have the job of preparing the overall scheme for the identification and management of risks in tunnelling and underground projects. The text provides owners and consultants with what is modern-day industry practice for risk assessment, and describes the stages of risk management throughout the entire project from concept to start of operation.1Introduction and scopeTunnelling and underground construction works impose risks on all parties involved as well as on those not directly involved in the project. The very nature of tunnel projects implies that any potential tunnel owner will be fac-ing considerable risks when developing such a project. Due to the inherent uncertainties, including ground and groundwater conditions, there might be significant cost overrun and delay risks as well as environmental risks. Also, as demonstrated by spectacular tunnel collapses and other disasters in the recent past, there is a potential for large scale accidents during tunnelling work. Furthermore, for tunnels in urban areas there is a risk of damage to a range of third party persons and property, which will be of particular con-cern where heritage designated buildings are involved. Finally there is a risk that the problems which the tunnelling project cause to the public will give rise to public protests affecting the course of the project.Traditionally, risks have been managed indirectly through the engineering deci-sions taken during the project development. These guidelines consider that pre-sent risk management processes can be significantly improved by using sys-tematic risk management techniques throughout the tunnel project develop-ment. By the use of these techniques potential problems can be clearly iden-tified such that appropriate risk mitigation measures can be implemented in a timely manner.The use of risk management from the early stages of a project, where major decisions such as choice of alignment and selection of construction methods can be influenced, is essential.The purpose of this document is to1.indicate to owners what is recommended industry best-practice forrisk management; and2.present guidelines to designers as to the preparation and implementa-tion of a comprehensive tunnel risk management system.For the purposes of this document "risk management" is the overall term which includes risk identification, risk assessment, risk analysis, risk elimi-nation and risk mitigation and control. See glossary in section 9.2Use of risk managementIn order to fulfil the scope these guidelines provide a description of risk management activities that may be used for tunnels and underground works. Below is shown how risk management may be used throughout the project from the early planning stage through to start of operation:•Phase 1: Early Design Stage (Feasibility and Conceptual Design) -Establish risk policy (section 4.1)-Risk acceptance criteria (section 4.2)-Qualitative risk assessment of the project (section 4.3)-Detailed analysis of areas of special interest or concern (section4.4)•Phase 2: Tendering & Contract Negotiation-Requirements in tender documents (section 5.1)-Risk assessment in tender evaluation (section 5.2)-Risk clauses in contract (section 5.3)•Phase 3: Construction Phase-Contractor's risk management (section 6.1)-Owner's risk management (section 6.2)-Joint risk management team between the owner and the contractor In phase 1 the responsibility of establishing a risk policy and carrying out risk assessment is the owner's alone. In phase 2 the potential contractor has certain input to the tender regarding risk management, but the owner is still the primary responsible party. In phase 3 however, the primary responsibil-ity moves on to the contractor to establish a risk management system and to carry out effective risk management. The owner should supervise, inspect and participate in this work. The owner should further continue to assess and mitigate risks not covered by the contractor.It is important that the risk management is performed in an environment of good cooperation between the parties. To achieve this, partnering may be a valuable tool. The process of partnering may be formulated as an exercise in encouraging good communications between the parties. It may be a formula for minimising cost to the owner while maximising profit for the contractor and encompasses joint planning and problem solving, scheduling, mitigationof delays and value engineering. The process of "partnering" may therefore be seen as a risk mitigation measure for the owner and the contractor.An overview of the risk management activities as seen from the owner's point of view is presented in figure 1. Risk assessments made by the contractor solely for his own purposes, such as the assessment of the risks he is involved in by submitting the tender, are not included.Owner Contractor Supervision and support ofcontractor's risk managementAssessment and mitigation of owner's riskEstablish risk management system Figure 1 - Risk management activity flow for owner and contractor Joint work in riskmanagement team3Objectives of risk managementThe identification of risks resulting from design and construction is an es-sential task early in a project. In order to form a common reference for all parties involved (e.g. the owner, designers, insurers and contractors) a con-struction risk policy should be established by the owner.A construction risk policy for the project may indicate:•scope,•risk objectives, and•risk management strategy.3.1ScopeAs an example, the scope may include the following risks or consequences: 1.Risk to the health and safety of workers, including personal injury and, inthe extreme, loss of life,2.Risk to the health and safety of third parties,3.Risk to third party property, specifically existing buildings and structures,cultural heritage buildings and above and below ground infrastructure, 4.Risks to the environment including possible land, water or air pollutionand damage to flora and fauna,5.Risk to the owner in delay to the completion,6.Risk to the owner in terms of financial losses and additional unplannedcosts.3.2Risk objectivesThe risk objectives may be given as general objectives supplemented by specific objectives for each type of risk. The general objectives of the con-struction risk policy could be that proper risk management throughout the project will be ensured at all stages of the project by the:•Identification of hazards•Identification of measures to eliminate or mitigate risks•Implementation of measures to eliminate or mitigate risks where economically feasible or required according to the specific risk ob-jectives or health and safety legislation.Economically feasible may be defined using the ALARP principle i.e. to reduce all risks covered to a level as low as reasonably practicable.The construction risk policy may indicate that emphasis should be placed on minimising overall risk by reducing the likelihood of occurrence of events with large consequences, e.g. with several fatalities or of significant political concern. This should be done if the owner considers low probability events with high consequences to be of more concern than high probability events with low consequences; even if the risk, expressed as probability times con-sequence, is the same.The construction risk policy may also include some general statements on allocation of risks between parties, e.g. a risk should be allocated to the party who has the best means for controlling the risk.For each type of risk, specific minimum risk objectives may be defined in addition to the general risk objectives. For example, the general public should be exposed only to a small additional risk from construction of the tunnel or underground works; compared to the risk they are exposed to as users of buildings, cars, bicycles, public transport and when walking in the adjacent streets.3.3Risk management strategyAs part of the construction risk policy a risk management strategy should be adopted. A recommended strategy is to carry out construction risk assess-ments at each stage of design and construction in accordance with the in-formation available and the decisions to be taken or revised at each stage. Any risk management strategy should include:• a definition of the risk management responsibilities of the various par-ties involved (different departments within the owner's organisation,consultants, contractors)• a short description of the activities to be carried out at different stages of the project in order to achieve the objectives• a scheme to be used for follow-up on results obtained through the risk management activities by which information about identified hazards (nature and significance) is freely available and in a format that can be communicated to all parties, which may best be accomplished by some form of comprehensive risk register•follow-up on initial assumptions regarding the operational phase •monitoring, audit and review procedures4Risk management in early design stages For effective risk management of a tunnelling project (or any other type of construction work) it is vital that risk management is begun as early as pos-sible, preferably during the project feasibility and early planning stages. The owner's risk policy sets the objectives of the exercise and existing members of the project team (and new members when they join the project team) should have the whole risk management process in their minds when carry-ing out their work.It is important to note that the success and benefits of implementing effec-tive risk management depends on the quality of the identified risk mitigating actions and on the active involvement, experience and general opinion of the participants (owner, designers and contractors).Risk management is not achieved by the enforcement of systems and proce-dures alone, but can be enhanced through seminars and meetings where an understanding and appreciation of the risk management objectives are dis-seminated throughout the organisations.4.1Establish risk policyThe primary step in establishing a risk management system is for the owner to formulate a risk policy as described in section 3.4.2 Risk acceptance criteriaThe risk objectives expressed in general terms in the owners risk policy should be "translated" into risk acceptance criteria suitable for use in the risk assessment activities planned to be carried out. This may include:•Risk acceptance criteria to be used in qualitative risk assessment. The risk classification shown in section 7.3.3 is an example of such criteria. •Risk acceptance criteria to be used in quantitative risk assessments. For each type of risk to be covered by a quantitative risk assessment theywould usually be expressed as:- A limit above which the risk is considered unacceptable and thus must be reduced regardless of the costs.- A limit below which it is not required to consider further risk re-duction.-An area between the two limits where risk mitigation shall be con-sidered and mitigation measures implemented according to the cir-cumstances, e.g. using the ALARP principle mentioned in section3.A document should be provided that explains how the risk acceptance crite-ria were established in relation to the statements on risk objectives in the owner's risk policy.4.3Qualitative risk assessmentDuring the early design stage, a qualitative risk assessment should be car-ried out focussed on the identification of potential hazards to the construc-tion activities expected to be included in the project, and covering all types of risk noted in the construction risk policy.The main purposes of this work is to raise the awareness of all concerned to the major risks involved in the construction and to provide a structured basis for the design decisions to be taken in the early design stage. The results can also be used for selection of specific topics for more detailed analyses as described in section 4.4. Finally the work can be used as starting point for the risk management during tendering.The timing of the qualitative risk assessment should be such that major de-sign changes are still possible. Depending on the time schedule of the early design it may be feasible to update the first qualitative risk assessment later in this design phase.The qualitative risk assessment should include:•Hazard identification. See section 7.2.•Classification of the identified hazards. See section 7.3. •Identification of risk mitigation measures.•Details of the risks in the project risk register indicating risk class and risk mitigation measures for each hazard.The identification and classification is best carried out through brainstorm-ing sessions with risk screening teams consisting of multi-disciplinary, technically and practically experienced experts guided by experienced risk analysts. The aim should be to identify all conceivable hazardous eventsthreatening the project including those risks of low frequency but high pos-sible consequence.In the identification and classification process due regard should be taken of common causes for hazardous events such as:•Complexity and maturity of the applied technology•Adverse unexpected ground and groundwater conditions •Technical and/or managerial incompetence•Human factors and/or human errors.•Lack of sufficient communication and co-ordination between internal and external interfaces•Combinations of several unwanted events that individually are not necessarily criticalThe identified hazards are classified according to the magnitude of the risk they represent. The purpose of this classification is to provide a framework for the decisions to be made on implementation of risk mitigation measures. Classification systems should be established covering frequencies and con-sequences as well as classification of risks on the basis of the frequency and consequence classes. The classification system may be included in the risk acceptance criteria, see section 4.2.The identification of risk mitigation measures may be carried out by the same or a different team and this team should preferably have a representa-tive of all the major parties to the project.Where risk levels conflict with the project's risk acceptance criteria, it is mandatory to identify risk-reducing actions and provide documentation for the management decision on which actions are to be implemented. The re-sults should be registered in the project risk register.Risk mitigation in this phase of the project will primarily result in changes in technical solutions and possibly in alternative working procedures. Fur-ther, many risk-reducing actions can be decisions or statements to be written into the tender documents.At this point it should be possible to establish whether implementation of a set of risk-mitigating actions will in fact reduce the risk to an acceptable level. If this does not appear to be the case, other approaches must be ex-plored.4.4Specific risk assessmentFor hazards of specific interest, e.g. due to the severity of the risk involved or the significance of the design decision to be taken, a more detailed risk analysis than the general qualitative analysis described in section 4.3 may be carried out. The outcome of this analysis should also be documented in the project risk register.The work may comprise one or more of the following:• A fault tree analysis of the causes of the hazards, see section 8•An event tree analysis of the consequences, see section 8• A full quantification of the risk, see section 7.4, e.g. with the purpose of evaluating the cost-benefit ratio of implementation of mitigating meas-ures or providing a quantitative basis for a decision between alternative courses of action.5Risk management during tendering and contract negotiation5.1Risk management during preparation of tenderdocuments5.1.1Main risk management activitiesThe following risk management activities should be carried out during preparation of the tender documents:•Specification of technical and other requirements in the tender docu-ments such that the risks are managed in accordance with the risk pol-icy. The results of the qualitative risk assessment carried out during the early design stage should be used as part of the basis.The specification of technical and other requirements should detail re-sponsibilities for risks in accordance with any general principlesadopted for the project covering allocation of risks. E.g. risks should be allocated to the party who has the best means for controlling them, as mentioned in section 3.2.•The qualitative risk assessment carried out in the early design stages should be repeated when the tender documents are near completion as the basis for final modifications of the tender documents and to docu-ment that risk has been managed in accordance with the risk policy.•Definition of the information requested from the tenderers in order to allow an evaluation of the tenderers' ability to manage risk and of the differences in risk between the proposals made by the different tender-ers. See section 5.1.2.•Specification of requirements in the tender document concerning the contractor's risk management activities during execution of the contract, see section 5.1.3.5.1.2Information to be provided with the tenderIn order to ensure a basis for comparing and evaluating the tenderers, the tender documents should state the information that each tenderer must pre-sent in this respect. This information should include:•Information on structured risk management in similar projects and their outcomes•CV for persons to be responsible for the risk management and details of any specialist organisation that has been involved•General description of the tenderer's intentions regarding his project-specific organisation and his risk management objectives•Overview and description of the major risks perceived by the tenderer in the project•The tenderer’s proposed strategy for the management of major risks to the project and how success will be defined and measured.It should be stated that some or all of the above information provided by the tenderers will be used as a basis for the owner's tender evaluation. The in-formation will help to illustrate whether the contractor is capable of carrying out the necessary systematic risk analysis, and the expected risk manage-ment performance.5.1.3Requirements to be specified in the tender documentsThe tender documents should specify that the contractor must perform risk management in accordance with the owner's risk policy. The contractor's risk management system and approaches must be compatible with the owner's, thereby reducing and controlling risks both to himself, to the owner and the public.Requirements concerning the contractor's risk management system should be described. This could include such matters as:•Organisation and qualifications of risk management staff•Types of risks to be considered and evaluated. These will be concerned with construction issues and any related design activities under the con-tractor's control.•Activities, i.e. description of a minimum requirement of activities to be included in the contractor's risk management, including systematic risk identification, classification of risks by frequency and consequence, and identification of risk elimination and risk mitigating measures•Time schedule for risk management activities (including requirements to carry out risk assessment in time to allow implementation of identi-fied risk mitigating measures)•Co-ordination with the owner's risk management and risk management team•Co-ordination with the other contractors' risk management•Co-ordination between risk management and the contractor's other sys-tems, such as quality management and environmental management.•Control of risks from sub-contractors’ activities•Specific requirements concerning risk management in explicit fields should be stated (examples could be modification to the construction methods for areas identified as of particular concern, i.e. construction methods related to risk to third party buildings or requirements concern-ing securing against unintentional ground water lowering)The owner's risk policy, risk acceptance criteria and risk classification sys-tem should be stated in the tender documents. The owner's risk management activities should be briefly mentioned. It should be carefully considered and pointed out to what extent the contractor will have insight into the owner's risk analysis results. Further, it should be stated in the tender documents that the contractor is responsible for effective risk management regardless of the extent and detail of the risk information deriving from the owner.It is recommended that the tender documents require that the owner be in-volved in the risk management during construction and that a risk manage-ment team is established with participants from the contractor and from the owner (see figure 1).5.2Risk management during selection of contractor Providing tenderers are clearly informed in tender documents, the applica-tion of risk management techniques by the owner can be valuable in the se-lection of the successful tenderer. Identifying risk issues in the tenders can be used as a basis for tender negotiations. The evaluation of tenders in re-spect of risk may be qualitative (based on a points system) or on a quantita-tive basis to the extent that the tender price might be adjusted accordingly.The evaluation of the risk issues in the tenders should include:•An evaluation of the contractor's ability to identify and control risks by the choice and implementation of technical solutions. An evaluation is also needed of his ability to apply systematic risk management in the work that he will undertake;•Systematic assessment of the differences in risk between the project proposals by different tenderers;•Evaluation of the risk management expertise at the contractor's disposalWhere a qualitative risk assessment is envisaged, the means of achieving this need to be considered during the preparation of the tender documenta-tion. For each identified risk, the tenders need to be compared and areas where there are differences should be highlighted.Where a quantitative risk assessment is envisaged, the recommended ap-proach is first to carry out a quantitative risk assessment on the owner's pro-ject as described in Section 7.4. This could be carried out in the time period between the issue and the receipt of tenders. The risk in each tender is quantified by taking the owner's quantitative risk assessment and for each risk considering the differences in frequency and consequence. The input to the quantification could be obtained from reliable information obtained from external sources and/or through brainstorming sessions. The experience and competence of those on the brainstorming team is vital. The final outcome will be the quantification of the risks involved in each tender. This has the benefit of a level comparison even if the absolute value of the risk is uncer-tain.This quantification is particularly useful for the risk of economic loss to the owner, and the risk of delay to the completion of the project. These evalua-tions could be directly compared with the contract price in the tenders and the assignment of a certain monetary value might be made per month's esti-mated or potential delay of project completion.For other risks it may be more difficult to obtain reliable results from a full quantification analysis, and a qualitative comparison may be all that is practi-cable.5.3Risk clauses in contractWhen a contractor has been chosen, negotiations between the owner and the contractor may lead to a detailed contractual description of the risk man-agement system to be implemented on the project. This may be based on a combination of the intentions of the owner and the suggested procedures of the contractor with the purpose of improving the co-operation between the parties.Alternative technical solutions will also be negotiated on the basis of risk assessments carried out and stated in the contract.The risk assessment of the successful tender may have identified some pre-viously undetected areas of risk or special concern. In order to reduce these risks to an acceptable level, additional risk mitigation clauses may be intro-duced in the contract. An example could be that the contractor has proposed a modification to the construction methods envisaged by the owner, which is advantageous except for a secondary risk of impact to the environment. This risk to the environment is then mitigated by additional requirements.6Risk management during constructionIn the early design and tender and contract negotiation phases certain risks may be transferred, either contractually or through insurance, others may be retained and some risks can be eliminated and/or mitigated. In the construc-tion phase, possibilities of risk transfer are minimal and the most advanta-geous strategy for both owner and contractor is to reduce the severity of as many risks as possible through the planning and implementation of risk eliminating and/or risk mitigating initiatives.6.1Contractor's risk managementBased on what has been agreed in the contract, the contractor's responsibil-ity could be as proposed in figure 1. The contractor is responsible for the fulfilment of the owner's risk policy and should start by establishing a care-fully planned, well-structured and easy-to-use risk management system. The structure of the risk management system is of great importance for the straightforwardness of the further work with detailed identification of haz-ards and assessment of risks. See section 7.The contractor must identify hazards and classify risks using systems which are compatible with the systems used by the owner (see section 7.2 and 7.3) and should propose mitigation measures to reduce the identified risks. In cases where the implementation of the mitigation measures could lead to major delay or could in any other way cause a loss to the owner, the owner should approve the intended mitigation prior to its implementation.The contractor's risk management strategy should be implemented by all members of his staff whatever their job functions. The identification of haz-ards and control of risk, and the techniques involved, should be seen as an essential part of all the design and construction activities of the project. In-formation and training should be given, as necessary, to all personnel throughout the project. The owner should be invited to be present and to participate in the contractor's risk management meetings, presentations and training sessions.Timely consideration and actions are of the essence in risk mitigation meas-ures. The aim is to anticipate, and put in place effective proactive preventa-。
关于隧道监控量测测的外文文献
关于隧道监控量测测的外文文献Title: Tunnel Monitoring and Measurement using Surveillance SystemsAbstract:Tunnel monitoring and measurement play a crucial role in ensuring the safety and functionality of underground transportation infrastructure. This paper presents a comprehensive review of the various surveillance systems utilized for tunnel monitoring and measurement. The objective is to provide a detailed understanding of the state-of-the-art technologies and methodologies employed in this field. The paper covers different aspects of tunnel monitoring, including structural health monitoring, environmental monitoring, and traffic monitoring. Additionally, it discusses the challenges faced in implementing these systems and provides insights into potential future developments.1. Introduction:Tunnels are critical components of transportation infrastructure, providing efficient and safe passage for vehicles and pedestrians. Monitoring and measuring various parameters within tunnels are essential to ensure their structural integrity, detect early signs of damage or deterioration, and maintain optimal operational conditions. This paper presents an overview of the surveillance systems used for tunnel monitoring and measurement, highlighting their functionalities and advantages.2. Structural Health Monitoring:Structural health monitoring (SHM) systems are designed toassess the condition and behavior of tunnel structures. These systems employ various sensors, such as strain gauges, accelerometers, and displacement sensors, to measure parameters like deformations, vibrations, and cracks. The collected data is analyzed to identify potential structural issues and enable timely maintenance or repair actions.3. Environmental Monitoring:Monitoring environmental conditions within tunnels helps ensure the safety and comfort of users. This includes measuring parameters like temperature, humidity, air quality, and gas concentrations. Environmental monitoring systems employ sensors and data loggers to continuously monitor these parameters, providing real-time informationfor effective ventilation and emergency response.4. Traffic Monitoring:Monitoring traffic conditions within tunnels is crucial for managing congestion, ensuring smooth flow, and enhancing safety. Traffic monitoring systems utilize various technologies such as video cameras, radar sensors, and induction loops to collect data on traffic volume, speed, and occupancy. This information enables operators to make informed decisions regarding traffic management, incident detection, and emergency response.5. Challenges and Future Developments:Implementing tunnel monitoring and measurement systemsfaces several challenges, including high installation and maintenance costs, data management, and integration with existing infrastructure. Future developments in this field include the use of advanced sensor technologies, such as fiber optic sensors and wireless sensor networks, toimprove accuracy and reduce costs. Additionally, the integration of artificial intelligence and machine learning algorithms can enhance data analysis and predictive maintenance capabilities.6. Conclusion:Tunnel monitoring and measurement systems are essential for maintaining the safety, efficiency, and functionality of underground transportation infrastructure. This paper provided an in-depth review of the surveillance systems utilized for tunnel monitoring, covering structural health monitoring, environmental monitoring, and traffic monitoring. The challenges faced in implementing these systems were discussed, along with potential future developments. The findings of this paper can serve as a valuable resource for researchers, engineers, and policymakers involved in tunnel monitoring and maintenance.。
隧道施工外文文献及翻译
附录二外文参考文献及翻译NATM tunnel design principle in the construction of major andConstruction TechnologyW.BroereI.The NATM Design Principle1.Tunnel design and construction of two major theoretical and development processSince the 20th century, human space on the ground floor of the growing demand, thus the underground works of the study of a rapid development. In a large number of underground engineering practice, it is generally recognized that the tunnel and underground cavern project, the core of the problem, all up in the excavation and retaining two key processes. How excavation, it will be more conducive to the stability and cavern facilitate support : For more support, Supporting how they can more effectively ensure stability and facilitate the cavern excavation. This is the tunnels and underground works two promote each other and check each other's problems.Tunnels and underground caverns, and focusing on the core issues with the above practice and research, in different periods, People of different theories and gradually established a system of different theories, Each system includes theory and resolve (or are studying the resolution) from the works of understanding (concept), mechanics, engineering measures to the construction methods (Technology), a series of engineering problems.A theory of the 20th century the 1920s the traditional "load relaxation theory." Its core content is : a stable rock self-stability, no load : unstable rock may have collapsed. need shoring structure to be supported. Thus, the role of the supporting structure of the rock load is within a certain range may be due to relaxation and collapse of rock gravity. This is a traditional theory, and their representative is Taishaji and Principe's and others. It works similar to the surface issues of the thinking is still widely used to.Another theory of the 20th century made the 1950s the modern theory of timbering or "rock for the theory." Its core content is : rock stability is clearly bearing rock to their ownself-stability : unstable rock loss of stability is a process, and if this process in providing the necessary help or restrictions will still be able to enter the rock steady state. This theoretical system of representative characters Labuxiweici, Miller-Feiqieer, Fenner - Daluobo and Kashitenai others. This is a more modern theory, it is already out of the ground works to consider the ideas, and underground works closer to reality, the past 50 years has been widely accepted and applied. demonstrated broad development prospects.Can be seen from the above, the former theory more attention to the findings and the results of treatment : The latter theory is even more attention to the process and the control of the process, right from the rock for the full utilization of capacity. Given this distinction, which both theory and methods in the process, each with different performance characteristics. NATM theory is rock for the tunnel engineering practice in the representation method.2. NATMNATM that the new Austrian Tunneling Method short the original is in New Austrian Tunneling Method, referred to as the NATM. France said it convergence bound or some countries alleged to observe the dynamic design and construction of the basic principles.NATM concept of filibustering Xiweici Austria scholars in the 20th century, Professor age of 50. It was based on the experience of both the tunnel and rock mechanics theory, will bolt and shotcrete combination as a major means of supporting a construction method, Austria, Sweden, Italy and other countries, many practical and theoretical study in the 1960s and patented officially named. Following this approach in Western Europe, Scandinavia, the United States and Japan and many other underground works with a very rapid development, have become modern tunnels new technologies landmark. Nearly 40 years ago, the railway sector through research, design, construction combining, in many construction of the tunnel, according to their own characteristics successfully applied a new Austrian law, made more experience, have accumulated large amounts of data, This is the application stage. However, in the road sector NATM of only 50%. Currently, the New Austrian Tunneling Method almost become weak and broken rock section of a tunnel construction method, technical and economic benefits are clear. NATM the basic points can be summarized as follows : （1）. Rock tunnel structure is the main loading unit, the construction must fully protect the rock, it minimize the disturbance to avoid excessive damage to the intensity of rock. Tothis end, the construction of sub-section should not block too much, excavation should be used smooth blasting, presplit blasting or mechanical tunneling.（2）. In order to give full play to rock the carrying capacity should be allowed to control and rock deformation. While allowing deformation, which can be a rock bearing ring; The other hand, have to limit it, Rock is not so lax and excessive loss or greatly reduced carrying capacity. During construction should be used with rock close to, the timely building puzzle keeps strengthening Flexible support structure, such as bolting and shotcreting supporting. This adjustment will be adopted supporting structural strength, Stiffness and its participation in the work of the time (including the closure of time) to control the deformation of the rock mass.（3）. In order to improve the support structure, the mechanical properties, the construction should be closed as soon as possible, and to become a closed cylindrical structure. In addition, the tunnel shape with a round should, as far as possible, to avoid the corner of the stress concentration.（4）. Construction right through the rock and supporting the dynamic observation, measurement, and reasonable arrangements for the construction procedures, changes in the design and construction management of the day-to-day.（5）. To lay waterproof layer, or is subject to bolt corrosion, deterioration of rock properties, rheological, swelling caused by the follow-up to load, use composite lining.（6）. Lining in principle, and the early rock deformation Supporting the basic stability of the conditions under construction. rock and supporting structure into a whole, thereby improving the support system of security.NATM above the basic elements can be briefly summarized as : "less disturbance, early spray anchor, ground measurements, closed tight."3．With a spring to understand the principle NATM（1）. Cavern brink of a point A in the original excavation ago with stress (stress self-respect and tectonic stress) in a state of equilibrium. As an elastic stiffness of the spring K, P0 under compression in a state of equilibrium.（2）. Cavern excavation, A point in attacking lose face constraints, the original stress state to be adjusted, if the intensity of rock big enough, After less stress adjustments may cavern in a stable condition (without support). But most of the geological conditions of thepoor, that is, after the stress cavern adjustments, such as weak protection, we could have convergence deformation, even instability (landslides), must be provided to support power PE, in order to prevent landslides instability. Equivalent to the Spring of deformation u, in the role of PE is now in the midst of a state of equilibrium.（3）. By the mechanical balance equation, we can see in the spring P0 role in a state of equilibrium; Spring in the event of deformation u, PE in the role they will be in equilibrium, assuming spring elasticity of K, were : P0=PE+KuDiscussion :(1) When u = 0, that is not allowed P0=PE rock deformation, is a rigid support, not economic;(2) when u ↑, PE ↓; When u ↓, PE ↑. That is, rock deformation occurred, the release of some of the load (unloading), we should allow some extent rock deformation, to give full play to rock the capacity for self. Is an economic support measures, the rock self-stability P=P0-PE=Ku;(3) When u=umax, landslides, have relaxation load and unsafe.4. Points（1）. Rock cavern excavation is affected by that part of rock (soil) body, the rock is a trinity : have a load bearing structure, building materials.（2）. Tunnel construction is in the rock stress is of special architectural environment, which can not be equated with the construction on the ground.（3）. Tunnel structure rock + = bracing system.II. The new Austrian highway construction in the basic methodNATM one of the characteristics is the scene monitoring, measurement information to guide construction, through the tunnel construction measure receipts and excavation of the geological observation for prediction and feedback. And in accordance with the established benchmark for measuring the tunnel construction, excavation section steps and sequences, Supporting the initial parameters for reasonable adjustments to guarantee the safety of construction, a tunnel rock stability, the quality of the project and supporting structure of the economy and so on. The author of commitments (Chengde) Chek (Chifeng) East Maojingba Tunnel NATM basic construction method for investigation concluded, synthesis of a newhighway tunnel Natm the selection of different types and the basic characteristics of the construction methods and tips.1. A tunnel construction method of choice tunnel construction method of choice, mainly based on the engineering geological and hydrogeological conditions Construction, rock type, buried deep tunnel, the tunnel section size and length lining types, Construction should be the premise of safety and engineering quality at the core, and with the use of the tunnel function, the level of construction technology, Construction machinery and equipment, time requirements and economic feasibility of factors to consider in selection.When choosing the method for tunnel construction on the surrounding environment negatively affected, should also be a tunnel, the environmental conditions as the method to choose one of the factors, taking into rock changes the method and the applicability of the possibility of change. Tunnel project to avoid mistakes and unnecessary increase investment in public works. NATM new construction, we should also consider the entire process of construction of auxiliary operations and changes in the surrounding rock to measure control methods and the tunnel through special geological lots of construction means for a reasonable choice.2. New Austrian Tunneling Method program New Austrian Tunneling Method used all methods can be divided into sections, Division level and the three major types of excavation method and some changes in the program.(1) Full-face method. That whole section excavation method is based on the design of an excavation face excavation molding. Excavation order is its full face excavation, steel bracing, pouring concrete lining. Often choose to IV-VI Class Rock Hard Rock Tunnel, which can be used blasting deep hole.Excavation whole section of the law is a larger space operations, introducing supporting large mechanized operations, improving the speed and process small, less interference and facilitate the construction organization and management. Excavation is due to shortcomings in the larger, lower relative stability of rock, and with each cycle of the relatively large workload, it requires the construction units should have a strong excavation, transport and slag out and support capability, Maojingba VI : Class V rock used in the full-face excavation to achieve the desired results.Full-face excavation face, drilling and blasting construction more efficient use of deep focus to accelerate the excavation blasting speed, and the rock blasting vibration frequency less conducive to a stable transfer rocks. The drawback is every deep hole blasting vibration larger. Therefore require careful drilling and blasting design and strict control of blasting operations.Full-face excavation method is the main process : the use of mobile carts (or platforms), the first full-face a bored, and installed a line, and then drilling platform car outside 50m back to a safe place and then detonate, Blasting to make a shape out after drilling Jardine car again moved to the excavation face in place, began a cycle of drilling and blasting operations, Anchor sprayed simultaneously supporting or after the first arch wall lining.(2) step method. Step method of design is generally divided into sections on the half-section and the lower half section two excavation molding. Excavation order is its first half excavation arch bolt jet concrete bracing, arch lining, the central part of the second half of excavation, sidewall of excavation, concrete wall jet bolt support and lining. The more applicable to the II, III and soft joint development of the surrounding rock, which were used Tim change program.Long-step method : The next stage distance away, on the general level above 50m ahead, Construction can be assigned to the Department of next larger machine with parallel operations, when mechanical deficiencies can be used interchangeably. When the case of a short tunnel, the upper section will be all dug later, and then dug under the section, the construction of which less interference, single process can work.Short step method : on the stage length 5-50m apply to Ⅱ, Ⅲrock can be shortened Invert closing time, Supporting improve early stress conditions, but larger construction interference, in the event of Soft Rock need to consider carefully, Auxiliary shall be applied measures to stabilize the excavation excavation face, in order to ensure the safety of construction.Ultrashort step method : The only step ahead 3-5m, section closed faster. The method used for the high level of mechanization of various rock section, in the event of the siege soft rock when required careful consideration. Auxiliary shall be applied measures to stabilize the construction excavation face to ensure the safety of construction.Excavation level of character is the first step to using light excavation drilling machine drill a hole, rather than through large drilling platform car. Two step method of excavation operations with sufficient space and a faster rate of construction. Level is conducive to the stability of excavation face. Especially Excavation in the upper, lower operational safety. Three step method of excavation is the next shortcomings of operations interfere with each other. It should be noted at the bottom of the upper operational stability, level of excavation will increase the number of country rock.(3) Segment excavation method. Excavation Law Division can be divided into five changes in the program : Excavation Division level, from top to bottom hole lead, heading advance on the excavation, single (double) and lateral pit method. Excavation will be conducted Section Division excavation by the Ministry of shape, and to advance some of excavation, it may be called derivative ahead excavation pit method.Law Division level : general application or soil collapse easily lots of soft rock, with its advantages - stage method, height can be lengthened, the two-lane tunnel for a hole-fold, cycling Road Tunnel - hole 2 times; rather than single (double) PENDANTS Heading a high degree of mechanization, can accelerate the progress of the projects.The next heading advance excavation method (that is guided pit wall first arch) : This Act applies to Ⅱ, Ⅲrock. in the soft ground tunneling, to be adopted next general guide advance excavation pit wall first arch Act. Its advantages are : Heading advance excavation, the use of proven geological conditions in advance to facilitate change in the method. Face to facilitate started procedures applicable to the labor arrangements for the use of small machinery and construction. The drawbacks : The next section will guide small, slow construction and construction processes more, construction and management difficult.Unilateral-arm pit Law : rock instability, the tunnel span larger, ground subsidence is difficult to control when using this method. Its characteristics are : a positive step and arms Heading Act advantages.Bilateral arm Heading law : in large-span shallow tunnels, surface subsidence require strict, especially poor rock used. Advantages of this method are : Construction of safe, reliable, but slow construction, high cost.III.The main tunnel construction technology1. Cave construction :（1）excavation slope around :Lofting total station measurements, the use of excavators from top to bottom, paragraph by paragraph excavation, not the amount of excavation or the end of next overlapping excavation, remove pits with the above may slump topsoil, shrubs and rock slopes, rock strata of slope excavation needs blasting, Discussion should focus mainly loose blasting. Also partial artificial finishing, when excavation and inspection slope of slope, if sliding and cracking phenomenon and slowing down due slope.（2）.Cheng Tung-supporting :Yang Brush Singapore Singapore after the completion of timely inspection plate slope gradient, the gradient to pass the inspection, the system set up to fight time anchor, and the exposed bolt heads, hanging metal based network expansion and bolt welding into first overall. Linked network immediately after the completion of shotcrete and repeatedly jet until it reaches the thickness of the design so far.（3）.as of gutter construction :Yang slope away from the groove 5 meters excavation ditch interception, interception gutter mainly mechanical excavation, artificial finishing, after dressing, 7.5# immediately masonry made of mortar and stones, and the floor surface with mortar.2. Auxiliary construction :（1）A long pipe roof :Sets arch construction : construction Lofting, template installation, assembling reinforcement, the guidance of lofting 127 installation guide, concrete pouring.Pipe specifications : Heat Nazarbayev Seamless Steel Tube ￠108 mm and a thickness of 6 mm, length of 3 m, 6 m;N pipe from : Central to the distance 50 cm;N Inclination : Elevation 1 ° (the actual construction works by 2 °), the direction parallel with the Central Line;N pipe construction error : Radial not more than 20 cm;N tunnel longitudinal joints within the same section with more than 50% adjacent pipe joints staggered at least a meter.A. pipe roof construction method :Lofting accurate measurement personnel, marking the centerline and the vault out of its hole elevation, soil excavation reserved as a core pipe roof construction work platform Excavation footage of 2.5 meters, after the end of excavation, artificial symmetrical on both sides of excavation (Commodities H) platform, level width of 1.5 meters, 2.0 meters high, as construction sets and pipe arch shed facilities drilling platform. Pipe-roof design position should be and it should be a good hole steel tube, grouting after playing non-porous tube steel, non-porous tube can be used as pipe inspection, Grouting quality inspection, drill vertical direction must be accurately controlled to guarantee the opening hole to the right, End each drilling a hole is a pipe jacking, drilling should always use dipcompass drilling pipe measuring the deflection, found that the deflection over design requirements in a timely fashion. Pipe joints using screw connection, screw length 15 cm, to stagger the pipe joints, odd-numbered as the first section of the introduction of three-meter steel pipes and even numbered the first section of pipe using 6 meters, After each have adopted six-meter-long steel pipe.B. pipe roof construction machinery :N drilling machinery : XY-28-300 equipped with electric drill, drilling and pipe jacking long shelf;N grouting machine : BW-250/50-injection pump two Taiwan;N using cement-water glass slurry. Mud and water volume ratio 1:0.5; water glass slurry concentration of water-cement ratio 1:1 silicate 35 Baume; The efficacy silicate modulus pressure grouting pressure early pressure 2.0MPA 0.5~1.0MPA; end.（2）. a small catheterA. small catheter used ahead diameter of 42 mm and a thickness of 3.5 mm thermal Nazarbayev seamless steel tubes, steel pipe was front-tip, Welding on the tail ￠6 stiffening brace and the wall around the drilling hole grouting 8 mm, but the tail of a meter without grouting holes and Advance Construction of a small catheter, the tubes and the lining of the centerline parallel to 10 ° -30 ° Chalu into the rock arch. penstocks to 20-50 cm spacing. Each was over a steel tubes, should be closed immediately shotcrete excavation face and then grouting. After grouting, erecting steel Arch, Supporting the early completion of every (2-3 meters, and the paper attempts to be) another one for steel tubes, Advance small catheter general lap length of 1.0 meters.B. Grouting parameters :N water slurry and water glass volume : 1:0.5;N slurry water-cement ratio 1:1N 35 Baume concentration of sodium silicate; The efficacy silicate modulusN grouting pressure 0.5~1.0MPA; if necessary, set up only orifice Pulp Cypriots.（3）. bolting ahead : The Chalu must be greater than 14 degrees, grouting satiated and lap length is not less than 1 meter.3.Correcting construction :Embedded parts used by the Design Dimensions plank make shape design, installation in contrast snoop plate car, and position accuracy (error ± 50CM), the firm shall not be fixed, you must be in possession of the wire through the middle wear.4. Leveling ConstructionInstallation templates, at the request of both sides leveling layer calibration position to install template. Side-channel steel templates used [10#, top elevation with a corresponding length of the road elevation unanimously to allow deviation ±2mm. adjusted using the standard measurement to determine elevation. Every template fixed a certain distance from the outside to ensure that no displacement, the joints template close comfort, not from a slit, crooked and formation, and the bottom connector templates are not allowed to leak plasma. Concrete before reperfusion, the bottom surface of concrete must be clean. When the concrete arrived at the construction site directly installed backward mode of the road bed, and using artificial Huabu uniform. Concrete paver should be considered after the earthquake destroyed the settlement. Unrealistically high can be 10% higher, Lan is the surface elevation and design line. Concrete earthquake destroyed at or anywhere near the corner with plug-Lan Lan pound for pound order; Flat-Lan pound for pound crisscross comprehensive Lan, Inside each location is no longer the time for concrete sinks, no longer emitted large bubbles, and the surface of cement mortar later. normally no less than 15 seconds, also should not be too long; Then Chun-pound beam along the longitudinal Lan-pound trailer, With redundant Chun-pound concrete beams were dragged shift Trim, Dixian Department should keep leveling Lan facts. Finally, the diameter 75~100mm rolling seamless steel pipe for further leveling. Just do prohibited in the surface spraying water, and threw cement.5. Water, cable duct constructionInstall groove wall reinforcement of location accuracy, the line must be linked to the construction. Install groove wall purity, the purity requirements of accurate location, a vertical line. Dyadic greatest degree of not more than 3 mm, and template-Ditch The top-pronged, pass the inspection before the concrete reperfusion, on the side of the original wall must pick hair, and embedded parts to the location accurately. Template using stereotypes purity.6.Gate ConstructionCleared the site for construction layout. By design size requirement dug-wall basis. M7.5# masonry made of mortar and stones.Template installation, location accuracy requirements purity, a vertical line, and timely inspection template slope. Concrete pouring 15 # Riprap concrete, concrete strength to be more than 70% for Myeongdong vault backfill.Myungdong vault backfill should hierarchical compaction said. The typical thickness of less than 0.3M, both backfill surface height difference of not more than 0.5M. restored to the vault after the pack to design hierarchical compaction high, the use of machines rolling, Ramming must manually filled to vault over 1.0M before mechanical compaction .7 .Construction safety and environmental controlEntrance to wear helmets to prevent crashes, in which the speed limit 5KM, lighting must be a 10-meter lights reckless goods stored material must be standardized and distributed under special guard.Spoil venues must be smooth drainage, and must be masonry retaining wall to prevent flooding, debris flow forming.8. The construction process has to tackle the problems :Construction of two liner after water seepage treatment :Small cracks with acrylic, water or slurry coating of epoxy resin and other caulking, a good effect; On the larger cracks, available on the 10th of cement mortar or cement mortar expansion caulking more appropriate and effective;Large cracks (crack width greater than 5MM), (if leakage of water, available along the cutting machine cutting a wide cracks around 2~4CM small groove depth approximately 10CM above the water, Cutting a 5 × 5CM Cube holes room, then insert a pipe 4 × 4CM MF7 plastic Blind groove, Cutting together into good pressure tank, the introduction of vertical water drains, Finally, cement and water Glass closed mixed mortar cutting groove) withoutseepage, it is appropriate epoxy mortar, or grouting, Reinforced concrete and other reinforced jet.IV. Example projectsNATM is from the introduction of the bolt and shotcrete a category of "active" support the new technology to promote the use began. Soon, the Chinese engineer on the tunnel not only in substance but also in terms of acceptance of the new Austrian law. To be held in China in the tunnel and underground engineering academic meeting, the new Austrian capital has become a hot topic.Engineers of the new Austrian law relishes is justified : the use of new Austrian law, has been successful in soft rock and difficult conditions of the construction of various types of underground works.Built on loose sand gravel stratum of Beijing Subway allowed back of the tunnel is a typical example. The tunnel is located in the main street-256, 358m long, the largest excavation section 9m high, 14.5m wide coverage stratigraphic top of the tunnel only minimum thickness 9.0m. Tunnel boring machine of excavation, strengthen the grid arch shotcrete initial support and advance small catheter care, Without prejudice to ground transportation, underground pipelines to ensure the safety of construction success.In the works is the experience, knowledge of the Chinese engineers, the use of new Austrian law principles can be used in the Mountain Tunnel Mine Act to expand the scope of application of the soft rock, even in the fourth strata of municipal shallow tunnel to replace the traditional method of digging or shield. In China, such a method called "shallow mining method."Following allowed back lane tunnel, gravel in the same folder of alluvial gravel layer is shallow mining method used to build the span of 21.67m in the Xidan MTR stations.Changan Avenue in the construction of the new Beijing metro line projects, shallow mining method has been selected as the main method of construction. For example, the Tiananmen Square in Beijing Metro West Point, 226m long, for two double-pole structure.Guangzhou Metro East is shallow mining method used in the construction. Experience shows that from the ground environmental protection, surface subsidence of the dug system。
(完整版)有关隧道方面外文文献与翻译
A convection-conduction model for analysis of the freeze-thawconditions in the surrounding rock wall of atunnel in permafrost regionsHE Chunxiong（何春雄），（State Key Laboratory of Frozen Soil Engineering, Lanzhou Institute of Glaciology andGeocryology,Chinese Academy of Sciences, Lanzhou 730000, China; Department of Applied Mathematics,South China University of Technology, Guangzhou 510640, China）WU Ziwang（吴紫汪）and ZHU Linnan（朱林楠）（State key Laboratory of Frozen Soil Engineering, Lanzhou Institute of Glaciology andGeocryologyChinese Academy of Sciences, Lanzhou 730000, China）Received February 8, 1999AbstractBased on the analyses of fundamental meteorological and hydrogeological conditions at the site of a tunnel in the cold regions, a combined convection-conduction model for air flow in the tunnel and temperature field in the surrounding has been constructed. Using the model, the air temperature distribution in the Xiluoqi No. 2 Tunnel has been simulated numerically. The simulated results are in agreement with the data observed. Then, based on the in situ conditions of sir temperature, atmospheric pressure, wind force, hydrogeology and engineering geology, the air-temperature relationship between the temperature on the surface of the tunnel wall and the air temperature at the entry and exit of the tunnel has been obtained, and the freeze-thaw conditions at the Dabanshan Tunnel which is now under construction is predicted.Keywords: tunnel in cold regions, convective heat exchange and conduction, freeze-thaw.A number of highway and railway tunnels have been constructed in the permafrost regions and their neighboring areas in China. Since the hydrological and thermalconditions changed after a tunnel was excavated，the surrounding wall rock materials often froze, the frost heaving caused damage to the liner layers and seeping water froze into ice diamonds，which seriously interfered with the communication and transportation. Similar problems of the freezing damage in the tunnels also appeared in other countries like Russia, Norway and Japan .Hence it is urgent to predict the freeze-thaw conditions in the surrounding rock materials and provide a basis for the design，construction and maintenance of new tunnels in cold regions.Many tunnels，constructed in cold regions or their neighbouring area，s pass through the part beneath the permafrost base .After a tunnel is excavat，edthe original thermodynamical conditions in the surroundings are and thaw destroyed and replaced mainly by the air connections without the heat radiation, the conditions determined principally by the temperature and velocity of air flow in the tunnel ，the coefficients of convective heat transfer on the tunnel wall，and the geothermal heat. In order to analyze and predict the freeze and thaw conditions of the surrounding wall rock of a tunnel，presuming the axial variations of air flow temperature and the coefficients of convective heat transfer, Lunardini discussed the freeze and thaw conditions by the approximate formulae obtained by Sham-sundar in study of freezing outside a circular tube with axial variations of coolant temperature .We simulated the temperature conditions on the surface of a tunnel wall varying similarly to the periodic changes of the outside air temperature .In fact，the temperatures of the air and the surrounding wall rock material affect each other so we cannot find the temperature variations of the air flow in advance; furthermore，it is difficult to quantify the coefficient of convective heat exchange at the surface of the tunnel wall .Therefore it is not practicable to define the temperature on the surface of the tunnel wall according to the outside air temperature .In this paper, we combine the air flow convective heat ex-change and heat conduction in the surrounding rock material into one mode，l and simulate the freeze-thaw conditions of the surrounding rock material based on the in situ conditions of air temperature，atmospheric pressure，wind force at the entry and exit of the tunnel，and the conditions of hydrogeology and engineering geology. MathematicalmodelIn order to construct an appropriate model, we need the in situ fundamental conditions as a ba-sis .Here we use the conditions at the scene of the Dabanshan Tunnel. The Dabanshan Tunnel is lo-toted on the highway from Xining to Zhangye, south of the Datong River, at an elevation of 3754.78-3 801.23 m, with a length of 1 530 m and an alignment from southwest to northeast. The tunnel runs from the southwest to the northeast.Since the mon thly-average air temperature is ben eath O'}C for eight mon ths at the tunnel site each year and the construction would last for several years，the surrounding rock materials would become cooler during the construction .We conclude that, after excavation, the pattern of air flow would depend mainly on the dominant wind speed at the entry and exit，and the effects of the temperature difference between the inside and outside of the tunnel would be very small .Since the dominant wind direction is northeast at the tunnel site in winter, the air flow in the tunnel would go from the exit to the entry. Even though the dominant wind trend is southeastly in summer, considering the pressure difference, the temperature difference and the topography of the entry and exi，tthe air flow in the tunnel would also be from the exit toentry .Additionally，since the wind speed at the tunnel site is low，we could consider that the air flow would be principally laminar.Based on the reasons mentione，dwe simplify the tunnel to a round tube，and consider that theair flow and temperature are symmetrical about the axis of the tunnel，Ignoring the influence of the air temperature on the speed of air flow, we obtain the following equation:ra (/ v a v 亠X + 7 ★亦…at/ TI ^ u -z — + (/ — +d t % where t, x, r are the time, axial and radial coord in ates; U, V are axial and radial wind speeds; T is temperature; p is the effective pressure(that,isair pressure divided by air den sity); v is the kin ematic viscosity of air; a is the thermal con ductivity of air; L is the len gth of the tunn el; R is the equivale nt radius of the tunnel secti on; D is the len gth of time after the tunnel con structi on ;S f (t), S u (t) are frozen and thawed parts in the surrounding rock materials respectively; f , u and C f ,C u are thermal conductivities and volumetric thermalcapacities in frozen and thawed parts respectively; X= (x , r) , (t) is phase change front; Lh is heat late nt of freez ing water; and To is critical freez ing temperature of rock ( here we assume To= -0.1C).2 used for sol ving the modelEquation( 1)shows flow. We first solve those concerning temperatureat that thetemperature of the surrounding rock does not affect the speed of air equationsconcerning the speed of air flow, and then solve those equations every time elapse. 2. 1 Procedure used for sol ving the continu ity and mome ntum equati onsSince the first three equati ons in(1) are not in depe ndent we derive the sec ondequati on by xand the third equation by r. After preliminary calculation we obtain the followingelliptic equation concerning the effective pressure p:「艺p ,丄空仃肚、J 裂 工 r 3r\ dr) ~ t 卄升 1 0 < x < A 3U av\ 2V Z nJ" Q ・ (2)» 0 < r < R .0 < x < L, O < r < fi j <? V rr 3V 丽4 □齐 <7*3? tl/亦("狂丿 + 7 a?J-产' 0 < t < 77, 0 < x < fj’Oc r < /? j 3 / R T\ 1 3 f ^r\ a?=芥2右八7芥(s 苏n 0 < t < D , 0 < jr < £ T O < 尸吃 K* -iff 入己art d s at 亠张［仏c= r u ( (ar r 3 TA-九昇）1 小弓訂⑺丹，0 < f < Z> f ( i r > € S f { t ):0 < l <. ( x ( r ) 6 S u (< )； f * « r o t 0 t Di = “屠 O W Y 6+) I乔*左石r(R-)»Then we solve equatio ns in(1) using the follow ing procedures:(i ) Assume the values for U0 V0;(ii ) substituting U0 , V0 into eq. (2), and solving (2), we obtain p0;(iii) solving the first and second equations of(1), we obtain U0, V1;(iv) solving the first and third equations of(1), we obtain U2, V2;(v) calculating the momentum-average of U1, v1 and U2, v2, we obtain the new U0, V0;the n return to (ii);(vi) iterating as above until the disparity of those solutions in two consecutive iterations is sufficiently small or is satisfied, we then take those values of p0 U0 andV0 as the in itial values for the n ext elapse and solve those equati ons concerning the temperature..2 .2 En tire method used for sol ving the en ergy equati onsAs mentioned previously, the temperature field of the surrounding rock and the air flow affect each other. Thus the surface of the tunnel wall is both the boun dary of the temperature field in the surrounding rock and the boundary of the temperature field in air flow .Therefore , it is difficult to separately identify the temperature on the tunnel wall surface , and we cannot independently solve those equations concerning the temperature of air flow and those equations concerning the temperature of the surrounding rock .In order to cope with this problem, we simultaneously solve the two groups of equati ons based on the fact that at the tunnel wall surface both temperatures are equal .We should bear in mind the phase cha nge while sol ving those equati ons concerning the temperature of the surro unding rock a nd the convection while solvi ng those equations concerning the temperature of the air flow, and we only need to smooth those relative parameters at the tunnel wall surface .The solvi ng methods forthe equati ons with the phase cha nge are the same as in refere nee [3].2.3 Determ in ati on of thermal parameters and in itial and boun dary con diti ons2.3.1 Determination of the thermal parameters. Using p= 1013.25-0.1088 H , wecalculateP air pressure p at elevati on H and calculate the air den sity using formula , where T is the yearly-average absolute air temperature and G is the humidity constant of air. Letting C P be the thermal capacity with fixed pressure, the thermal con ductivity , and the dyn amic viscosity of air flow, we calculate the thermal con ductivity and of the surro unding rock are determ ined from the tunnel site.2 .3.2 Determ in ati on of the in itial and boun dary con diti ons .Choose the observed mon thly average wind speed at the entry and exit as boun dary con diti ons of wind speed and choose the relative effective pressure p=0 at the exit ( that,isthe entry of 2 [5]the dominant wind trend) and p (1 kL/ d) v /2 on the section of entry ( thatis , the exit of the dominant wind trend ), where k is the coefficie nt of resista neealong the tunnel wall, d = 2R , and v is the axial average speed. We approximate T varying by the sine law accord ing to the data observed at the sce ne and provide a suitable boundary value based on the position of the permafrost base and thegeothermal gradie nt of the thaw rock materials ben eath the permafrost base.3 A simulated exampleUsing the model and the solving method mentioned above , we simulate thevarying law of the air temperature in the tunnel along with the temperature at the entry and exit of the Xiluoqi No.2 Tunnel .We observe that the simulated results are close to the data observed[6].The Xiluoqi No .2 Tunnel is located on the Nongling railway in northeastern Chinaand passes through the part ben eath the permafrost base .It has a len gth of 1kinematic viscosity using the formulas aC p and —.The thermal parameters160 m running from the northwest to the southeast, with the entry of the tunnel in the no rthwest, and the elevati on is about 700 m. The dominant wind direct ion in the tunnel is from no rthwest to southeast, with a maximum mon thly-average speed of 3 m/s and a minimum monthly-average speed of 1 .7 m/s . Based on the data observed we approximate the varying sine law of air temperature at the entry and exit with yearly averages of -5°C, -64C and amplitudes of 189C and 176C respectively. The equivalent diameter is 5 .8m, and the resista nt coefficie nt along the tunnel wall is 0.025.Sineethe effect of the thermal parameter of the surrounding rock on the air flow is much smaller than that of wind speed , pressure and temperature at the entry and exit, werefer to the data observed in the Dabanshan Tunnel for the thermal parameters.Figure 1 shows the simulated yearly-average air temperature in side and at theentry and exit of the tunnel compared with the data observed .We observe that the differenee is less than 0 .2、C from the entry to exit.4 Predict ion of the freeze-thaw con diti ons for the Daba nsha n Tunnel4 .1 Thermal parameter and in itial and boun dary con diti onsUsing the elevation of 3 800 m and the yearly-average air temperature of -3 C , we ues: 2, dbaervccl rdijea»Disuse from theemr>/m1；阿严1 龄n o( simulAted and drived air 左血呼存afurr in Xihioqa g 2 Tunnel in 1979, I、SicmilMed vibFigure 2 shows a comparis on of the simulated and observed mon thly-averageair temperature in-side (dista nee greater tha n 100 m from the en try and exit) thetunn el. We observe that the principal law is almost the same, and the main reason forthe differe nee is the errors that came from approximat ing the vary ing si ne law at the entry and exit; especially , the maximum monthly-average air temperature of 1979was not for July but for August.Tic 凹聽阿弊口of sitnuhied and abserv回«ir lera-peraruir inaide the Xihi呦No, 2 Twind in 1979 1 * Simi- hlrdvdu£A； 2, uLMrved vadiii^.calculate the air density p=0 .774 kg/m 3.Sinee steam exists In the air, we choose the thermal capacity with a fixed pressure of air C p 1.8744kJ/(kg.°C), heat conductivity 2.0 10 2W/(m.0C) and6 and the dynamic viscosity 9.218 10 kg /(m.s). After calculation we obtain the5 2 thermal diffusivity a= 1 .3788 10 m / s and the kinematic viscosity ,1.19 10 5m 2 /s .Con sideri ng that the sect ion of automobiles is much smaller tha n that of thetunnel and the auto-mobiles pass through the tunnel at a low speed , we ignore the piston effects, coming from the movement of automobiles, in the diffusion of the air.We con sider the rock as a whole comp onent and choose the dry volumetric cavity d 2400kg / m ‘content of water and unfrozen water W=3% and W=1%, and the thermalcon ductivity u 1.9W/m.°c , f 2.0W /m.o c ,heat capacityAccording to the data observed at the tunnel site the maximum monthly-average wind speed is about 3 .5 m/s , and the minimum monthly-average wind speed is about 2 .5 m/s .We approximate the wind speed at the entry and exit as一 2v(t) [0.028 (t 7) 2.5](m/s), where t is in mon th. The in itial wind speed in the tunnel is set to ber 2 U (0,x,r) U a (1 (R )2),V(0,x,r) 0.The initial and boundary values of temperature T are set to beT(x = .1 ■+ 耐血(洁和-y) T ,T(O t x,/t a ) = - Jt 0) x O.OJ-C , f - r ) x O. D3・ t. /i r F W K wwhere f(x) is the distanee from the vault to the permafrost bas , and R0=25 m is the radius of do-main of solution T. We assume that the geothermal gradient is 3%, the yearly-average air temperature outside tunnel the is A=-3 0C , and the amplitude is B=12 0C .C V 0.8kJ /kg.o c and C f(0.8 4.128w u )1 W (0.8 4.128w u ) 1 WAs for the boundary of R=Ro，we first solve the equations considering R=Ro as the first type of boundary; that is we assume that T=f(x) 3%0C on R=Ro. We find that, after one year, the heat flow trend will have changed in the range of radius between 5 and 25m in the surrounding rock.. Considering that the rock will be cooler hereafter and it will be affected yet by geothermal heat, we appoximately assume that the boundary R=Ro is the second type of boundary; that is，we assume that the gradient value，obtained from the calculation up to the end of the first year after excavation under the first type of boundary value, is the gradient on R=Ro of T.Considering the surrounding rock to be cooler during the period of constructio，n we calculate from January and iterate some elapses of time under the same boundary. Then we let the boundary values vary and solve the equations step by step(it can be proved that the solution will not depend on the choice of initial values after many time elapses ).4 .2 Calculated resultsFigures 3 and 4 show the variations of the monthly-average temperatures on the surface of the tunnel wall along with the variations at the entry and exit .Figs .5 and 6 show the year when permafrost begins to form and the maximum thawed depth after permafrost formed in different surrounding sections.4 .3 Prelimi nary con clusi onBased on the in itial-bo un dary con diti ons and thermal parameters men tioned above, we obtai n the followi ng prelimi nary con clusi ons:1) The yearly-average temperature on the surface wall of the tunnel isapproximately equal to the air temperature at the entry and exit. It is warmer duri ng the cold seas on and cooler duri ng the warm seas on in the internal part (more tha n 100 m from the entry and exit) of the tunnel than at the entry and exit . Fig .1 shows that the internal mon thly-average temperature on the surface of the tunnel wall is1.2°C higher in January, February and December, 1C higher in March and October, and1 .6C lower in June and August, and 2qC lower in July than the air temperature at the entry and exit. In other mon ths the infernal temperature on the surface of the tunnel wall approximately equals the air temperature at the entry and exit.2) Since it is affected by the geothermal heat in the internal surrounding section,>oz □『enf X 2x < 3S £上 £«『M 除 Mirf^ce 垃 tiiiubel *rtk th 盘亚ut 込 ihc h^ntl . 1, JnFig, 6. Tk ； KJiimiflE thwed depih H!!e (T pennatrafit frrfuwd in y*snjDrs^ncr fnwr irwiy m Hf V TT IP 胴列h/iHT 替 砖卩皿巾冲 ftp ihf Bijrhfi* rtf iMwidt^hTumi . J .山甲 Jtli f = l 52h "\l2. 【尸匚gtjnt-nj*11X- £ gy 2即 ncu产«药-工一匚t ^fwrwr df tkr fmnh 】厂肌'**i 芦 P EI 严Mfewr [he- jeu wrieo pemafrffil bepu tc farm LFI i±d-□hsun 氐 fromcniry/n“ H m昭巧 Q j O m V".总町 L h ■ — Z 0 5 G 小二 研 SNuance Mim em^ m nti (JiMancc A 100 a fram cfUi} 血 eiLl) tcviperatmc on rfcr<ufiic<*i 2 . uwHr ur lemperifuft. 5 4 3 2 I o LJ/qlsp ■■u.%l£ily uduylil -餌也IT*especially in the central part, the internal amplitude of the yearly-average temperature on the surface of the tunnel wall decreases and is 1 .(6 lower than that at the entry and exit.3 ) Under the conditions that the surrounding rock is compact , without a great amount of under-ground water, and using a thermal insulating layer(as designed PU with depth of 0.05 m and heat conductivity =0.0216 W/m°C, FBT with depth of0.085 m and heat conductivity =0.0517W/m C), in the third year after tunnel construction, the surrounding rock will begin to form permafrost in the range of 200 m from the entry and exit .In the first and the second year after construction, the surrounding rock will begin to form permafrost in the range of 40 and 100m from the entry and exit respectively .In the central part, more than 200m from the entry and exit, permafrost will begin to form in the eighth year. Near the center of the tunnel, permafrost will appear in the 14-15th years. During the first and second years after permafrost formed, the maximum of annual thawed depth is large (especially in the central part of the surrounding rock section) and thereafter it decreasesevery year. The maximum of annual thawed depth will be stable until the 19-20th years and will remain in s range of 2-3 m.4) If permafrost forms entirely in the surrounding rock, the permafrost will providea water-isolating layer and be favourable for communication andtransportation .However, in the process of construction, we found a lot of underground water in some sections of the surrounding rock .It will permanently exist in those sections, seeping out water and resulting in freezing damage to the liner layer. Further work will be reported elsewhere.严寒地区隧道围岩冻融状况分析的导热与对流换热模型何春雄吴紫汪朱林楠（中国科学院寒区旱区环境与工程研究所冻土工程国家重点实验室）（华南理工大学应用数学系）摘要通过对严寒地区隧道现场基本气象条件的分析，建立了隧道内空气与围岩对流换热及固体导热的综合模型;用此模型对大兴安岭西罗奇 2 号隧道的洞内气温分布进行了模拟计算，结果与实测值基本一致;分析预报了正在开凿的祁连山区大坂山隧道开通运营后洞内温度及围岩冻结、融化状况.关键词严寒地区隧道导热与对流换热冻结与融化在我国多年冻土分布及邻近地区，修筑了公路和铁路隧道几十座.由于隧道开通后洞内水热条件的变化;，普遍引起洞内围岩冻结，造成对衬砌层的冻胀破坏以及洞内渗水冻结成冰凌等，严重影响了正常交通.类似隧道冻害问题同样出现在其他国家（苏联、挪威、日本等）的寒冷地区.如何预测分析隧道开挖后围岩的冻结状况，为严寒地区隧道建设的设计、施工及维护提供依据，这是一个亟待解决的重要课题.在多年冻土及其临近地区修筑的隧道，多数除进出口部分外从多年冻土下限以下岩层穿过.隧道贯通后，围岩内原有的稳定热力学条件遭到破坏，代之以阻断热辐射、开放通风对流为特征的新的热力系统.隧道开通运营后，围岩的冻融特性将主要由流经洞内的气流的温度、速度、气—固交界面的换热以及地热梯度所确定.为分析预测隧道开通后围岩的冻融特性，Lu-nardini借用Shamsundar研究圆形制冷管周围土体冻融特性时所得的近似公式，讨论过围岩的冻融特性.我们也曾就壁面温度随气温周期性变化的情况，分析计算了隧道围岩的温度场[3].但实际情况下，围岩与气体的温度场相互作用，隧道内气体温度的变化规律无法预先知道，加之洞壁表面的换热系数在技术上很难测定，从而由气温的变化确定壁面温度的变化难以实现.本文通过气一固祸合的办法，把气体、固体的换热和导热作为整体来处理，从洞口气温、风速和空气湿度、压力及围岩的水热物理参数等基本数据出发，计算出围岩的温度场.1数学模型为确定合适的数学模型，须以现场的基本情况为依据•这里我们以青海祁连山区大坂山公路隧道的基本情况为背景来加以说明.大坂山隧道位于西宁一张业公路大河以南，海拔3754.78~3801.23 m全长1530 m，隧道近西南一东北走向.由于大坂山地区隧道施工现场平均气温为负温的时间每年约长8个月，加之施工时间持续数年，围岩在施土过程中己经预冷，所以隧道开通运营后，洞内气体流动的形态主要由进出口的主导风速所确定，而受洞内围岩地温与洞外气温的温度压差的影响较小；冬季祁连山区盛行西北风，气流将从隧道出曰流向进口端，夏季虽然祁连山区盛行东偏南风，但考虑到洞口两端气压差、温度压差以及进出口地形等因素，洞内气流仍将由出口北端流向进口端•另外，由于现场年平均风速不大，可以认为洞内气体将以层流为主基于以上基本情况，我们将隧道简化成圆筒，并认为气流、温度等关十隧道中心线轴对称，忽略气体温度的变化对其流速的影响，可有如下的方程其中t为时间，x为轴向坐标，r为径向坐标；U, V分别为轴向和径向速度，T 为温度，P为有效压力(即空气压力与空气密度之比少，V为空气运动粘性系数，a为空气的导温系数，L为隧道长度，R为隧道的当量半径，D为时间长度S f(t),(1)S u(t)分别为围岩的冻、融区域• f, u分别为冻、融状态下的热传导系数，C f,C u分别为冻、融状态下的体积热容量，X=(x,r) , (t)为冻、融相变界面,To为岩石冻结临界温度(这里具体计算时取To=-0.10°C), L h为水的相变潜热2求解过程由方程(1)知，围岩的温度的高低不影响气体的流动速度，所以我们可先解出速度，再解温度•2.1连续性方程和动量方程的求解由于方程((1)的前3个方程不是相互独立的，通过将动量方程分别对x和r求导，经整理化简，我们得到关于压力P的如下椭圆型方程：3U BV 3(J dV\ 2严升dr dxi r20<i<Z f>0<r<J R.于是，对方程(1)中的连续性方程和动量方程的求解，我们按如下步骤进行⑴设定速度U0,V0;(2) 将U 0,V0代入方程并求解，得P0(3) 联立方程(1)的第一个和第二个方程，解得一组解U1,V1;(4) 联立方程((1)的第一个和第三个方程，解得一组解U2,V2;(5) 对((3) ,(4)得到的速度进行动量平均，得新的U 0,V0返回⑵;(6)按上述方法进行迭代，直到前后两次的速度值之差足够小•以P0,U0,V0作为本时段的解,下一时段求解时以此作为迭代初值•2. 2能量方程的整体解法如前所述，围岩与空气的温度场相互作用，壁面既是气体温度场的边界，又是固体温度场的边界，壁面的温度值难以确定，我们无法分别独立地求解隧道内的气体温度场和围岩温度场•为克服这一困难，我们利用在洞壁表面上，固体温度等于气体温度这一事实，把隧道内气体的温度和围岩内固体的温度放在一起求解，这样壁面温度将作为末知量被解出来•只是需要注意两点：解流体温度场时不考虑相变和解固体温度时没有对流项；在洞壁表面上方程系数的光滑化•另外，带相变的温度场的算法与文献［3］相同.2. 3热参数及初边值的确定热参数的确定方法：用p=1013.25-0.1088H计算出海拔高度为H的隧道现场的大气P压强，再由P计算出现场空气密度，其中T为现场大气的年平均绝对温GT度，G为空气的气体常数•记定压比热为C p,导热系数为，空气的动力粘性系数为•按a 和一计算空气的导温系数和运动粘性系数.围岩的热物理C p参数则由现场采样测定.初边值的确定方法：洞曰风速取为现场观测的各月平均风速.取卞导风进曰的相对有效气压为0，主导风出口的气压则取为p (1 kL/d) V2/2［5］，这里k为隧道内的沿程阻力系数，L为隧道长度，d为隧道端面的当量直径，为进口端面轴向平均速度.进出口气温年变化规律由现场观测资料，用正弦曲线拟合，围岩内计算区域的边界按现场多年冻土下限和地热梯度确定出适当的温度值或温度梯度.3计算实例按以上所述的模型及计算方法，我们对大兴安岭西罗奇2号隧道内气温随洞曰外气温变化的规律进行了模拟计算验证，所得结果与实测值⑹相比较,基本规律一致.西罗奇2号隧道是位十东北嫩林线的一座非多年冻土单线铁路隧道，全长1160 m，隧道近西北一东南向，高洞口位于西北向，冬季隧道主导风向为西北风.洞口海拔高度约为700 m ,月平均最高风速约为3m/s,最低风速约为1.7m/s.根据现场观测资料，我们将进出口气温拟合为年平均分别为-50C和-6.40C，年变化振幅分别为18.90C和17.60C的正弦曲线.隧道的当量直径为5.8 m,沿程阻力系数取为0.025.由于围岩的热物理参数对计 算洞内气温的影响远比洞口的风速、压力及气温的影响小得多，我们这里参考使用了大坂山隧道的 资料.图1给出了洞口及洞内年平均气温的计算值与观测值比较的情况，从进口到 出口，两值之差都小于0.20C .图2给出了洞内（距进出口 100m 以上）月平均气温的计算值与观测值比较的 情况，可以看出温度变化的基本规律完全一致， 造成两值之差的主要原因是洞口 气温年变化规律之正弦曲线的拟合误差，特别是 1979年隧道现场月平均最高气 温不是在7月份，而是在8月份.4对大坂山隧道洞内壁温及围岩冻结状况的分析预测4. 1热参数及初边值按大坂山隧道的高度值 3 800 m 和年平均气温-30C ，我们算得空气密度0.774kg/m 3 ；由于大气中含有水汽，我们将空气的定压比热取为[7]C p 1.8744kJ/m s 导热系数 2.0 102W/m °C ，空气的动力粘性系数取为9.218 10 6 kg/m s ,经计算，得出空气的导温系数a 1.3788 10 5m 2 /s 和运 动粘性系数1.19 10 5m 2/s .考虑到车体迎风面与隧道端面相比较小、车辆在隧道内行驶速度较慢等因素，我们这里忽略了车辆运行时所形成的活塞效应对气体扩散性能的影响. 岩体的导热系数皆按完好致密岩石的情况处理，取岩石的干容重3d 2400kg/m 时，含水量和末冻水含量分别为W=3%和 W=1 %，s-- cs 釜09 Irum mt? entry/mFig. I. Cpnpajriion of s^nwlated «nd cbwrwd air ten-p*r- 也uiz in Xilwoqi Nu ・ 2 Tumcl in l 切0+ I . Einmhkad val- UPi 2T cjbMrral values .Fig. 2 B The 普咖抨占阿■ of tiitiLkled And rdbtprved «r twr- perifurr inAide llw Xiluoqi No. 2 Tunnd in 11974 1. Simb-laJfed Talu«{ 2, oEwmxd raJufa . Y-5fT MglloJ 签EMJfl nu盘Su1.9W/m.o c , f2.CW/m.o c 岩石的比热取为 C V 0.8kJ/kg.°C ,「 (0.8 4.128W u ) d , C u d . 1 W另外，据有关资料，大坂山地区月平均最大风速约为3.5 m/s ,月平均最小 大风速约为2.5m/s 我们将洞口风速拟合为V(t) [0.028 (t 7)22.5](m/s)，这 里t 为月份.洞内风速初值为：U(0,x,r) U a (1(―)2), V (0, x, r) 0.这里取 RU a 3.0m/s .而将温度的初边值取为r( E r > = 丁(—旷)三 A + 甘至"-号)弋・/XO” 工* ff Q > m (Z<^) 一 «o> x 0-03%： ” r x y 一 尸〉>：o .0-3» 尺 c 尸 w 尺叮 lx - H, 旷w这里记f (x)为多年冻土下限到隧道拱顶的距离，Ro = 25m 为求解区域的半径.地 热梯度取为3%,洞外天然年平均气温 A=-3 0C ，年气温变化振幅B=120C .对于边界R = Ro ,我们先按第一类边值(到多年冻土下限的距离乘以3 %)计 算，发现一年后，在半径为 5m 到25m 范围内围岩的热流方向己经发生转向.考 虑到此后围岩会继续冷却，但在边界 R=R 0上又受地热梯度的作用，我们近似地 将边界R= Ro 作为第二类边界处理，即把由定边值计算一年后R=R 。
铁路安全原则和指导 English
UNITED NATIONSEEconomic and Social CouncilDistr.GENERA LInformal document No. 312 April 2002ENGLIS H ONLYECONOMIC COMMISSION FOR EUROPEINLAND TRANSPORT COMMITTEEAd hoc Meeting of the Multidisciplinary Group of Experts on Safety in Tunnels (rail) (First session, 27-28 June 2002, agenda item 4 )RAILWAY SAFETY PRINCIPLES AND GUIDANCENote by the secretariatThe attached excerpt reproduces the UK Health and Safety Executiv e’s guidance on safetyissues in railway tunnels. The attached document is reproduced from the HSE Railway Safety Principles and Guidance, Part 2, Section A, Guidance on the infrastructure.* * *Railway safety principles and guidancePart 2, Section AGuidance on the infrastructure5. TUNNELS49. This chapter provides guidance on underground and subsurface railway tunnels. It should also be taken into consideration for longer tunnels on other railways.50. Factors to consider about tunnels:(a) The configuration of the tunnel will be dependent on the type of rolling stock to be used, the means of evacuation to be employed and on whether the tunnel is an extension of an existing railway.(b) In the case of an extension to an existing railway, the means of evacuation should not change in principle between the existing and the new parts, but may require enhancing.(c) In deciding on the appropriate form of tunnel construction and the emergency evacuation facilities to be provided, consideration should be given to:(i) keeping the train running to the next station or clear of the tunnel to enableevacuation to take place;(ii) the distance and running time through the tunnel or between stations; and(iii) the method of evacuation from the train.Note l: Twin single-track tunnels equipped with modern signalling systems may have advantages for railway safety compared with double-track tunnels in that the risks of collisions resulting from a train derailment between trains travelling in opposite directions are minimized. Where twin single-track tunnels are provided, they will normally aid emergency ventilation arrangements with the non-incident tunnel providing a safe refuge.Note 2: The normal arrangements for a subsurface (underground) railway and for long tunnels, over 1.5 km in length, should be twin single-track tunnels. Twin tunnels created by the internal division of a larger tunnel will be acceptable. Special arrangements may be required for single-line sections of railway or where there are cross-overs between twin running tunnels.(d) The stability of tunnels should not be endangered by any reasonably foreseeable fire. Materials used in their construction should be chosen to:(i) resist the spread of flame;(ii) reduce the rate of heat release; and(iii) reduce the products of combustion.Note 1: An assessment of the risk of fire, and the measures that may be taken to minimize the risk, should be made at an early stage.Note 2: The methods proposed for controlling the products of combustion and the measures to be employed for evacuation and emergency fire fighting should be discussed with the Inspectorate and the appropriate Fire Authority.(e) Derailment containment measures should be provided in all tunnels. Where a side walkway is provided to allow passenger evacuation, the walkway may be designed to provide derailment containment on that side.(f) All tunnel equipment including cable routes should be positioned to minimize damage from any derailed train.(g) No projections which might cause serious damage to a train should be extended into the swept envelope (see paragraph 69) of a derailed train.(h) In double- or multi-tracked tunnels, measures should be taken to prevent a derailed train obstructing the passage of a train on an adjacent line.(i) The location of signalling sections should take account of the location and spacing of any access points and cross-passages to ensure that passengers can be safely evacuated.Access points51. Factors to consider about access points:(a) Emergency access points to a tunnel should be provided at distances determined by the ability of the fire brigade to penetrate effectively into the fire zone. The emergency access points may be tunnel portals, stations or intermediate shafts with stairways.Note: Current practice indicates that distances between access points should be in the order of 1 km where there are twin-bore tunnels with adequate intermediate cross-passages. In other circumstances this distance may need to be reduced.(b) Stairways in intermediate shaft should be separated from the running tunnels by fire-resisting smoke stop doors in such a way as to form a lobby between the tunnels and the foot of the stairway. The lobby should be ventilated to keep it free of smoke and designed in accordance with BS 5588 (Part 5) Code of practice for fire-fighting stairs and lifts.(c) Where the depth of an intermediate shaft is greater than 9 m, a fire-fighting lift-should be provided in addition to stairs.(d) Passengers may be evacuated through emergency access shafts. Where this is proposed, additional provisions may be necessary to separate conflicting movements of passengers and emergency services.(e) Emergency access provided at the tunnel portals and other access points should include adequate:(i) access from the highway for vehicles and pedestrians; and(ii) hard standing for emergency vehicles.(f) Signs should be provided at regular intervals indicating the direction and distance to the nearest access point.Cross-passages52. Factors to consider about cross-passages(a) Cross-passages between single-track running tunnels or to a service tunnel should be provided on the basis of safety assessments. They should be provided at a spacing determined on the basis of train length, the method of evacuation and the needs of the emergency services.(b) If cross-passages are provided between the running tunnels, consideration should be given to:(i) the passage of smoke and heat;(ii) the opening and closing of doors if provided; and(iii) risk to people from trains in any parallel tunnel, including any aerodynamic effects.(c) Signs should be provided at regular intervals indicating the direction and distance to the nearest cross-passage.Track surface and side walkways53. Factors to consider about track surface and side walkways:(a) Where the design of the trains using the tunnel permits evacuation throughout the length of the train and from the end the train to the tunnel floor, the track slab should provide an adequate anti-slip surface and be free from obstruction. Except for the rails, any unavoidable obstructions should be suitably bridged with an anti-slip material with ramped approaches. Special arrangements may be necessary if points or crossings lie on the evacuation route.(b) Where the train construction does not permit longitudinal evacuation throughout the length of the train, a side walkway to permit evacuation through the normal passenger side doors of the train should be provided. The side walkway should take into account the floor height and stepping distance from all types of train using the tunnel.(c)The side walkway should be free of obstruction, at least 850 mm wide with 2000 mm headroom above the centreline of the walkway and have an even, anti-slip surface. Any change in level should be achieved by ramps with a gradient not steeper than 1 in 12.(d) A means of guiding people along the side walkway, such as a continuous handrail against the tunnel wall,should be provided between access points.(e) Suitable signs should be provided to indicate the direction and distance to the adjacent emergency access points or cross-passageways.(f) Suitable steps should be provided between the track and side walkway for use by the emergency services.(g) There should be an access space at approximately rail level on the side opposite to the side walkway, or on both sides if no side walkway is provided. The access should be free of obstruction, at least 450 mm wide at foot level, 800 mm wide at shoulder level and 2000 mm high and have an adequate anti-slip surface.Note: This access space enables people to pass between the tunnel wall and a stationary train and provides emergency services with access past a train and access beneath a train.Figure I: Tunnel side walkway and access spaceElectric traction power supplies54. The following guidance anticipates that all underground railways will use electric traction. An overhead electric traction supply system is preferred for new railways.55. Factors to consider about electric traction power supplies:(a) New railways which are extensions of existing systems, or closely interwork with such systems, may install electric traction supply systems compatible with the existing ones.(b) If conductor rails are used, they should be of a type with as large a proportion of the periphery of the rail as is practicable insulated or shielded to prevent accidental touch by people and their tools.(c) Means should be provided throughout the tunnels and on underground station platforms for the disconnection of traction current. In the case of overhead systems, this may be on request to the control room by radio or tunnel telephone system. In the case of conductor rail systems,adequate means of instantaneous discharge of current should be provided. The same system of discharging the current should be used throughout.Fire-fighting facilities56. Factors to consider about fire-fighting facilities:(a) A fire-fighting main should be installed with hydrant points at least at each end of cross-passages and the lobbies of intermediate shafts where provided, and at such additional locations and intervals as may be determined in consultation with the local Fire Authority.(b) The fire-fighting main should provide an adequate flow and be charged and on operation provide a pressure at the hydrant outlets of 4.5 bars ± 0.5 bar. A system of leak prevention and early warning in case of leaks should be provided as appropriate.(c) Adequate and reliable means of draining any reasonably foreseeable leakage of water should be provided. The drainage capacity should also take into account the amount of water likely to be used in fire fighting.Ventilation57. A ventilation system capable of providing an acceptable environment in normal operation and controlling the movement of smoke in any emergency should be provided.58. When more than one train is permitted to be in the tunnel, due regard should be given to engulfment of any other trains by smoke and to evacuation procedures.Lighting59. Factors to consider about lighting:(a) Running tunnels, cross-passages and access shafts should be permanently equipped with adequate lighting. The lighting need not normally be illuminated but should be capable of being switched on remotely from adjacent stations, the railway control room, manually from within the tunnel, and automatically on the interruption of the electric traction supply.(b) The electrical supply to the lighting should be arranged to prevent total loss through disruption of power supplies, electrical faults or damage. The lighting should provide adequate illumination for passenger evacuation. In the event of a total power failure, it should be possible to sustain emergency lighting at not less than 5 Lux for at least the time required for evacuation and not less than 3 hours.(c) The position of any cross-passage, access shaft and tunnel telephone should be indicated by permanently illuminated marker lights connected to the emergency lighting system and be provided with unique identification.Communications60. A radio communication network should be provided incorporating the following features:(a) discrete radio between train drivers and the railway train movement control;(b) discrete radio between the railway train movement control and the public address to passengers on a train;(c) an 'open' radio between the railway train movement control and all trains simultaneously, including public address to passengers in them; and(d) provision for each of the emergency services and railway personnel to use their own portable radios within their own command structure. This facility should be functional throughout the running tunnels, and within any access shafts and cross-passages.61.Telephones connected directly to the railway control should be provided at appropriate intervals and in suitable locations including at any cross-passages and access points._________。
外文翻译
铁路长隧道的安全性摘要自从高速的客货共运交通和超长的新型隧道设计或者是能灵敏地改进铁路隧道固有安全性的待评价的理念想结合，规划和设计对于安全问题有一个明确参考的铁路隧道正变得十分重要。
虽然意外事件发生的概率可能仍然被认为是相当低，但在长隧道这种事件产生的后果是灾难性的，因此挺高整体风险水平是必须的。
本文的内容是说明铁路长隧道风险分析的实际状况。
首先，简要介绍一下隧道工程。
之后对适用的风险分析程序进行说明和讨论。
风险评估问题作为量化目标安全水平的一种方式将被提出。
为降低风险的安全系统也是论述。
q2000由elsevier science 有限公司出版，其保留所有权利。
关键词：铁路隧道；风险的可接受性；安全系统；客运铁路正在迅速走向一个现代服务的交通运输业。
高速铁路（高铁）系统已经在许多国家运用，如日本，英国，法国，意大利，德国。
一个有关整个欧洲的高速铁路网的长远发展正在计划中。
为了达到设计速度300公里/小时，相当一部分路线是在长度大于10公里的隧道里，有些情况下甚至达到了50公里。
表1列述了全球的中长隧道在这个欧洲的背景下，欧盟委员会也针对高铁项目的安全问题进行统一。
然而，无论是CEC的指南还是现有铁路规范都无法直接解决定量评价铁路系统安全水平这个问题。
这主要是由铁路系统，于铁路运输被铁路运营商和公众认为是一种安全的交通工具的事实。
对于安全的这种方法可能适用于传统的铁路系统，多年来它们的表现也已经证明。
然而，在创新和特殊的情况下，这不足以保证铁路的安全性。
因此现有的铁路都必须升级到新的合理标准。
例如，高速运输和高的交通强度结合，旅客和危险物品以及极长隧道的结合可能会导致不可接受的安全等级。
因此，设计师必须选择一个能预防和降低风险的措施的并通过安全分析使所获得的安全等级低于一个预定值的铁路系统。
本文的范围是说明相关的安全隧道设计和相关铁路长隧道方面的风险分析。
第一，大隧道项目会从安全的角度简要回顾。
隧道外文文献
Dialectical thinking in engineering managementYang Shanlin1，2，Huang Zhibin1，Ren Xueping1（1．Hefei University of Technology，Hefei230009，China；2．Key Laboratory of the Ministry of Education on Process Optimization＆Intelligent Decision Making，Hefei230009，China）Abstract：Modern engineering management activities have all become more complex，being far beyond the economic and technological areas，due to their growing grand scales，increasingly complex structures and integrated systems．There-fore，we need focus our attention on engineering management activities by resorting to dialectical thinking and take full account of them based on the height of the new era．This paper described and analyzed engineering management activi-ties from the following5aspects：the cyclic promotion between engineering management theory and engineering manage-ment practice，the in-depth integration of engineering management concepts with engineering management methods，the coordinated harmonization of engineering management system with engineering management details，the mutual promo-tion between engineering management standardization and engineering management innovation，the common enhance-ment between engineering management team and engineering management system．Key words：engineering；engineering management；dialectical thinking1IntroductionEngineering is an organized purposeful group ac-tivity，in which human beings’materialized labor aims at improving their lives according to the natural laws［1］．Engineering management is to make deci-sions，plan，organize，direct，coordinate and control in engineering．Scientific engineering management can help to strike a balance between human resources，ma-terial resources and financial resources，coordinate each department and division in an engineering organi-zation，detail each member’s engineering duties and benefits so that the objective can be better achieved．Engineering management is an integration of natural attributes and social attributes．The natural attributes refer to the productivity attributes in engineering man-agement，which means to harmonize the relationship between human and nature through engineering man-agement．The social attributes refer to the relationship of production attributes in engineering management，which means to handle well the relationship of the members in engineering management［2］．One of the most distinctive features of modern en-gineering is based on high and new technology with in-novation as motive power，which breaks the bounds of traditional agricultural and industrial engineering，and integrates certain kinds of resources，new technology and innovation，making engineering technology-intensive and knowledge-intensive．Faced with the in-creasingly systematic and complex reform concerning knowledge and technology，proper and scientific engi-neering management will extend the technology effect sharply in engineering practice，and integrate multi-valued objectives of engineering from the viewpoint of overall strategy．Modern engineering management in-volves more fields than economic and technical ones，and has become a complicated and comprehensive ac-tivity．Based on the height of the era，we must pay close attention to the issue of engineering management in a higher dimension，and consider the problems in modern engineering management in a dialectical way．So that in the process of circulated improvement of the engineering management theories and the engineering management practice，we can clarify and enhance the deep fusion of the engineering management ideas and the engineering management techniques，the harmoni-zation and unification of the engineering management systems and the engineering details，the mutual im-provement of the engineering management norm and in-novation，the enhancement of the engineering manage-ment teams and the engineering management institu-tion．Only in this way can we harmonize the engineer-ing management with the nature，the economy and the society．2Circular development of engineering management theory and practiceThe engineering field is a humanized world．Hu-Received23April2012mans are the subject of engineering management theo-ries with the artificial activity facilities being the ma-nagement object，the planning，organizing，and con-trolling of the artificial activity facilities being the man-agement carriers，the improvement of the effect，pro-ductivity and benefit of the artificial facilities being the objective，in order to form a new kind of management theory．The engineering management theories originate from the engineering management practice，which takes the objective facts as foundation and applies the theories to the engineering planning，designing，invest-ment，construction and application in engineering．In the process of the subject acting on the object，the po-tential productivity of theories is converted into the ac-tual productivity，achieving the goals of being materialized and humanized．Modern engineering management follows the dia-lectical way from practice to knowledge，making grea-ter and greater improvements．The engineering man-agement theories and practice take effect on each other in the two-way interactive reconstruction to guarantee the common development and the cycled development of theories and practice．Both of them will achieve a higher-level integration in the new history background，at which point lays the essence of the process theory of materialistic dialectics．Therefore，it is necessary to bring up a dialectical integration，which is abstracted and analyzed from the specific engineering management experience to the level of philosophical thinking，and to refine something general and regular［3］．Firstly，the engineering management practice is the actual foundation of the engineering management theories generated and summarized in the actual prac-tice．Undoubtedly，the engineering management theo-ries would not exist without the engineering manage-ment practice．In order to survive，ancient human be-ings had to do necessary engineering practice such as cutting down trees as dwelling，digging holes as resi-dence，paring wood as sticks and using gourd stones as tools．In their surviving practice，the engineering ac-tivities were integrated with production and survival．Those activities had some inherent management ele-ments，but obviously clear theories haven’t yet formed．With the accumulation of productivity and the advancement of living skills，their lives were enriched，and the living standard was raised．Spiritual life began to exert influence along with material comforts．Some large-scaled ancient engineering projects arose，gaining some features of complexity．Being different from the ancient surviving engineering projects，these projects called for engineering management theories．In the his-tory of management，as a sort of social activity，it is the actual need after the birth of factories，facing some interior and exterior problems which called for settle-ment by experts．The early industrialists started to realize the importance and necessity of management．Many scholars began to regard management as an inde-pendent research field，even as an independent branch to study and cultivate．Mr．Taylor，the founder of the management science，proposed that management prac-tice precedes its theory．He put much emphasis on sci-entific research，experiments and insisted on improve-ment and reform according to the reality．Taylor advo-cated the work quota principle，the standardization principle，and differential piece rate work and so on，which were all the products of management practice．He once said，as I know the people related with scien-tific management are ready to discard all these methods and theories at any time to support better methods and theories ever existing．Therefore，it is the historic en-lightenment and also the commitment of every resear-cher to constantly devote to practice，rectify the exist-ing theories through practice and establish new theo-ries，instead of sticking to the present theories and the theoretic results we have achieved．Hence，the primary task of the engineering management theories includes：making an integrated thorough and systematic analysis and investigation into the engineering management practice；abstracting the basic concepts and basic theo-ries according to the requirement of the engineering practice；finding out their internal relations；forming logically impeccable engineering management theories．Secondly，it is of methodological significance to form engineering management theories through relevant practice．In the process of forming the theories the practical factors inherently have the instructive signifi-cance to future engineering management practice．In the view of dialectical materialism epistemology，cor-rect knowledge as the guide of practice will become un-reasonable practice without the guidance of theories．Or the correct guidance of theories will smooth the practice to achieve the expected effect．The incorrect guidance of theories will lead to an even devastating effect on practice，and make practice fail．Theories are the opposites of practice which refer to not only the op-posites between idiogenetic theories and practice，but also the ideal theories and practice．Human beings are realistic existence；however，they constantly require more than the reality．People are longing for making the reality more ideal．Theories are beyond practice for their ideal blueprint of the world and ideal proposal re-quirements，which will promote the self-transcendence of practice．The reason why theories can opposite prac-tice and promote the self-transcendence of practice liesin3attributes of the theories．a．Theories are of growth compatibility，which means theories are the results in the understanding history，so that they can be used to reflect practice by the theoretical thinking based on knowledge of history and achievements．b．Theories have the contemporary inclusiveness，which means the-ories can be used to critically introspect and regularize practice based on their grasp of contemporary univer-sality，essentiality and regularity．c．Theories are of systematic concepts，which means theories belong to a conceptual logic system so that they can be used to comprehensively view practice and instruct practice to achieve self-transcendence in the mutual regulation and mutual comprehension of conceptions［4］．The differ-ence between any human beings’practice activities，including the present engineering practice，and ani-mal’s instinct activities lies in the fact that the former calculates future actions and possible results by theo-retical mode before taking actions．The complexity and high technology attribute of modern engineering prac-tice has more choices at high risk．Sometimes a simple error will lead to devastating results．These features de-termine that the guidance，forecast and improvement of scientific engineering ma nagement theories become more and more important in the future engineering management practice．Nowadays when we review some projects in the last century，we still feel puzzled．Some projects failed to achieve the expected comprehensive benefit and led to some ecological and social problems due to the lack of the guidance of theories and compre-hensive evaluation of the construction in the early deci-sion and demonstration stage．Thus，whether the theo-ries are correct or impeccable before construction has been destined［5］．Thirdly，engineering management theories and practice keep spirally developing and cycling，promo-ting each other through their constant test and summary．Human beings’knowledge of essence and law are confined by various conditions．The reasons why it is not speedy，and needs constantly practicing，acknowledging，re-practicing，and re-acknowledging with relatively correct knowledge are as follows．a．In construction，as the subject，the manager’s knowledge of the object being transformed is limited by the devel-opment and the degree presented by the object itself．Any object in construction as a system has the feature of being multidimension and multilevel．It is a dynamic process in which the multiple aspects and levels inter-act to provoke changes and development．Thus，it is a dynamic process to which essence and laws are ex-posed，and human beings need to spend some time grasping the essence and laws．If the object is not ex-posed to the full extent，we could be deceived easily by the false appearance，which may lead to wrong or one-sided views on the essence．b．In construction，as the subject，manager’s knowledge of the object is restrict-ed by historical and technological conditions．Engi-neering constructions at any time are based upon cer-tain productivity and social consciousness．Human be-ings’capacity for knowing and transforming objects is restricted by the time．It is difficult to grasp essence through the appearance directly and form relatively comprehensive knowledge toward the world．At the same time，human beings’cognition and transforma-tion to objects are influenced by some factors including politics，culture and ideological factors，which will cause the process to be less objective．c．In construc-tion，the manager is the subject whose knowledge of the object is limited by the manager’s own factors，which include personal practice，level of knowledge，cognitive ability，practice ability，personal attitude，view，methods and physiological qualities．Human beings’knowledge toward the world will not progress unless we break those limitations in engineering man-agement practice．Only in this way can engineer man-agement theories be constantly promoted．Based on the above discussion，instead of the close relationship between engineering management theories and practice，it is an endless loop of practice and knowledge．This kind of infiniteness is not a sim-ple circulation but a process of spiral development．Meanwhile，it should be pointed out that，in this spiral development，human beings consider and remake na-ture and build artificial nature in engineering practice．Undoubtedly，the subject’s value factors are included in knowledge，which means that in engineering prac-tice the subject’s intention，plan and scheme from the antecessors are presented．Therefore，the project is marked by the subject’s value before practice，which reflects the unit of truth and value．The essential meaning actually is that the unity of the subject and the object is realized in the spiral development of engineer-ing management theories and practice．In short，every new progress in engineering prac-tice will inspire human beings’reflection on engineer-ing management，refresh thoughts，and promote new engineering management theories，and thus，provoke human beings to apply the new theories in engineering management practice．Finally，the spiral development of engineering management practice and knowledge is realized．Nowadays，China is carrying out the greatest engineering practice，which has broad range of fields and deep level of engineering．Many important engi-neering projects are under progress．Along with therapid development of engineering practice，engineering management theories originated in practice are faced with new challenges and breaktroughs．Based on the development of modern engineering practice，engineer-ing managers are supposed to keep carrying out new theory summarization and innovation，to provide guidance toward engineering management practice，in order to enhance the efficiency and value of engineer-ing management practice，and make great achieve-ments in the spiral development of engineering manage-ment theories and practice．3Deep fusions of engineering management philosophy and techniquesAs the basic guidance，engineering management philosophy has an impact on the whole process of engi-neering management in both concrete regularity and law．It influences each level of management by re-viewing and determining the regularity，modes and effect of engineering management．Engineering man-agement modes and methods are more relatively obvi-ous than the philosophy，which constitute the internal engineering management philosophy and are further presented by management techniques and management tools．In a metaphysical sense，the relationship be-tween engineering management philosophy，engineer-ing management mode，methods，and techniques is the same as that between purposes and methods．Engineering management takes effect on a certain object by purposeful and calculated activities，so that human beings can use and enjoy the utilitarianism of the object．The essential meaning of the occurrence and the development of a project lies in the scientific engineering management philosophy and modes of thinking．In the background of the ecological crisis，economic and social reform nowadays，engineering management philosophy should be transformed from economic value pursuit to multiple-value pursuit which is more humanized．Then the goal of engineering ma-nagement is the harmony between man and nature，man and society，and between human beings．Firstly，engineering management philosophy must achieve the sustainable development between human beings and society．Since the modern era，engineering has been considered to be objectification of human beings’subjective essential powers which makes hu-man beings take pleasures from completing the con-struction of engineering projects．At the same time，profitability is considered the only objective of engi-neering constructions．And digital briefness and beauty is over-emphasized．The nece-ssary natural ecological environment in economic activities is merely taken into consi-deration，and the possible ecological effect of en-gineering activities is underestimated．What’s more，sometimes the possible ecological cost is intentionally ignored in the partial and local interests．Thus some dangerous potential ecological crises and natural risks are caused in the engineering practice．New engineer-ing management philosophy should be the satisfaction of both regularity and purposes．It is the harmonization between man and nature［6］．Secondly，engineering management philosophy should benefit from the engi-neering construction．Engineering management is a kind of economic organization behavior，apart from some special engineering constructions for the public welfare．One of the natures of engineering management is to gain profits．The economic purpose should not be ignored，and it should gain profits，for profits are the precondition and the basis of an economic organization，and also the basic motivation of activities of an econo-mic organization．Certain profits can contribute to ful-fill the economic and social functions in the future．If engineering management fails to gain profits corre-sponding to the investments，the project itself would lose motivation and fail to move on．Its social function would also stop taking effect，which may cause the fai-lure of the public welfare closely related to the social function．Thirdly，engineering management philosophy should maintain the harmonious function and develop-ment of social organism．No engineering construction is isolated，and there exists complex social relations．It is the requirement of the engineering construction’s exist-ence and development to respect and balance these benefits and relations．It is also the internal moral re-quirement and moral obligation to take engineering constructions as economic organizations．An engineer-ing management organization with moral obligation has to take public interests and emotion into consideration in its decision and implementation．Social influence and reflection must be taken into consideration．Neces-sary moral obligations are taken so that possible interest conflicts will be prevented in the beginning［7］．Engineering management philosophy contains not only the purpose principle pursued by management ac-tivities，but also the management modes，methods and technique principles which contribute to fulfill ma-nagement philosophy．That is to say，the relationship between modes，methods and techniques we adopt to achieve our goals is supposed to be deep fusion and spiral development．In history，certain management philosophy is composed by corresponding management modes，methods，techniques and specific management tools．And management modes，methods and tech-niques improve new management philosophy accordingto the requirement of the corresponding practice．In this cycled spiral development，human beings’material and spiritual demands are satisfied and the management level is enhanced．In the late1800s some industrialists and engineers established the scientific management theory to meet the demand of management practice on the basis of sci-entific management factors in the European manage-ment experience．During that period the humanized hy-pothesis of management philosophy was homo econom-ics．The harmony between mankind and machines was the objective as mankind was attached to machines and the activities of man were measured by machines．Management precision and command unity were pur-sued in the organization of human resources，financial resources and material resources and in the allocation of techniques．Discipline，stability and reliability of production organizations were highlighted in manage-ment．As a result，the most typical management mode and method at that time were about time and motion studies and one of them is the carrot-and-stick way of rewarding and grueling represented by the Gantt chart．Undoubtedly，scientific management started a new age in which industrial production grew steadily and the management developed．However，although scientific management could define the material by its extraordi-nary power of technical control，it lacked the power to grasp the world，especially the spiritual world and real-ize the value pursuit of human beings beyond the mate-rial production．The management philosophy was mainly embodied in the balance between man and ma-terial to lower the cost and gain the maximum profits．Therefore，the crisis that could not be overlooked was buried deeply in the theories．The behavioral scientific management theory is di-alectical negation toward the scientific management theory．It sets up the humanized hypothesis of being homo sociology．During the period managers gained the knowledge of workers’social and mental demands apart from their economic and material demands through management technology practice such as the Hawthorne Experiment．At the same time the theory practitioner realized that there existed informal organi-zations in the formal organizations，which depended on each other and had great influence on the productivity．Based on the knowledge，the management modes and methods adopted by the practitioner of behavioral sci-entific management theory began to develop toward hu-manity．Human beings’mental conditions are beyond material and come into focus and it was emphasized that management methods should include：a．people should be more concerned about than production；b．the ossification of management organizations should be weakened in order to meet human beings’demands better；c．wages and productivity should be less empha-sized，while interpersonal relationship and motivation should be highlighted；d．more attention should be paid to the emotional non-logicality rather than the pro-ductive logicality［8］．However，in the management hu-man beings were still valued and developed as they were an important means to increase profits and pro-ductivity which was the purpose of management．Therefore，the tendency of materialization was still overwhelming．The development of things is unity of opposites．When the strict management modes and methods of sci-entific management ignore the human nature，then the process of re-humanization begins．The behavioral sci-entific management theory drew management modes and methods back to pay attention to interpersonal rela-tionship in the same empirical way．Human-based management has gradually come into being by the con-stant exploration by numerous scholars and res-earchers．It has discarded the management philosophy that humans are means and brought human beings back to their nature．Humans are made of flesh and blood with emotional，thoughtful and minded biologic artifact and social existence．They are not simply working ma-chines or profit-gaining tools．We can declare that human-based management has broken through the limi-tation of time and space，and the restriction of manage-ment pursuit which was concerned about reality all the time．It is endowed with a philosophical implication which is the basic direction beyond life and death for human beings．Thereby the management methods have changed profoundly and a tendency of gradient evolu-tion has appeared．The drawer-like management which highlights the unity of responsibility，authority and benefit de veloped into the perfect-management which in mental aspect encourages members to overcome their disadvantages before work．Then it developed into the mode of one minute management which practices goals，compliment and punishment within a minute to provoke human beings’creativity．In the first place the cooper-ation and harmony between individuals and teams were highlighted．And then it developed into the harmonious management which emphasizes on self-managed mem-bers．And then it developed into the elastic manage-ment which highlights tolerance and understanding to-ward members and improving the flexibility of manage-ment．The pipeline-management which regarded man as the appendages of machines developed into the auto-mated management to liberate human physical power．Then it developed into the intelligent information ma-nagement which highlights user-friendly operation．The changes of these management modes and methods de-monstrate that the basic idea of modern management has developed from the stage which regards human as a means to the new stage which regards human as an objective．The development of modern science and technology，especially the development of information science and technology，has provided engineering man-agement with powerful management techniques and tools such as Primavera，Project，product lifecycle management（PLM），enterprise resource planning （ERP）and so on．Engineering management tech-niques and tools have the purport of open evolution．This purport and intention make engineering manage-ment techniques and tools the internal dimensions load-ed with engineering methods．At any time they are pro-foundly fused in these engineering management tech-niques and tools．At the same time management philos-ophy，modes and methods are putting forward new de-mands to promote the development of engineering man-agement techniques and tools．Engineering manage-ment techniques and tools reflect the process of human beings’self-creation and self-presentation in essence．Engineering management techniques and tools fulfill functions in practice and at the same time influence human beings’ways of thinking profoundly and further human beings’spirit and philosophy．Therefore the appearance of any new engineering management tech-niques and tools will help to improve engineering man-agement philosophy，modes and methods．To conclude，in the view of engineering manage-ment history，engineering management philosophy，modes，methods and technical principles are internally under the guidance of philosophy and purpose princi-ple．They are tested，regularized and restricted by phi-losophy and purpose principle．That is to say，engi-neering management activities fulfill their management function and effect through management modes，meth-ods and techniques，which must meet the internal de-mands of engineering management philosophy and value．In practice，management modes，methods and techniques with certain engineering management phi-losophy can help to discard the dross and assimilate the fine essence，to eliminate the false and retain the true．It can also activate human beings’inner demands and expectation at a higher level，which will later be trans-formed into new philosophy and pursuit．The transfor-mation between practice and know-ledge keeps cycling in an endless loop．Each cycle of practice and knowl-edge advances onto a relatively higher level［9］．And so is the development path of engineering management philosophy and engineering management modes，engi-neering management methods and engineering manage-ment techniques．4Coordination and unity of the engineering management system and detailsThe engineering management system refers to the functioning unity of each element and each link com-bined in a certain way at some time and space of engi-neering management．Accordingly，management details refer to each element and each link of which the man-agement system consists．In the view of space，the re-lationship between the engineering management system and engineering management details is the relationship between the whole and parts．In the view of time，it is the relationship between the process and links．Both of them depend on each other．In other words，the whole and the process would not exist without parts and links．At the same time，parts and links would be meaningless without the whole and the process．Engi-neering management as a whole and a process is a dy-namic integration of element and link in engineering management．When parts and links are formed into the whole and the process in a well-organized and opti-mized way，the function of the whole and the process can dominate the sum of parts and links．When parts and links are formed into the whole and the process in an unordered and non-optimized way，the intrinsic functions of each part and link can not be fulfilled and the power is weakened，even cancelled out．At this time the function of the whole and the process is subor-dinate to the sum of parts and links．Besides，if certain part or link in the engineering management is in bad conditions，it will appear as the bottleneck in the engi-neering management system，restricting the deve-lopment of management，becoming the obstacle in the engineering management system，and weakening the unitary function of engineering management．In a word，the functioning conditions and the combination of each part and link in engineering management deter-mine the smoothness of the process and the excellence of the functions．More specifically，the most notable feature of the engineering management system is the integrity and dominance．It formulates the positions and relationship between the subjective and the objective in engineering construction and the basic definitions of obligations and rights．It also formulates its own specific system work-ing procedures and the corresponding certain manage-ment means and methods．The composition of the engi-neering management system highlights the clarification of basic principles and the establishment of basic me-。
地铁隧道施工外文文献翻译
地铁隧道施工外文文献翻译(文档含中英文对照即英文原文和中文翻译)原文：Urban Underground Railroad arch tunnel Construction Technology GroupAbstract Project in Guangzhou Metro Line, right-arch construction method of tunnels to explore. Subway Construction in Guangzhou for the first time put forward a double-arch tunnel to single-hole tunnel construction technology, and a single type of wall and split in the wall structure, comparison and selection of Technology solutions were obtained to meet the structural safety, construction safety and Economic benefits of better Technology solutions for the future design and construction of similar projects to provide reference and reference.Keywords: double-arch tunnel group; a single type of wall; construction Technology; split in the wall.As the circuit design requirements subway tunnel, the tunnel structure produces a variety of forms, ranging from cross-section from double-arch and the three-arch tunnel composed of double-arch tunnel section is commonly used in the connection lines andcrossing lines. In this paper, engineering examples, according to tunnel in which geological conditions, duration requirements, raised through the comparison and selection can achieve rapid construction and the purpose of construction cost savings of the best construction programs.1 Project OverviewGuangzhou Metro Line Road station turn-back line of sports for sports Road station after the return line, structure complex, DK3 016.047 ~ 037.157 varying cross-section set the double-arch structure, three-arch structure of tunnels. Ranging from cross-arch tunnel excavation span 20.1m, excavation height of 10.076m, cross-vector ratio of 1:0.5, after lining a hole span 5.2m, large holes, after lining span 11.4m, the wall thickness of 1.6 m. Three double-arch tunnel excavation span 19.9m, excavation height of 7.885m, cross-vector ratio of 1:0.1. -Arch tunnel section of rock from top to bottom are: artificial fill soil, red - alluvial sand, alluvial - alluvial soil, river and lake facies soil, plastic-like residual soil, hard plastic - a hard-like residual soil, all weathered rock, strong weathering rock, the weathered layer and the breeze layer. Tunnel through the rock strata are more homogeneous, the intensity high, carrying ability, good stability. Thickness of the tunnel vault covering 15.5 ~ 18m, of which grade ⅣWai rock vault thickness 5.6 ~ 7.6m. Double-arch tunnel segment groundwater table is 2.28 ~ 4.1m, mainly Quaternary pore water and fissure water.Section 2 dual-arch construction scheme comparisonAs the double-arch tunnel segment structure more complex, the tunnel cross-section changes in large, complicated construction process, construction was very difficult, the construction cycle is long, so I chose a good quality and efficient completion of the construction program segment arch tunnel construction is particularly important. Selection of a construction program, the main consideration the following aspects: (1) construction safety and structural safety; (2) construction difficulties; (3) the construction cycle; (4) cost-effectiveness. Based on these four principles, through the construction of research and demonstration program to select the following two programs to compare the selection of the construction.2.1 a single type of wall construction planThe program's main construction steps and measures are as follows:(1) The right line of double-arch tunnel hole within the return line side of temporary construction access, dual-arch and the three-arch in the wall construction, is completed in a timely support for the wall, the construction to prevent bias.(2) construction of the wall lining is completed, according to "first small then big, closed into a ring" principle, the right line with the step method of construction, with CRD engineering method returned a four-lane span tunnel construction.(3) When the return line side of the construction to the three-arch tunnel in the wall, then in accordance with the right line of the wall construction method and the three-arch-arch in the wall construction, during which the right line to stop excavation until the completion of construction of the wall.(4) The return line side of the wall construction is completed, the right line to continue to move forward the construction.The construction method for the domestic double-arch tunnel of conventional construction method, Guangzhou Metro, Nanjing and Beijing Metro subway both applications, and can secure successful completion of the construction of tunnels. However, examples of past engineering and construction Technology research can be found, the program has weaknesses and shortcomings.(1) The program used in this project, in a short span of 21.11m of double-arch tunnel, the tunnel's opening between the supporting and secondary lining will be converted four times, the conversion too frequently.(2) wall and side holes covered by waterproof layer of tunnel lining construction, steel engineering, formwork, concrete pouring required multiple conversions, the construction period up to 2 months.(3) The lining is completed, the wall of anti-bias materials, equipment, support and input, resulting in higher construction costs, Economic efficiency will drop.2.2 The split in the wall construction planThe program's main construction steps and measures are as follows:(1) ranging from cross-double-arch tunnel into two single-hole, change the formula for the separation wall, the first line of one-way right-forward construction of the tunnel.(2) three arch tunnel in the wall to make the first non-Shi lining, according to single-line working condition through.(3) the right line of large-section double-arch tunnel wall construction method adopted in accordance with CRD.(4) The return line is in accordance with the right line of the opposite side of the construction sequence of construction.Adoption of this program is in fact a one-way in accordance with the construction of two methods, compared with the previous one, after the program has the following advantages:(1) reduction of the construction process to speed up the convergence process conversion.(2) reduce the construction difficulty, shortening the construction cycle.(3) reduce the construction costs and improve Economic efficiency.(4) change a single type of wall to separate the wall, completely solved the structure of double-arch tunnel waterproofing defects.(5) The three-arch tunnel in the latter pArt of the construction hole, equivalent to large-span rock tunnels reserved for the core is conducive to both sides of the double-arch tunnel construction safety (Table 1).Section 3 three-arch construction planRight-line direct access to three double-arch tunnel, the Support parameters to the original designs for grating erection of the whole ring, according to design the whole ring of shotcrete, and enhance the bolt at the wall vault settings (return right side Tong Line Construction method), wall construction in the tunnel when you need to get rid of Office, located at a vertical grill joints strengthened beam.Strict control of excavation footage of each cycle, grid spacing of 0.6m / Pin. Weak in the wall excavation using millisecond blasting program (conditional maximize the use of static blasting programs), minimize the wall rock and the lining of the tunnel has beendisturbed, to ensure construction safety. The completion of excavation in the wall immediately after the secondary lining. After the completion of construction of the wall in wall voids of the backfilling, plus jack supports. The side of the construction is completed, carry out the other side of the wall construction. When both sides of the wall construction is complete, in a timely manner on both sides of a single-hole tunnel secondary lining, and then proceed to three-arch tunnel excavation and lining of the middle of rock. Construction, special attention should be three arch tunnel in the wall at the settlement and convergence deformation, such as the unusual phenomenon, an immediate reinforcement.4 construction of the force structure of Behavior AnalysisAcross the range of the double-arched wall canceled, changed to separate the wall, in the domestic urban underground railway engineering has not yet been a similar engineering design and construction experience, there is no such tunnel structure design, and therefore the structure is safe, as well as the course of construction conversion process of construction is safe, the program will be the focus of the study.Application of ANSYS finite element software for common procedures ranging from cross-arch tunnel numerical simulation, using stratigraphic - structural model of the structure of the tunnel by the force and deformation analysis (Figure 1, Figure 2, Figure 3). The scope of the horizontal direction taken by force along the direction of the tunnel cross-section to cross-hole 3 times the limit, taking the top of the vertical direction to the surface, the bottom-hole span to 3 times the limit, unit model uses the DP formation of elastic-plastic material entity, the tunnel Lining with elastic beam element simulation, beam elements and solid elements used to connect coupling equation. Through the analysis of data in Table 2 we can see that during the construction of large tunnels in a greater impact on small tunnel, if a small section of the tunnel with the necessary strengthening of measures and control the removal of temporary support to the longitudinal spacing, the program is useful and feasible to The.5 Construction of key technologies and corresponding measuresArch tunnel construction segment is required on a strict construction organization and strong technical assurance measures carried out under the good job in organizing theconstruction of steps to prepare the construction of a variety of technical preventive measures are key to success.5.1 pairs of pull anchor and strengthen the boltAbolition of a single type of wall, the excavation is complete in the wall thickness of 0.8m, pull anchor and strengthen the right bolt set is very necessary. Φ22 steel bolt used on the pull bolt drug volume, pitch, 0.6m × 0.5m, the length of the wall thickness according to the 0.8 ~ 2.0m. Strengthen the bolt in the wall located at the invert and side walls at both sides, using 3.0m of Φ25 hollow grouting anchor, spacing 0.6m × 0.8m.5.2 in the body wall, grouting rock block foldersIn the wall of rock thinnest Department to 0.15m, after repeated blasting excavation process, the impact of the rock wall around the loose, their bearing capacity affected. Therefore, we must separate the wall in the vault, wall, invert Department for loose rock for grouting. Φ42 embedded steel, cement slurry to take - water glass pairs of liquid slurry, the parameter of 1:1 cement and 30 ~ 45Be sodium silicate solution, grouting pressure of 0.2 ~ 1.0MPa. In both excavation grouting in the wall were carried out, after the completion of the final excavation carried out in saturated sandwich wall grouting.5.3 millisecond blasting technology microseismsTunnel excavation construction method used in all drilling and blasting. Because the lot is located in downtown Guangzhou, the ground-intensive buildings, and the Tunnel "0" spacing excavation, blasting must be set aside in accordance with glossy layer of smooth microseismic millisecond blasting program construction blasting vibration control will be allowed within the . For the double-arch tunnel in which strata of Ⅲ, Ⅳgrade rock blasting to take measures as follows:(1) The blasting equipment, using low-speed emulsion explosive shock.(2) strict control of footage per cycle (0.6 ~ 0.8m), around the borehole spacing of 0.4m, reduce the loading dose to control the smooth blasting effect (Figure 4).(3) The use of multiple detonators per blast detonation, using non-electric millisecond detonator initiation network asymmetric micro-vibration technology.(4), excavation and construction of the wall at the second to take first reserve 1m smooth layer, Cutting away from the eyes arranged in the side of the wall on the second floor reserved for smooth blasting around the eyes more than surface layout of the empty eyes, a small charge. Put an end to ultra-digging, digging, when partially due to artificial air pick excavation.Through the above effective measures, in the wall during the construction of the second blast, right in the thick wall of 0.15m basic did not cause damage to the smooth passage of the double-arch tunnel "0" from the excavation.5.4 Auxiliary scissors to strengthen supportingBy ANSYS simulation analysis, in order to ensure that small section of tunnel construction safety, the need for auxiliary support of small section tunnel reinforcement to resist the impact of blasting and rock produced by the instantaneous release of excavation loads generated by bias.Supporting materials, using I20 steel, welded steel plate embedded in the grille on both ends, using high-strength bolt reinforcement. Support arrangement spacing of 0.6m, which are arranged on a grid for each Pin, arranged to extend the scope to a double-arch on each side of 1.2m, and the completion of the excavation before the big end. The height and angle of support arrangements to ensure the smooth passage of construction machinery and equipment. Through the construction of proof, supporting the setting is necessary and effective, small-section tunnels in additional support after the convergence of scissors just 5mm.5.5 Information ConstructionIn order to ensure structural safety and construction safety, in the tunnel construction process to carry out real-time monitoring measurements to study the supporting structure and the surrounding strata deformation characteristics to predict the corresponding supporting structure deformation and verify that the supporting structure is reasonable, for the information technology provide the basis for the construction. Construction Monitoring and Measurement shows a small section of the tunnel maximum settlement of 14.6mm, maximum settlement of large-section tunnel 17.2mm, structural convergence of amaximum of 7.6mm, maximum ground subsidence of 10mm, three-arched vault in the largest settlement of tunnel excavation 22.8mm.6 Construction SummaryThrough this project example, proved that the use of separate programs to ensure that the wall construction of tunnels section of arch construction safety and structural safety, duration of more than a single type of wall construction program faster 1.0 to 1.5 months. This project for similar future subway construction has achieved successful experiences and Application examples.By summarizing the analysis, the following conclusions:(1) In accordance with the actual geological conditions boldly changed a single type of double-arched wall to separate the construction of walls, similar to conventional ultra-small-distance tunnel construction, eliminating double-arch tunnel Construction of the wall must be of conventional construction method, the final lining of structural forces has little effect on the structure of water is more favorable, and shorten the construction duration. Through the construction of this project in two to realize ultra-small space tunnel "0" spacing Excavation of a major breakthrough in technology.(2) The construction of the key technology is to reduce the damage and disturbance of surrounding rock, as well as the protection of the tunnel structure has been forming. Therefore, in the double-arched wall at the weak control of a weak good millisecond blasting will be the focus of the success of the construction. Smooth layer of smooth blasting using reserved achieved the desired results. If the reserved right to take a static smooth layer of rock blasting will be even better.(3) to strengthen the weak in the wall is also supporting the construction of this important reasons for the success. From the mechanical analysis of view, invert the junction with the side walls are most affected, ensuring adequate capacity to withstand the initial load supporting; second is to strengthen the body in the clip rock column grouting reinforcement of its use of the pull bolt, strengthening bolt and grouting reinforcement, ensuring the stability of surrounding rock. Used in the construction of the pull-bolt if the full use of prestressed reinforcement, the effect may be better.(4) reasonably arrange construction sequence so that all processes in the conversion with minimal impact during the construction of each other.References[1] LIU Xiao-bing. Double-arch tunnel in the form of wall-structured study [J]. Construction Technology 2004-10, 15[2] Wang Junming. Weak rock sections double-arch tunnel Construction Technology [J]. Western Exploration Engineering, 2003-06[3] GB50299-1999 underground railway Engineering Construction and acceptance of norms [S]. Beijing: China Planning Press, 1999城市地下铁道连拱隧道群施工技术研究摘要：利用广州地铁工程实例,对连拱隧道群施工工法进行探讨。
外文文献翻译--铁路隧道的安全
外文文献翻译一铁路隧道的安全1 外文文献原文 (1)2外文文献翻译 (2)1外文文献原文Safety of long railway tunnelsD. Diamantidis"摆,E Zuccarelli b, A. VVestha user *^University of Applied Sciences, Regensburg^ Prufen in ger str. 58y D・93049, Regensburg^GermanybD^Appolonia S.p.A.y Genova^ ItalycBrenner Eisenbahn GmbH, Innsbruck^ AustriaReceived 10 March 1999; accepted 6 September 1999AbstractPlanning and designing railway tunnels with an explicit reference to safety issues is becoming of utmost importance since the combination of high speed, mixed goods-passenger traffic and extreme length of the new tunnels under design or concept evaluation, have sensitively modifled the inherent safety of the railway tunnel. Although the probability of occurrence of accidental events may still be considered rather low, the possible consequences of such events in long tunnels can be catastrophic, therefore raising the overall risk to levels that may be no more acceptable. The scope of this paper is to illustrate the state-of-practice related to risk analysis of long railway tunnels. First, ambitious tunnel projects are briefly reviewed. The applicable risk-analysis procedures are then described and discussed. The problem of risk appraisal is addressed and quantitative target safety levels are proposed. Safety systems for risk reduction are outlined. q2000 Published by Elsevier Science Ltd. All rights reserved.Keywords: Railway tunnels; Risk acceptability; Safety systems; Passenger traffic1.IntroductionThe railway is now moving rapidly toward a modern service transportation industry. High Speed Rail (HSR) systems are already operating in many countries such as Japan, England, France, Italy and Germany. A further development of the whole European HSR network is planned. In order to achieve the design velocity up to 300 km/h, a considerable part of the routes is in tunnels with lengths greater than 10 km and in some cases of the order of 50 km. Table 1 illustrates a list of existing long tunnels worldwide. In this European context, the Commission of the European Communities (CEC) aimed at homogenizing the HSR projects also with respect to the safety issues. However, neither theCEC guidelines nor the existing railway regulations and codes directly address to the problem of quantitatively assessing the safety level for railway systems. This is mostly due to the fact that railway transport is considered by railway operators and perceived by the public as a safe mean of transportation. This approach to safety might be applicable to traditional railway systems, which have proven throughout the years their performance; it is, however, not enough to guarantee the safety of railway systems where innovative and particular conditions are present, or of the existing lines that have to be upgraded to new exercise standards. For example, the combination of high-speed transit, high traffic intensity, combined transport of passengers and dangerous goods and extremely long tunnels, might lead to unacceptable safety levels. Therefore, the designer has to choose a railway system configuration together with the preventive and mitigative measures of accidents that minimize the risk and ultimately should verify bv means of a risk analysis that the obtained safety level is below a predefined target level. The scope of this paper is to illustrate the state-of-practice related to safe tunnel design and associated risk-analysis aspects of long railway tunnels. First, ambitious tunnel projects are briefly reviewed from the safety point of view. The risk-analysis procedures are then described and discussed. The problem of risk appraisal is addressed and quantitative target safety levels are proposed. Finally, safety systems for risk reduction are illustrated.2.Major tunnel projects and the associated riskBasic design aspects in existing or under design and construction tunnels are briefly summarized in this section.Table 1List of existing long tunnels worldwideName Country Length (km) Underground Daischimisu Japan 22.2Simplon II Italv/Switzerland 19.8Appennino Italy 18.6Rokko Japan 16.2Haruna Japan 15.4Gotthard Switzerland 15.0Nakayama Japan 14.8Lolschberg Switzerland 14.5Hokuriku Japan 13.9Prato Tires Italy 13.5Landrucken Germany 10.8 Underwater Seikan Japan 53.9Eurotunnel UK/France 50.0Shin Kanmon Japan 18.7Great Belt Denmark 8.0Severn UK 7.0Mersev UK 4.9Kanmon Japan 3.6 The following tunnels are included:(a)the Channel tunnel between England and France;(b)the Seikan tunnel in Japan;(c)the Gotthard tunnel planned in Switzerland;(d)the Brenner tunnel planned between Italy and Austria;(e)the new Mont Cenis-tunnel planned between Franceand Italy;(f)the tunnel under the Great Belt in Denmark.2.1.The Channel tunnelThe tunnel serves rail traffic and links up the terminals near Folkestone in the south of England and Calais in northern France. The tunnel is some 50 km long and comprises of three parallel tubes, which are located some 25-45 m beneath the sea bed. The trains travel through the twosingle-track running tunnels, each of which has an internal diameter of 7.30 m. Both running tunnels have a continuous escape way in order to enable passengers and train staff to get out of the tunnel quickly in the event of an emergency (see Fig. 1). Two main cross-links connect the two running tunnels so that trains can switch from one tube to the other during maintenance work; these two main cross-links are located in the 37 km long section under the sea bed. Two smaller cross-links are to be found in the vicinity of the tunnel portals. The running tunnels are connected at 250 m intervals by means of 2-00 m diameter pressure-relief tunnels. Through these cross-cuts the pressure that builds up in front of a speeding train can be reduced by diverting the air from one running tunnel into the other. A service tunnel with an internal diameter of 4.50 m is located between the two running tunnels. It is, first and foremost, intended as an escape and access facility in the event of an accident in one of the running tunnels. In addition, this service tunnel provides access to the technical centers, which are distributed along it. The service tunnel and the two running tunnels are connected to each other via a 3.30 in diameter cross-cuts set up at 375 in gaps as escape ways [1].The tunnel is used for the following train services:•the passenger shuttles for cars and buses;•the freight shuttles for lorries as well as;•express and goods trains belonging to the national railway companies.The signaling system incorporating automatic train protection is designed to minimize the risk of any type of collision even during single-line operation when maintenance is being carried out. One of the main criteria for the design of the rolling stock was the requirement that, as far as practicable, in the event of fire, a shuttle is able to continue on its journey out of the tunnel so that fire could be tackled in the open. To achieve this a 30 min fire resistance has been specified for the wagons including the fire doors and shutters in the passenger shuttles. The fire accident that occurred in November 1996 showed that the emergency response procedures required further improvement.c (a)(D(S)° (£) (£)Fig. 2. Investigated tunnel systems: A and B with service tunnel; D without service tunnel.2.2.The Seikan tunnelThe Seikan tunnel was completed in 1988 and constitutesthe longest tunnel worldwide with a total length of 53.9 km.lt is a double-track tunnel with a cross-sectional area of 64 m2. The average traffic is 50 trains per day. The tunnelhas two emergency stations and is thus divided into three sections The middle section is under water with a length of 23 km and has a service tunneL By providing the emergency stations with fire fighting systems, fire can be copedwithin the same manner as conventional tunnel fires. In case of fire, the train must be brought to a stop at the nearest emergency station or must be driven out of the tunneL2.3.The Gotthard Base tunnelThe 57 km long Gotthard Base tunnel is one of the main links for Bahn 2000, the Swiss passenger traffic for the next century, and for the rail corridor of European freight traffic through the Alps [3]. The tunnel route is a part of the Zurich-Lugano line and is intended to carry 150 intercity, passenger and freight trains per day in each direction. Two tracks are needed for these traffic levels and there is a multitude of different tunnel layouts, which can be considered.Possible normal tunnel profiles could consist of:(a)a double-track tunnel with a parallel service tunnel;(b)a pair of single-track tunnel with a service tunnel;(c)three single-track tunnels;(d)a pair of single-track tunnels without a service tunnel^but with frequent interconnections (see Fig. 2).In addition to the traffic tunnels, there is a need for possibly two overtaking stations to allow passenger trains to pass slower freight ones. Natural longitudinal flow in the two tubes will be the basis for the ventilation of the tunnel, which has an overburden of 2000 m or greater, over more than 20 km of itslength.Recently wide-ranging studies have been carried out on the different designs of the Gotthard tunnel. The main parameters that have been thereby investigated are:(a)costs of construction;(b)construction time and method;(c)operational capacity and operability;(d)maintenance;(e)safety for the passengers and the personnel.The performed safety study has shown that the three single-track tunnels and the pair of single-track tunnel with a service tunnel are associated to lower risk and higher operability compared to the double-track tunnel with service tunneL However the associated costs are higher. Based on the evaluation of comprehensive studies the configuration D has been selected, i.e. a pair of single-track tunnels without service tunnel but with interconnections approximatelyevery 325 m. Such interconnections can be used for maintenance purposes and evacuation purposes in case of accidents.2.4.The Brenner tunnelOne of the most striking bottlenecks in passenger and goods transit between Northern Europe andItaly is the north-south connection from Munich via the Brenner Pass to Verona. At present, only one-third of the freight volume can be carried by rail, whilst two-third has to be carried by road over the Brenner Pass. Thus, it is of great importance that the modern railway networks, which either exist or are in the process of being created in the countries of the EuropeanCommunity with their high-speed sections, are welded together via long railway tunnels, which can overcome the Alps as a barrier. If one considers that each year until the turn-of-thecentury, an anticipated trans-goods volume of 150 million tonnes has to be carried over the Brenner Pass 800 m above sea-level, it is thus not surprising that the citizens of the surrounding states have called for the removal of this traffic bottleneck against the background of environmental considerations. The Brenner Base tunnel is urgently required. According to the feasibility study, it consists of a railway tunnel of approximately 55 km length, connecting Innsbruck, Austria and Fortezza, Italy. The rail traffic in the tunnel is similar to that in the Gotthard tunnel and will include approximately 340 trains per day, with 80% of goods trains, of which 10-15% contain dangerous substances. A flnal decision regarding the tunnel configuration has not been taken since the project Is in the feasibility study phase; however, it appears very likely that two single-track tunnels with frequent interconnections as proposed for the Gotthard tunnel would be selected. A safety study has shown that the risk of the tunnel during operation is acceptable if appropriate safety measures are applied [4].Mont Ce'nis tunnel.2.5.The Mont Ce'nis tunnelImproved transport links through the Alps are needed not only because of threatened capacity bottlenecks but also because of the insufficient quality of the existing railway lines through the mountains. The latter, regarded as a technical marvel in the last century, are circuitous with many curves and thus have little chance of competing with the fast Alpine motorways of the present day. In addition to the planned north-south main railway lines through the Alps, the delegates to the World congress for Railway Research in Florence discussed the project for a high-speed east-west rail link taking in Venice, Milan, Turin, Mont Ce'nis, Lyon and Paris. One section of this project is the line between Montme z lian and Turin, catering for mixed passenger and goods traffic, with a base tunnel of 54 km in length beneath Mont d9Ambin.The possible traffic capacities are:•30-40 high-speed trains with a velocity of 220 km/h,•80 goods trains of classical design and combined with a velocity of 100-120 km/h,•50-60 car trains with a velocity of 120-140 km/h.Thus, two single-lane tunnels have been selected as the system configuration (see Fig. 3) with a clearance profile of 43 in2 each [5]. As a result of the topographical conditions and without exceeding a 1.2% gradient for the line, an intermediate point of attack and evacuation point is possible to the north of Modane. Consequently, the project could be executed in the form of two tunnels, each less than 30 km long.2.6.Tunnel under the Great BeltThe tunnel under the Great Belt has a length of ca. 8 km and consists of two single-track tunnels (center distance 25 m) with 30 interconnections every 250 m which serve for evacuation and escape of people in case of an accident [6].2.7.Concluding remarksBased on the aforementioned brief review of existing or planned tunnels, the following conclusions with respect to their design and safety philosophy can be drawn:(a)the design philosophy is somehow different in each of the aforementioned tunnel projects and depends on the national requirements, the tunnel configuration and geometry and the tunnel characteristics (see Table 2);(b)in each case a package of special safety measures is recommended to reduce risk; cost-benefit considerations are usually Implemented to define the optimum package of safety systems;(c)geometries affecting the escape and rescue capabilities vary significantly from case to case (seeTable 2).The basic aspect affecting the tunnel safety is the tunnel configuration. The following tunnel systems are generally considered:(a)one double-track tunnel;(b)one double-track tunnel with service tunnel;(c)two single-track tunnels;(d)two single-track tunnels with service tunnel;(e)three single-track tunnels.Table 2 Comparison of relevant design parameters related to safety in tunnels (TSTT: two single track tunnels; ODTT: one double track tunnel)System Length (km) Distance interconnect, (m) Width of escape-way (m) Traffic itrain/day) Freight trains (%) Velocity Tunnel(km/h)Mont Ce nis TSTT 54 250 > 1.20 160-180 44-50 220Great Belt TSTT 8.0 250 1.20 240 40 10()Eurotunnel TSTT 50 375 1.10 110 45 160Seikan ODTT 53.9 600-1000 0-0.6 40 50 240Gotthard TSTT 57 325 0.75 300 80 200Brenner TSTT 55 250 1.60 340 80 250Fig. 4. Relative risk value for tunnel systems compared to the risk of the double track tunnel.Fig. 4 illustrates the relative risk picture for the aforementioned tunnel systems. The values are based on results from several tunnel risk studies. The final choice of the tunnel system depends not only on safety aspects, but also on other criteria such as costs (construction and maintenance costs), geology and local topography conditions, and operability requirements, etc. In general for tunnels with a length greater than 5 km the configuration of two single-track tunnels is recommended because of the better safety and operability conditions.3.Risk analysis basis3.1.Evaluation of accident statisticsAccident statistics and safety In railway transportation have been discussed in the past and special problems such as the transportation of dangerous materials or fire propagation in tunnels have been analyzed [4,6,7]. The primary causes of accidents can be classified into:•internal causes一mechanical or electrical failures concerning the control guide system as well as the logistic and in service systems;•external causes—arthquakes, floods, avalanches^ etc.;•causes associated to human action― perating faults, errors during maintenance, sabotages,terroristic attacks.Table 3 illustrates the major accidents in railway tunnels during the period 1970-1993. •Based on a critical review of accidental statistics in railway operation, the dominating initiating events and the associated probabilities of occurrence as derived for the Brenner tunnel study are shown in Table 4 for the two basic tunnel configurations, ie one double-track tunnel and two single-track tunnels. The values are based on accident statistics of the Austrian, German and Italian Railways. No relevant accidents have been thereby excluded and approximate correction factors have been considered to account for the safety systems related to the new technology.Table 3 Tunnel accidents in Western Europe with fatalitiesduring the period 1970-1993Date Location Fatalities Initiating event22-7-1971 Simplon (CH)5Derailment16-6-1972 Soissons (F) 108 Hit against an obstacle22-8-1973 S. Sasso (I) 4 Collision23-7-1976 Simplon (CH) 6 Derailment....-4-1980 Sebadell (E) 5 tier21-1-1981 Calabria (I) 5 Hit against an obstacle9-1-1984 El Pais (E) 2 Collision18-4-1984 Spiez (CH) 1 Collision23-12-1984 Bologna (I) 15 Sabotage26-7-1988 Castiglione (I) 1 Fire14-9-1990 Gurtnellen (CH) 1 Derailment31-7-1993 Doniodossola (I) 1 Collision32 Analysis procedureThe analysis of accidents in hazardous scenarios is performed by using event trees. The event tree approach represents a straightforward procedure for describing accidental scenarios and it can include different variables and the notation of time. The probabilities of events in the paths of the event trees are estimated based on the available data, on expert opinion and onengineering Judgement. The complete risk-analysis procedure is shown in Fig. 5. On the basis of the tunnel design and with reference to historical railway accidents, the most important hazardous scenarios are identified. For each selected scenario a probabilisti event tree analysis is performed and the accidental scenario consequences in terms of damages to passengers, Le. facilities are evaluated. The consequence analyses can be based on sophisticated tools that allow to model relevant accidental scenarios in a confined environment. The analysis of the safety measures consists of an evaluation of the actual safety performance of each one of them. Such an evaluation is based, in many cases, on sound engineering Judgement due to the lack of experience with the new safety systems.33. Case studyThe aforementioned procedure has been applied to compute the societal risk in terms of expected fatalities based on the accidental probabilities given in Table 4. The obtained results are illustrated in terms of expected fatalities in Table 5・ A typical application of the results is provided for a 10 km long tunnel in Table 6 for two tunnel systems, i.e. two single-track tunnels and one double-track tunnel. The first system is, as expected, much safer; however, in both cases the obtained societal risk is small. It is noted that the most significant contributor to risk is collision. The acceptability of the risk values is discussedin Section 4.Table 4Input accidental frequencies per one million train kilometers (ODTT: one double track tunnel; TSTT: two single track tunnels)Initiating event TSTT ODTTDerailment0.001Collision0.0002Hit against an obstacle 0.006Fire0.0009 0.001 0.0003 0.006 0.0009Table 5Societal risk, i.e. expected fatalities per 1 million train kilometers (ODTT:one double track tunnel; TSTT: two single track tunnels)Initiating event TSTT ODTT DerailmentCollision 0.025 (46%)0.017 (55%)0.012Hit against an obstacle 0.011 (20%)0.003 (10%)Fire 0.006 (11%)0.006(19%)Total 0.054 (100%)0.031 (100%)4.Risk perception considerations4.1.BackgroundBoth individual risk and societal risk are considered. The acceptable individual risk is a function of the indhdduaPs involvement; different acceptable levels should be defined for activities where the individual voluntarily exposes himself to the hazard with respect to an involuntary participation[8]«For voluntary risk, an upper limit of probability of death per year equal to 1022 has been defined; whereas for the involuntary risk, the following values have been suggested:•P> 10^ 一not acceptable;•10'6< p< ICT1一tolerable;•p < IO"6一acceptable.Table 6Societal risk for the example tunnel (100 trains per day; 10 km long) expressed in expected fatalities per year (ODTT: one double track tunnel; TSTT: two single track tunnels) Initiating event TSTTFor societal risk, the acceptability criteria are based on the definition of an acceptable probabilityrange for events of given consequences. Of course, the severest consequences are associated with the lowest values of the acceptable probability.4.2. Safety standards for other industrial activitiesA brief review of the acceptability risk criteria proposed or adopted by different industrial sectors is provided [9]. Table 7 summarizes the type of approach followed by these industries to define safety targets.42L Road transportRoad accidents have been extensively analyzed and several statistical syntheses have beenpresented. Nevertheless, roadway regulations do no present any quantitative evaluation of the present risk level for the roadway system and do not propose acceptable limits on the occurrence of accidental events.4.2.2. Air transportRisk acceptability criteria have been defined for air transport by some rules and regulations,however, no unique criterion exists yet. At present, one can consider that the acceptable risk level is 1027 accidents with fatalities per hour of flight, corresponding to approximately 2 £ 10210 accidents per kilometer of flight.Table 7 'Risk acceptability criteria for various industrial activitiesQuantitativeRoad transport X XAir transport XChemical XNuclear XOffshore X4.2.3. Chemical industryChemical industries are exposed to hazards that include fires, explosions, toxic releases; riskODTT 0.0039 0.0017 Collision 0.0056Hit agaist an obstacle0.0010 Fire Total0.0103 0.00830.0036 0.0020 0.0020 0.0178analyses in the chemical industry is therefore a strong tradition. Quantitative criteria for the definition of societal acceptable risk levels have been presented [10].4.2.4.Nuclear power plantsSafety is obviously a major concern for nuclear power plants. During design, accidental events with an insignificant probability of occurrence are usually not taken into account. Several studies performed for some plants concluded that the probability of core melt is of the order of 1024-1025 occurrences per year [11].4.2.5.Offshore production platformsSeveral studies have addressed the definition of target safety levels for societal risk for the offshore Industry. In Canada, for example, safety criteria have been defined, based on cost-benefit considerations and comparison to other industrial risks [12], that indicate an annual probability of 1025 for catastrophic consequences, 1023 for severe consequences and 1021 for minor consequences.4.3.Methodological approachThe basic criterion for the definition of a target safet level for a railway system is to assume that the safety inherent in the traditional railways in the past two or three decades is acceptable. The safety target is, therefore derived by analyzing the recent risk history of the railways in terms of the frequency of occurrence of accidents and the extent of their consequences. The procedure generally used to estimate the risk associatedto railway transport is based on the analyses of the frequency of occurrence of given consequences for a given accident; the risk Ri for the ith type of accident is therefore given by:& - RG(1) where pi is the probability of occurrence of the ith type of accident and Ci is the expected consequence of the ith type of accident.Globally, the generic risk Rt is defined as:%=£pg ⑵IThe consequences Ci are generally classified according to three levels of gravity: “medium”, “severe” and “catastrophic”. To each of these classes it has been associated a mean number of victims:•medium consequences: 3 victims;•severe consequences: 30 victims; and•catastrophic consequences: 300 victims.The evaluation of the probability pi can be performed assuming that accidental events occuraccording to a Poisson process; this means thataccidental events are independent [13]. Theprobability of having n accidental events of type/during the time T is given by:P i (n/T} = e-uT (uTy t ln\ (3)where in is the frequency of occurrence of the accidentalevents; whereas the probability of having at least one accidentalevent no in the same time is given by:R (〃O /T )= I -戒 (4)For accidents associated to catastrophic consequencesonly, a few events occurred and therefore statistical data are notsufficient to provide reliable estimates. For these events it istherefore recomniended to use a Bayesian approach.The probability of having at least one accident during the timeTo, having observed n events in a time interval 7\ is given by:p (m ，〃，r )=i-i/[i+7；/Tr +, (5)The aforementioned methodology has been applied ondata of recorded accidents of the Italian, Austrianand German railways. The results are presented in Fig. 6 in a diagram where the consequences, in terms ofexpected victims, are plotted against the annualprobability of having at least one accident that leads to these consequences. Results are considered valid for a first deflnition of an acceptable safety level for Western Europe railway systems and are comparable to the computed values for various tunnel projects.The following can be observed in Fig. 6:10 tolerable and negligibleof riskmatrix:of Fig. 7. Principle classification classification intolerable, undesirable, x.104•events of medium consequences are associated with an annual probability of 10 M (per train-kilometer); •events of severe consequences areassociated with an annual probability of10'10 (per train-kilometer); and•events of catastrophic consequencesRISK CLASSIFICATOI CCR HazardProbeWlVare associated with a probability of 10'11 (per train-kilometer). The curve of Fig. 6, therefore, defines the acceptability conditions for the studiedSuppose, for example, that to a tunnel of approximately 50 km length is associated a daily trafficof 200 trains in both directions, the return periods associated with the accidental events are:■ medium consequences: 100 years;• severe consequences: 1000 years; and• catastrophic consequences: 10 000 years.The return period for “medium consequences” would then result in the same order of magnitudeof the mean life of important infrastructures, such as, for example, a HSR line or a long alpine tunnel.For catastrophic consequences, the return period results are of the same order of magnitude of thataccepted, for example, for offshore production platforms and chemical plants (of the order of 10 000 years) while it results lower than the limit imposed for nuclear plants, which are, however, associated with consequences of significantly higher gravity. As a final remark, it should be noted that the p-C curve proposed in Fig. 6 represents the mean outcome of a probabilistic analysis where several random variables, associated to various uncertainties, have been considered. The acceptability of points falling close to the curve should therefore be critically evaluated also on the basis of cost considerations. Thus, further studies should be aimed at deflning not Just an acceptability curve, but a “desired” region in the p-C diagram which also takes into account cost-benefit considerations.44 Compatibility with rulesNational guidelines regarding the safety of railway tunnels recommend the implementation ofsafety measuresln order to reduce risk. Quantitative risk acceptability criteria are not provided. However, the new EN standards [14] are based on the definition of an acceptable probability range for events of given consequences; to the severest consequences are associated the lowest values of the acceptable probability. For that purpose, the qualitative hazard probability levels suitable for use within railway applications have been defined as:Incredible —xtremely unlikely to occur. It can be assumed that the hazard may not occur;Improbable 一unlikely to occur but possible. It can be assumed the hazard may exceptionally occur; Remote 一likely to occur at sometime in system lifetime. It can be reasonably expectedfor the hazard to occur;Occasional 一likely to occur several times;Probable 一will occur several times. The hazard can be expected to occur often; andFrequent 一likely to occur frequently. The hazard will be continually experienced. Qualitativehazard severity levels have been also defined as follows:Catastrophic 一Fatalities and/or multiple severe injuries;Critical 一Single fatality or severe injury and loss of major system;railway systems, in particular, p-C conditions that fall below the curve are associated to acceptable safety levels.。
地铁隧道施工中英文外文翻译
地铁隧道施工中英文外文翻译(含：英文原文及中文译文)文献出处：Ercelebi S G, Copur H, Ocak I. Surface settlement predictions for Istanbul Metro tunnels excavated by EPB-TBM[J]. Environmental Earth Sciences, 2011, 62(2):357-365.英文原文Surface settlement predictions for Istanbul Metro tunnels excavated byEPB-TBMS. G. Ercelebi • H. Copur • I. OcakAbstractIn this study, short-term surface settlements are predicted for twin tunnels, which are to be excavated in the chainage of 0 ? 850 to 0 ? 900 m between the Esenler and Kirazl ıstati ons of the Istanbul Metro line, which is 4 km in length. The total length of the excavation line is 21.2 km between Esenler and Basaksehir. Tunnels are excavated by employing two earth pressure balance (EPB) tunnel boring machines (TBMs) that have twin tubes of 6.5 m diameter and with 14 m distance from center to center. The TBM in the right tube follows about 100 m behind the other tube. Segmental lining of 1.4 m length is currently employed as the final support. Settlement predictions are performed with finite element method by using Plaxis finite element program. Excavation, ground support and face support steps in FEM analyses are simulated as applied in the field.Predictions are performed for a typical geological zone, which is considered as critical in terms of surface settlement. Geology in the study area is composed of fill, very stiff clay, dense sand, very dense sand and hard clay, respectively, starting from the surface. In addition to finite element modeling, the surface settlements are also predicted by using semi-theoretical (semi-empirical) and analytical methods. The results indicate that the FE model predicts well the short-term surface settlements for a given volume loss value. The results of semi-theoretical and analytical methods are found to be in good agreement with the FE model. The results of predictions are compared and verified by field measurements. It is suggested that grouting of the excavation void should be performed as fast as possible after excavation of a section as a precaution against surface settlements during excavation. Face pressure of the TBMs should be closely monitored and adjusted for different zones.Keywords : Surface settlement prediction, Finite element method, Analytical method , Semi-theoretical method, EPB-TBM tunneling, Istanbul MetroIntroductionIncreasing demand on infrastructures increases attention to shallow soft ground tunneling methods in urbanized areas. Many surface and sub-surface structures make underground construction works very delicate due to the influence of ground deformation, which should bedefinitely limited/controlled to acceptable levels. Independent of the excavation method, the short- and long-term surface and sub-surface ground deformations should be predicted and remedial precautions against any damage to existing structures planned prior to construction. Tunneling cost substantially increases due to damages to structures resulting from surface settlements, which are above tolerable limits (Bilgin et al. 2009).Basic parameters affecting the ground deformations are ground conditions, technical/environmental parameters and tunneling or construction methods (O’Reilly and New 1982; Arioglu 1992; Karakus and Fowell 2003; Tan and Ranjit 2003; Minguez et al. 2005; Ellis 2005; Suwansawat and Einstein 2006). A thorough study of the ground by site investigations should be performed to find out the physical and mechanical properties of the ground and existence of underground water, as well as deformation characteristics, especially the stiffness. Technical parameters include tunnel depth and geometry, tunnel diameter–line –grade, single or double track lines and neighboring structures. The construction method, which should lead to a safe and economic project, is selected based on site characteristics and technical project constraints and should be planned so that the ground movements are limited to an acceptable level. Excavation method, face support pressure, advance (excavation) rate, stiffness of support system, excavation sequence andground treatment/improvement have dramatic effects on the ground deformations occurring due to tunneling operations.The primary reason for ground movements above the tunnel, also known as surface settlements, is convergence of the ground into the tunnel after excavation, which changes the in situ stress state of the ground and results in stress relief. Convergence of the ground is also known as ground loss or volume loss. The volume of the settlement on the surface is usually assumed to be equal to the ground (volume) loss inside the tunnel (O’Reilly and New 1982). Ground loss can be classified as radial loss around the tunnel periphery and axial (face) loss at the excavation face (Attewell et al. 1986; Schmidt 1974). The exact ratio of radial and axial volume losses is not fully demonstrated or generalized in any study. However, it is possible to diminish or minimize the face loss in full-face mechanized excavations by applying a face pressure as a slurry of bentonite– water mixture or foam-processed muck. The ground loss is usually more in granular soils than in cohesive soils for similar construction conditions. The width of the settlement trough on both sides of the tunnel axis is wider in the case of cohesive soils, which means lower maximum settlement for the same amount of ground loss.Time dependency of ground behavior and existence of underground water distinguish short- and long-term settlements (Attewell et al. 1986). Short-term settlements occur during or after a few days (mostly a fewweeks) of excavation, assuming that undrained soil conditions are dominant. Long-term settlements are mostly due to creep, stress redistribution and consolidation of soil after drainageof the underground water and elimination of pore water pressure inside the soil, and it may take a few months to a few years to reach a stabilized level. In dry soil conditions, the long-term settlements may be considered as very limited.There are mainly three settlement prediction approaches for mechanized tunnel excavations: (1) numerical analysis such as finite element method, (2) analytical method and (3) semi-theoretical (semi-empirical) method. Among them, the numerical approaches are the most reliable ones. However, the results of all methods should be used carefully by an experienced field engineer in designing the stage of an excavation project.In this study, all three prediction methods are employed for a critical zone to predict the short-term maximum surface settlements above the twin tunnels of the chainage between 0 ? 850 and 0 ? 900 m between Esenler and Kirazlı stations of Istanbul Metro line, which is 4 km in length. Plaxis finite element modeling program is used for numerical modeling; the method suggested by Loganathan and Poulos (1998) is used for the analytical solution. A few different semi-theoretical models are also used for predictions. The results are compared and validated byfield measurements.Description of the project, site and construction methodThe first construction phase of Istanbul Metro line was started in 1992 and opened to public in 2000. This line is being extended gradually, as well as new lines are being constructed in other locations. One of these metro lines is the twin line between Esenler and Basaksehir, which is 21.2 km. The excavation of this section has been started in May 2006. Currently, around 1,400 m of excavation has already been completed. The region is highly populated including several story buildings, industrial zones and heavy traffic. Alignment and stations of the metro line between Esenler and Basaksehir is presented in Fig.Totally four earth pressure balance (EPB) tunnel boring machines (TBM) are used for excavation of the tunnels. The metro lines in the study area are excavated by a Herrenknecht EPB-TBM in the right tube and a Lovat EPB-TBM in the left tube. Right tube excavation follows around 100 m behind the left tube. Some of the technical features of the machines are summarized in Table.Excavated material is removed by auger (screw conveyor) through the machine to a belt conveyor and than loaded to rail cars for transporting to the portal. Since the excavated ground bears water and includes stability problems, the excavation chamber is pressurized by 300 kPa and conditioned by applying water, foam, bentonite and polymersthrough the injection ports. Chamber pressure is continuously monitored by pressure sensors inside the chamber and auger. Installation of a segment ring with 1.4-m length (inner diameter of 5.7 m and outer diameter of 6.3 m) and 30-cm thickness is realized by a wing-type vacuum erector. The ring is configured as five segments plus a key segment. After installation of the ring, the excavation restarts and the void between the segment outer perimeter and excavated tunnel perimeter is grouted by300 kPa of pressure through the grout cannels in the trailing shield. This method of construction has been proven to minimize the surface settlements.The study area includes the twin tunnels of the chainage between 0 + 850 and 0 + 900 m, between Esenler and Kirazlı stations. Gung oren Formation of the Miosen age is found in the study area. Laboratory and in situ tests are applied to define the geotechnical features of the formations that the tunnels pass through. The name, thickness and some of the geotechnical properties of the layers are summarized in Table 2 (Ayson 2005). Fill layer of 2.5-m thick consists of sand, clay, gravel and some pieces of masonry. The very stiff clay layer of 4 m is grayish green in color, consisting of gravel and sand. The dense sand layer of 5 m is brown at the upper levels and greenish yellow at the lower levels, consisting of clay, silt and mica. Dense sand of 3 m is greenish yellow and consists of mica. The base layer of the tunnel is hard clay, which is dark green,consisting of shell. The underground water table starts at 4.5 m below the surface. The tunnel axis is 14.5 m below the surface, close to the contact between very dense sand and hard clay. This depth isquite uniform in the chainage between 0 + 850 and 0 + 900 m.Surface settlement prediction with finite element modelingPlaxis finite element code for soil and rock analysis is used to predict the surface settlement. First, the right tube is constructed, and then the left tube 100 m behind the right tube is excavated. This is based on the assumption that ground deformations caused by the excavation of the right tube are stabilized before the excavation of the left tube. The finite element mesh is shown in Fig. 2 using 15 stress point triangular elements. The FEM model consists of 1,838 elements and 15,121 nodes. In FE modeling, the Mohr – Coulomb failure criterion is applied.Staged construction is used in the FE model. Excavation of the soil and the construction of the tunnel lining are carried out in different phases. In the first phase, the soil in front of TBM is excavated, and a support pressure of 300 kPa is applied at the tunnel face to prevent failure at the face. In the first phase, TBM is modeled as shell elements. In the second phase, the tunnel lining is constructed using prefabricated concrete ring segments, which are bolted together within the tunnel boring machine. During the erection of the lining, TBM remains stationary. Once a lining ring has been bolted, excavation is resumed until sufficient soilexcavation is carried out for the next lining. The tunnel lining is modeled using volume elements. In the second phase, the lining is activated and TBM shell elements are deactivated.Verification of predictions by field measurements and discussionThe results of measurements performed on the surface monitoring points, by Istanbul Metropolitan Municipality, are presented in Table 4 for the left and right tubes. As seen, the average maximum surface settlements are around 9.6 mm for the right tube and 14.4 mm for the left tube, which excavates 100 m behind the right tube. Themaximum surface settlements measured around 15.2 mm for the right tube and 26.3 mm for the left tube. Higher settlements are expected in the left tube since the previous TBM excavation activities on the right tube overlaps the previous deformation. The effect of the left tube excavation on deformations of the right tube is presented in Fig. 9. As seen, after Lovat TBM in the right tube excavates nearby the surface monitoring point 25, maximum surface settlement reaches at around 9 mm; however, while Herrenknecht TBM in the left tube passes the same point, maximum surface settlement reaches at around 29 mm.ConclusionsIn this study, three surface settlement prediction methods for mechanized twin tunnel excavations betwee n Esenler and Kirazlı stations of Istanbul Metro Line are applied. Tunnels of 6.5-m diameters with 14-mdistance between their centers are excavated by EPM tunnel boring machines. The geologic structure of the area can be classified as soft ground. Settlement predictions are performed by using FE modeling, and semi-theoretical (semi-empirical) and analytical methods. The measured results after tunneling are compared to predicted results. These indicate that the FE model predicts well the short time surface settlements for a given volume loss value. The results of some semi-theoretical and analytical methods are found to be in good agreement with the FE model, whereas some methods overestimate the measured settlements. The FE model predicted the maximum surface settlement as 15.89 mm (1% volume loss) for the right tube, while the measured maximum settlement was 15.20 mm. For the left tube (opened after the right), FE prediction was 24.34 mm, while measured maximum settlement was 26.30 mm.中文译文由EPB-TBM发掘的伊斯坦布尔地铁隧道的地表沉降预测作者：SG Ercelebi ，H Copur ，I Ocak摘要在这项研究中，预测双隧道的短期地表沉降，这些隧道将在0的里程出土。
铁路隧道施工安全管理及风险预警技术的运用
（下转第76页）1引言在科学技术水平快速提升的大背景下，很多先进的施工技术已融入铁路隧道修建过程中，在很大程度上提升了铁路隧道工程的整体质量，减少了施工安全隐患问题。
在铁路隧道施工过程中，为了保证施工人员的安全性，施工企业需要加大铁路隧道施工安全管理力度，引进风险预警技术，有效地监督并管理铁路隧道施工过程，掌握铁路隧道施工的实际情况，根据监测到的各项信息制定相应的安全管理方案，提高铁路隧道工作建设的整体质量。
2铁路隧道工程施工中的安全问题2.1施工准备工作不到位在铁路隧道工程施工中，施工准备工作质量与施工安全性之间的联系十分密切，铁路隧道工程建设具有长期性、复杂性特点，涉及线路、通信和交通等问题。
为了有效地改善这一问题，相关人员在施工准备阶段未做好相应的设计和规划工作，避免因某个环节的误差影响后期施工建设，为施工安全管理工作带来了一定的难度。
同时，在实际施工过程中，各个部门之间的联系不够紧密，相互之间的合作比较欠缺，阻碍了工程项目的顺利实施。
2.2安全风险管理体系不完善在铁路隧道施工过程中，相关部门未根据国家统一标准制定完善的安全风险管理体系，缺少执行规范，实际应用的管理体系中的风险内容、安全风险评价、安全风险源判别方法、风险管理职责与国家标准存在很大的差距。
并且，在实践过程中，施工企业未总结和升级现有的安全风险管理体系，无法针对施工重点建立完善的风险管理体系。
2.3缺少应急预案在铁路隧道工程建设中，相关部门未建立工程施工应急预案，针对一般突发问题会实行相对稳妥的处理方式，而在遇到特殊事故的情况下，这种处理方式的可操作性相对较差[1]。
除此之外，在应急预案不完善的情况下，铁路隧道工程实际建设过程中出现安全问题时，相关部门无法及时地对其进行有效处理，进而带来更多损失。
3铁路隧道施工安全管理及风险预警技术的运用3.1规划风险预警模型在铁路隧道施工中，相关工作人员需要全面掌握工程的安全监测情况，充分利用三层结构方法，建立完善的风险预警铁路隧道施工安全管理及风险预警技术的运用Safety Management of Railway Tunnel Construction and Application ofRisk Early Warning Technology安东阁（中铁二十二局集团轨道工程有限公司，北京100000）AN Dong-ge(Track Engineering Co.Ltd.,China Railway 22nd Bureau Group Co.Ltd.,Beijing 100000,China)【摘要】在铁路运输行业的快速发展中，我国铁路建设规模在不断扩大，在很大程度上推动着铁路工程沿线城市的发展，铁路施工工艺、施工技术标准和安全管理要求与公路施工存在很大差异，如铁路穿越的地形、地貌具有一定的复杂性，施工周期长，在实际施工过程中存在很大安全隐患，在安全管理不到位的情况下，会出现严重的安全事故。
英语论文——隧道病害分析与防治
隧道水害
Tunnel water harms to mean to build to meet with luck camp process in the tunnel of water of interference and endanger, is the most familiar tunnel disease to harm.Main luck camp tunnel water harm.(namely round groundwater and earth's surface water of rock to directly or indirectly get into with the form which seeps into or gushes the tunnel result in of bane)The tunnel seeps into water(water harm) to the tunnel stable, facilities inside the hole, go the car safety, ground building and the tunnel surroundings water environment to produce many badly influence to even threaten, influence internal structure and subsidiary facilities, lower service life, the serious hour will endanger the tunnel and the underground engineering of luck camp safety.Lightly then make air inside the hole damp, the influence healthy body of worker, the machine equipments rust eclipse, insulate equipments expiration, electric circuit short circuit, electric leakage harm person;Heavy then threaten a personnel a safety, blunt ruin a machine equipments inside the hole, result in landslide, drown work noodles, break off a construction, result in important economy loss, endanger environment.
隧道外文翻译
Planning and designing railway tunnels with an explicit reference to safety issues is becoming of utmost importance since the combination of high speed,mix goods-passenger traffic and extreme length of the new tunnels under design or concept evaluation,have sensitively modified the inherent safaty of the railway tunnel. Although the probability of occurrence of accidental events may still be considered rather low,the possible consequences of such events in long tunnels can be catastrophic,therefore raising the overall risk to levels that may be no more acceptable. The scope of this paper is to illutrate the state-of-practice related to risk analysis of long railway tunnels. First,ambitious tunnle projects are briefly reviewed. The applicable risk-analysis procedures are then described and discussed. The problem of risk appraisal is addressed and quantitative target safety levels are proposed. Safety systems for risk reduction sre outlined.q2000 Published by Elsevier Science Ltd.All rights reserved.规划并明确提到安全问题，设计铁路隧道正在成为最重要因为高速的组合，混合货物，旅客运输量和正在设计或概念评估新隧道的最大长度，已敏感地修改了铁路隧道的固有安全性。
高铁隧道利弊英语作文
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文档下载后可定制随意修改，请根据实际需要进行相应的调整和使用，谢谢!并且，本店铺为大家提供各种各样类型的实用资料，如教育随笔、日记赏析、句子摘抄、古诗大全、经典美文、话题作文、工作总结、词语解析、文案摘录、其他资料等等，如想了解不同资料格式和写法，敬请关注!Download tips: This document is carefully compiled by theeditor. I hope that after you download them,they can help yousolve practical problems. The document can be customized andmodified after downloading,please adjust and use it according toactual needs, thank you!In addition, our shop provides you with various types ofpractical materials,such as educational essays, diaryappreciation,sentence excerpts,ancient poems,classic articles,topic composition,work summary,word parsing,copyexcerpts,other materials and so on,want to know different data formats andwriting methods,please pay attention!High-speed rail tunnels have both advantages and disadvantages. On the one hand, they provide a fast and efficient mode of transportation. With high-speed trains, people can travel long distances in a short amount of time, which is convenient for both business and leisure purposes. Additionally, high-speed rail tunnels can help alleviate traffic congestion on highways and reduce the number of accidents on the road.On the other hand, there are also drawbacks to high-speed rail tunnels. One major concern is the high cost of construction. Building a tunnel for high-speed trains requires a significant amount of resources and funding. This can be a burden on the government and taxpayers. Moreover, the noise and vibration caused by the trains passing through the tunnels can be disruptive to nearby communities and affect their quality of life.Furthermore, high-speed rail tunnels may also haveenvironmental impacts. The construction process can lead to deforestation and habitat destruction. Additionally, the trains themselves emit greenhouse gases, contributing toair pollution and climate change. While high-speed rail is often touted as a more sustainable mode of transportation compared to cars or airplanes, it still has its own environmental consequences.Despite these challenges, high-speed rail tunnels have the potential to bring about economic growth and development. They can connect cities and regions, promoting trade and tourism. This can create job opportunities and stimulate local economies. Moreover, high-speed rail can enhance accessibility and improve the overall quality oflife for people living in remote areas.In conclusion, high-speed rail tunnels have their pros and cons. While they offer fast and efficient transportation, they also come with high construction costs, potential environmental impacts, and disruptions to nearby communities. However, if properly planned and managed,high-speed rail tunnels can bring about economic benefitsand improve connectivity between cities. It is important to carefully consider these factors when deciding whether to invest in high-speed rail infrastructure.。
洞室开挖稳定分析、如何建设隧洞 外文文献翻译(四篇)
TunnelStability Analysis of Tunnel ExcavationA spillway tunnel for an embankment dam is to be constructed in a poor quality sandstone. The excavated diameter of the tunnel is about 13m and the cover over the roof is 8m. The tunnel is to have a 1.3 m thick un-reinforced concrete lining and , after placement of this lifting, a 28 to high portion of the rockfill dam will he over the constructed tunnel.The questions to be addressed are:(1)What support is required in order to excavate the tunnel safely under the very shallow cover?(2)Is the proposed top heading and bench excavation sequence, using drill and blast methods, appropriate for this tunnel?(3)How will the concrete lining respond to the loading imposed by the placement of 28m of rockfill over the tunnel?In order to answer these questions a series of two-dimensional finite element analyses were carried using the program PHASE'`. The first of these analyses examined the stability and support requirements for the top heading excavation. The final analysis included the entire excavation and support sequence and the placement of the rockfill over the tunnel.The rock mass is a poor quality sandstone that, being close to surface, is heavily jointed. The mechanical properties assumed for this rock mass are a cohesive strength C=0.04Mpa, a friction angle of 40 and a modulus of deformation E =1334 MPa. No in situ stress measurements are available but, because of the location of the tunnel in the valley side, it has been assumed that the horizontal stress normal to the tunnel axis has been reduced by stress relief. The model is loaded by gravity and a ratio of horizontal to vertical stress or 0.5 is assumed.A simplified version of the model was used to analyse the stability and support requirements for the top heading. This model did exclude the concrete lining and the bench excavations.The first model was used to examine the conditions for a full-face excavation of the top heading without any support. This is always a useful starting point in any tunnel support design study since it gives the designer a clear picture of the magnitude of the problems that have to be dealt with.The model was loaded in two stages. The first stage involved the model without any excavations and this was created by assigning the material within the excavation boundary the properties of the surrounding rock mass. This first stage is carried out in order to allow the model to consolidate under gravitational loading. It is required in order to create a reference against which subsequent displacements in the model can be measured.The results of the analysie are illustrated in Figure 18.1, that shown the extent of yield in the rock mass surrounding the top heading, and Figure 18.2 that shows the induced displacements around the tunnel.The large amount of yield in the rock mass overlying the top heading suggests that this excavation will be unstable without support. This view is supported by the displacements shown in Figure I8.2.The reader may be surprised that the displacement in the roof of the tunnel is only 26mm when the extent of the yield zone suggests complete collapse of the roof. It has to be remembered that PHASE is a small strain finite element model and that it cannot accommodate the very large strains associated with the complete collapse of a tunnel. In examining Figure18.2 it is more important to look at the shape of the overall displacement profile than the magnitude of the displacements. A rock mass will not tolerate the differential displacements illustrated and progressive ravelling leading to ultimate collapse would almost certainly result from excavation of an unsupported top heading.A general rule of thumb used by experienced tunnellers is that an underground excavation will not be self-supporting unless the cover over the tunnel exceeds 1.5 times the span of the opening. This is a typical situation that occurs when excavating tunnel portals are there are several options available for dealing with the problem. One of these options is to use a shotcrete lining to stabilize the rock mass above the tunnel. A finite element analysis of this option shows that a 50 mm thick layer of fully hardened shotcrete (uniaxial compressive strength of 30 MPa)is sufficient to stabilize the tunnel. The problem is how to get of shotcrete into an advancing tunnel heading. A second problem is whether the workers would have sufficient confidence in such a solution to work in the tunnel.One project on which this solution was used was the construction of an 8 m span diversion tunnel for a dam. The rock mass was a very weakly cemented limestone that could be excavated by hand but which had sufficient strength that it was marginally self-supporting. The Scandinavian contractor on the project had used shotcrete for many years and the very experienced tunnellers had complete confidence in working under a cover of shotcrcte. The tunnel was not on the critical path of the project and so construction could proceed at a sufficiently slow pace to allow the shotcrete to set before the next advance. A layer of un-reinforced shotcrete was the sole support used in this tunnel, with occasional steel sets embedded in the shotcrete where ground conditions were particularly difficult.In the case of the top heading in sandstone under consideration here, the shotcrete solution was rejected because, in spite of the finite element analysis, the designers did not have sufficient confidence in the ability of the shotcrete layer to support the large span of blocky sandstone. In addition, the contractor on this dam project did not have a great deal of experience in using shotcrete in tunnels and it was unlikely that the workers would have been prepared to operate under a cover of shotcrete only.Another alternative that is commonly used in excavating tunnel portals is to use steel sets to stabilise the initial portion of the tunnel under low cover. This solution works well in the case of small tunnels but, in this case, a 13 m span tunnel would require very heavy sets. An additional disadvantage in this case is that the installation of sets would permit too much deformation in the rack mass. This is because the steel sets are a passive support system and they only carry a load when the rock mass has deformed onto the sets. Since this tunnel is in deformation of a dam, excessive deformation is clearly not acceptable because of the additional leakage paths which would be created through the rock mass.The solution finally adopted was "borrowed" from the mining industry where untensioned fully grouted dowels are frequently used to pre-support the rock mass above underground excavations. In this case, a pattern 3 mx3 m pattern of 15 m long 60 ton capacity cables were installed from the ground surface before excavation of the top heading was commenced. Whenthese cables were exposed in the excavation, face plates were attached and the excess cable length was cut off. In addition, a 2 m x 2 m pattern of 6 m long mechanically anchored rockbolts were installed radially from the roof of the top heading.The results of an analysis of this support system are illustrated in Figure 18.3 and Figure 18.4 which show the extent of the yield zone and the deformations in the rock mass above the top heading.Comparing Figure 18.1 and Figure 18.3 shows that the extent of the yield zone is only reduced by a small amount by the enstallation of the support system. This is not surprising since some deformation of the rock mass is required in order to mobilize the supporting loads in the untensioned cables. This deformation occurs as a result of failure of the rock mass.Figure 18.4 shows that the displacements in the roof of the top heading have been reduced substantially as a result of the placement of the support. However, a small problem remains and that is the excessive displacement of the rock between the rockbolt faceplates which are spaced on a 2 m x 2 m grid. Unless this displacement is controlled it can lead toprogressive ravelling of the rock mass.Only a small surface pressure is required to control this ravelling and this could be achieved by means of a layer of mesh or shotcrete of by the installation of light steel sets. In this case the latter solution was adopted because of the sense of security which these gave for the workers in the tunnel.洞室开挖稳定分析某土石坝工程在质量差的砂岩区开挖溢洪隧洞。
隧道施工外文文献及翻译
附录二外文参考文献及翻译NATM tunnel design principle in the construction of major andConstruction TechnologyW.BroereI.The NATM Design Principle1.Tunnel design and construction of two major theoretical and development processSince the 20th century, human space on the ground floor of the growing demand, thus the underground works of the study of a rapid development. In a large number of underground engineering practice, it is generally recognized that the tunnel and underground cavern project, the core of the problem, all up in the excavation and retaining two key processes. How excavation, it will be more conducive to the stability and cavern facilitate support : For more support, Supporting how they can more effectively ensure stability and facilitate the cavern excavation. This is the tunnels and underground works two promote each other and check each other's problems.Tunnels and underground caverns, and focusing on the core issues with the above practice and research, in different periods, People of different theories and gradually established a system of different theories, Each system includes theory and resolve (or are studying the resolution) from the works of understanding (concept), mechanics, engineering measures to the construction methods (Technology), a series of engineering problems.A theory of the 20th century the 1920s the traditional "load relaxation theory." Its core content is : a stable rock self-stability, no load : unstable rock may have collapsed. need shoring structure to be supported. Thus, the role of the supporting structure of the rock load is within a certain range may be due to relaxation and collapse of rock gravity. This is a traditional theory, and their representative is Taishaji and Principe's and others. It works similar to the surface issues of the thinking is still widely used to.Another theory of the 20th century made the 1950s the modern theory of timbering or "rock for the theory." Its core content is : rock stability is clearly bearing rock to their ownself-stability : unstable rock loss of stability is a process, and if this process in providing the necessary help or restrictions will still be able to enter the rock steady state. This theoretical system of representative characters Labuxiweici, Miller-Feiqieer, Fenner - Daluobo and Kashitenai others. This is a more modern theory, it is already out of the ground works to consider the ideas, and underground works closer to reality, the past 50 years has been widely accepted and applied. demonstrated broad development prospects.Can be seen from the above, the former theory more attention to the findings and the results of treatment : The latter theory is even more attention to the process and the control of the process, right from the rock for the full utilization of capacity. Given this distinction, which both theory and methods in the process, each with different performance characteristics. NATM theory is rock for the tunnel engineering practice in the representation method.2. NATMNATM that the new Austrian Tunneling Method short the original is in New Austrian Tunneling Method, referred to as the NATM. France said it convergence bound or some countries alleged to observe the dynamic design and construction of the basic principles.NATM concept of filibustering Xiweici Austria scholars in the 20th century, Professor age of 50. It was based on the experience of both the tunnel and rock mechanics theory, will bolt and shotcrete combination as a major means of supporting a construction method, Austria, Sweden, Italy and other countries, many practical and theoretical study in the 1960s and patented officially named. Following this approach in Western Europe, Scandinavia, the United States and Japan and many other underground works with a very rapid development, have become modern tunnels new technologies landmark. Nearly 40 years ago, the railway sector through research, design, construction combining, in many construction of the tunnel, according to their own characteristics successfully applied a new Austrian law, made more experience, have accumulated large amounts of data, This is the application stage. However, in the road sector NATM of only 50%. Currently, the New Austrian Tunneling Method almost become weak and broken rock section of a tunnel construction method, technical and economic benefits are clear. NATM the basic points can be summarized as follows : （1）. Rock tunnel structure is the main loading unit, the construction must fully protect the rock, it minimize the disturbance to avoid excessive damage to the intensity of rock. Tothis end, the construction of sub-section should not block too much, excavation should be used smooth blasting, presplit blasting or mechanical tunneling.（2）. In order to give full play to rock the carrying capacity should be allowed to control and rock deformation. While allowing deformation, which can be a rock bearing ring; The other hand, have to limit it, Rock is not so lax and excessive loss or greatly reduced carrying capacity. During construction should be used with rock close to, the timely building puzzle keeps strengthening Flexible support structure, such as bolting and shotcreting supporting. This adjustment will be adopted supporting structural strength, Stiffness and its participation in the work of the time (including the closure of time) to control the deformation of the rock mass.（3）. In order to improve the support structure, the mechanical properties, the construction should be closed as soon as possible, and to become a closed cylindrical structure. In addition, the tunnel shape with a round should, as far as possible, to avoid the corner of the stress concentration.（4）. Construction right through the rock and supporting the dynamic observation, measurement, and reasonable arrangements for the construction procedures, changes in the design and construction management of the day-to-day.（5）. To lay waterproof layer, or is subject to bolt corrosion, deterioration of rock properties, rheological, swelling caused by the follow-up to load, use composite lining.（6）. Lining in principle, and the early rock deformation Supporting the basic stability of the conditions under construction. rock and supporting structure into a whole, thereby improving the support system of security.NATM above the basic elements can be briefly summarized as : "less disturbance, early spray anchor, ground measurements, closed tight."3．With a spring to understand the principle NATM（1）. Cavern brink of a point A in the original excavation ago with stress (stress self-respect and tectonic stress) in a state of equilibrium. As an elastic stiffness of the spring K, P0 under compression in a state of equilibrium.（2）. Cavern excavation, A point in attacking lose face constraints, the original stress state to be adjusted, if the intensity of rock big enough, After less stress adjustments may cavern in a stable condition (without support). But most of the geological conditions of thepoor, that is, after the stress cavern adjustments, such as weak protection, we could have convergence deformation, even instability (landslides), must be provided to support power PE, in order to prevent landslides instability. Equivalent to the Spring of deformation u, in the role of PE is now in the midst of a state of equilibrium.（3）. By the mechanical balance equation, we can see in the spring P0 role in a state of equilibrium; Spring in the event of deformation u, PE in the role they will be in equilibrium, assuming spring elasticity of K, were : P0=PE+KuDiscussion :(1) When u = 0, that is not allowed P0=PE rock deformation, is a rigid support, not economic;(2) when u ↑, PE ↓; When u ↓, PE ↑. That is, rock deformation occurred, t he release of some of the load (unloading), we should allow some extent rock deformation, to give full play to rock the capacity for self. Is an economic support measures, the rock self-stability P=P0-PE=Ku;(3) When u=umax, landslides, have relaxation load and unsafe.4. Points（1）. Rock cavern excavation is affected by that part of rock (soil) body, the rock is a trinity : have a load bearing structure, building materials.（2）. Tunnel construction is in the rock stress is of special architectural environment, which can not be equated with the construction on the ground.（3）. Tunnel structure rock + = bracing system.II. The new Austrian highway construction in the basic methodNATM one of the characteristics is the scene monitoring, measurement information to guide construction, through the tunnel construction measure receipts and excavation of the geological observation for prediction and feedback. And in accordance with the established benchmark for measuring the tunnel construction, excavation section steps and sequences, Supporting the initial parameters for reasonable adjustments to guarantee the safety of construction, a tunnel rock stability, the quality of the project and supporting structure of the economy and so on. The author of commitments (Chengde) Chek (Chifeng) East Maojingba Tunnel NATM basic construction method for investigation concluded, synthesis of a newhighway tunnel Natm the selection of different types and the basic characteristics of the construction methods and tips.1. A tunnel construction method of choice tunnel construction method of choice, mainly based on the engineering geological and hydrogeological conditions Construction, rock type, buried deep tunnel, the tunnel section size and length lining types, Construction should be the premise of safety and engineering quality at the core, and with the use of the tunnel function, the level of construction technology, Construction machinery and equipment, time requirements and economic feasibility of factors to consider in selection.When choosing the method for tunnel construction on the surrounding environment negatively affected, should also be a tunnel, the environmental conditions as the method to choose one of the factors, taking into rock changes the method and the applicability of the possibility of change. Tunnel project to avoid mistakes and unnecessary increase investment in public works. NATM new construction, we should also consider the entire process of construction of auxiliary operations and changes in the surrounding rock to measure control methods and the tunnel through special geological lots of construction means for a reasonable choice.2. New Austrian Tunneling Method program New Austrian Tunneling Method used all methods can be divided into sections, Division level and the three major types of excavation method and some changes in the program.(1) Full-face method. That whole section excavation method is based on the design of an excavation face excavation molding. Excavation order is its full face excavation, steel bracing, pouring concrete lining. Often choose to IV-VI Class Rock Hard Rock Tunnel, which can be used blasting deep hole.Excavation whole section of the law is a larger space operations, introducing supporting large mechanized operations, improving the speed and process small, less interference and facilitate the construction organization and management. Excavation is due to shortcomings in the larger, lower relative stability of rock, and with each cycle of the relatively large workload, it requires the construction units should have a strong excavation, transport and slag out and support capability, Maojingba VI : Class V rock used in the full-face excavation to achieve the desired results.Full-face excavation face, drilling and blasting construction more efficient use of deep focus to accelerate the excavation blasting speed, and the rock blasting vibration frequency less conducive to a stable transfer rocks. The drawback is every deep hole blasting vibration larger. Therefore require careful drilling and blasting design and strict control of blasting operations.Full-face excavation method is the main process : the use of mobile carts (or platforms), the first full-face a bored, and installed a line, and then drilling platform car outside 50m back to a safe place and then detonate, Blasting to make a shape out after drilling Jardine car again moved to the excavation face in place, began a cycle of drilling and blasting operations, Anchor sprayed simultaneously supporting or after the first arch wall lining.(2) step method. Step method of design is generally divided into sections on the half-section and the lower half section two excavation molding. Excavation order is its first half excavation arch bolt jet concrete bracing, arch lining, the central part of the second half of excavation, sidewall of excavation, concrete wall jet bolt support and lining. The more applicable to the II, III and soft joint development of the surrounding rock, which were used Tim change program.Long-step method : The next stage distance away, on the general level above 50m ahead, Construction can be assigned to the Department of next larger machine with parallel operations, when mechanical deficiencies can be used interchangeably. When the case of a short tunnel, the upper section will be all dug later, and then dug under the section, the construction of which less interference, single process can work.Short step method : on the stage length 5-50m apply to Ⅱ, Ⅲrock can be shortened Invert closing time, Supporting improve early stress conditions, but larger construction interference, in the event of Soft Rock need to consider carefully, Auxiliary shall be applied measures to stabilize the excavation excavation face, in order to ensure the safety of construction.Ultrashort step method : The only step ahead 3-5m, section closed faster. The method used for the high level of mechanization of various rock section, in the event of the siege soft rock when required careful consideration. Auxiliary shall be applied measures to stabilize the construction excavation face to ensure the safety of construction.Excavation level of character is the first step to using light excavation drilling machine drill a hole, rather than through large drilling platform car. Two step method of excavation operations with sufficient space and a faster rate of construction. Level is conducive to the stability of excavation face. Especially Excavation in the upper, lower operational safety. Three step method of excavation is the next shortcomings of operations interfere with each other. It should be noted at the bottom of the upper operational stability, level of excavation will increase the number of country rock.(3) Segment excavation method. Excavation Law Division can be divided into five changes in the program : Excavation Division level, from top to bottom hole lead, heading advance on the excavation, single (double) and lateral pit method. Excavation will be conducted Section Division excavation by the Ministry of shape, and to advance some of excavation, it may be called derivative ahead excavation pit method.Law Division level : general application or soil collapse easily lots of soft rock, with its advantages - stage method, height can be lengthened, the two-lane tunnel for a hole-fold, cycling Road Tunnel - hole 2 times; rather than single (double) PENDANTS Heading a high degree of mechanization, can accelerate the progress of the projects.The next heading advance excavation method (that is guided pit wall first arch) : This Act applies to Ⅱ, Ⅲrock. in the soft ground tunneling, to be adopted next general guide advance excavation pit wall first arch Act. Its advantages are : Heading advance excavation, the use of proven geological conditions in advance to facilitate change in the method. Face to facilitate started procedures applicable to the labor arrangements for the use of small machinery and construction. The drawbacks : The next section will guide small, slow construction and construction processes more, construction and management difficult.Unilateral-arm pit Law : rock instability, the tunnel span larger, ground subsidence is difficult to control when using this method. Its characteristics are : a positive step and arms Heading Act advantages.Bilateral arm Heading law : in large-span shallow tunnels, surface subsidence require strict, especially poor rock used. Advantages of this method are : Construction of safe, reliable, but slow construction, high cost.III.The main tunnel construction technology1. Cave construction :（1）excavation slope around :Lofting total station measurements, the use of excavators from top to bottom, paragraph by paragraph excavation, not the amount of excavation or the end of next overlapping excavation, remove pits with the above may slump topsoil, shrubs and rock slopes, rock strata of slope excavation needs blasting, Discussion should focus mainly loose blasting. Also partial artificial finishing, when excavation and inspection slope of slope, if sliding and cracking phenomenon and slowing down due slope.（2）.Cheng Tung-supporting :Yang Brush Singapore Singapore after the completion of timely inspection plate slope gradient, the gradient to pass the inspection, the system set up to fight time anchor, and the exposed bolt heads, hanging metal based network expansion and bolt welding into first overall. Linked network immediately after the completion of shotcrete and repeatedly jet until it reaches the thickness of the design so far.（3）.as of gutter construction :Yang slope away from the groove 5 meters excavation ditch interception, interception gutter mainly mechanical excavation, artificial finishing, after dressing, 7.5# immediately masonry made of mortar and stones, and the floor surface with mortar.2. Auxiliary construction :（1）A long pipe roof :Sets arch construction : construction Lofting, template installation, assembling reinforcement, the guidance of lofting 127 installation guide, concrete pouring.Pipe specifications : Heat Nazarbayev Seamless Steel Tube ￠108 mm and a thickness of 6 mm, length of 3 m, 6 m;N pipe from : Central to the distance 50 cm;N Inclination : Elevation 1 ° (the actual construction works by 2 °), the direction parallel with the Central Line;N pipe construction error : Radial not more than 20 cm;N tunnel longitudinal joints within the same section with more than 50% adjacent pipe joints staggered at least a meter.A. pipe roof construction method :Lofting accurate measurement personnel, marking the centerline and the vault out of its hole elevation, soil excavation reserved as a core pipe roof construction work platform Excavation footage of 2.5 meters, after the end of excavation, artificial symmetrical on both sides of excavation (Commodities H) platform, level width of 1.5 meters, 2.0 meters high, as construction sets and pipe arch shed facilities drilling platform. Pipe-roof design position should be and it should be a good hole steel tube, grouting after playing non-porous tube steel, non-porous tube can be used as pipe inspection, Grouting quality inspection, drill vertical direction must be accurately controlled to guarantee the opening hole to the right, End each drilling a hole is a pipe jacking, drilling should always use dipcompass drilling pipe measuring the deflection, found that the deflection over design requirements in a timely fashion. Pipe joints using screw connection, screw length 15 cm, to stagger the pipe joints, odd-numbered as the first section of the introduction of three-meter steel pipes and even numbered the first section of pipe using 6 meters, After each have adopted six-meter-long steel pipe.B. pipe roof construction machinery :N drilling machinery : XY-28-300 equipped with electric drill, drilling and pipe jacking long shelf;N grouting machine : BW-250/50-injection pump two Taiwan;N using cement-water glass slurry. Mud and water volume ratio 1:0.5; water glass slurry concentration of water-cement ratio 1:1 silicate 35 Baume; The efficacy silicate modulus pressure grouting pressure early pressure 2.0MPA 0.5~1.0MPA; end.（2）. a small catheterA. small catheter used ahead diameter of 42 mm and a thickness of 3.5 mm thermal Nazarbayev seamless steel tubes, steel pipe was front-tip, Welding on the tail ￠6 stiffening brace and the wall around the drilling hole grouting 8 mm, but the tail of a meter without grouting holes and Advance Construction of a small catheter, the tubes and the lining of the centerline parallel to 10 ° -30 ° Chalu into the rock arch. penstocks to 20-50 cm spacing. Each was over a steel tubes, should be closed immediately shotcrete excavation face and then grouting. After grouting, erecting steel Arch, Supporting the early completion of every (2-3 meters, and the paper attempts to be) another one for steel tubes, Advance small catheter general lap length of 1.0 meters.B. Grouting parameters :N water slurry and water glass volume : 1:0.5;N slurry water-cement ratio 1:1N 35 Baume concentration of sodium silicate; The efficacy silicate modulusN grouting pressure 0.5~1.0MPA; if necessary, set up only orifice Pulp Cypriots.（3）. bolting ahead : The Chalu must be greater than 14 degrees, grouting satiated and lap length is not less than 1 meter.3.Correcting construction :Embedded parts used by the Design Dimensions plank make shape design, installation in contrast snoop plate car, and position accuracy (error ± 50CM), the firm shall not be fixed, you must be in possession of the wire through the middle wear.4. Leveling ConstructionInstallation templates, at the request of both sides leveling layer calibration position to install template. Side-channel steel templates used [10#, top elevation with a corresponding length of the road elevation unanimously to allow deviation ±2mm. adjusted using the standard measurement to determine elevation. Every template fixed a certain distance from the outside to ensure that no displacement, the joints template close comfort, not from a slit, crooked and formation, and the bottom connector templates are not allowed to leak plasma. Concrete before reperfusion, the bottom surface of concrete must be clean. When the concrete arrived at the construction site directly installed backward mode of the road bed, and using artificial Huabu uniform. Concrete paver should be considered after the earthquake destroyed the settlement. Unrealistically high can be 10% higher, Lan is the surface elevation and design line. Concrete earthquake destroyed at or anywhere near the corner with plug-Lan Lan pound for pound order; Flat-Lan pound for pound crisscross comprehensive Lan, Inside each location is no longer the time for concrete sinks, no longer emitted large bubbles, and the surface of cement mortar later. normally no less than 15 seconds, also should not be too long; Then Chun-pound beam along the longitudinal Lan-pound trailer, With redundant Chun-pound concrete beams were dragged shift Trim, Dixian Department should keep leveling Lan facts. Finally, the diameter 75~100mm rolling seamless steel pipe for further leveling. Just do prohibited in the surface spraying water, and threw cement.5. Water, cable duct constructionInstall groove wall reinforcement of location accuracy, the line must be linked to the construction. Install groove wall purity, the purity requirements of accurate location, a vertical line. Dyadic greatest degree of not more than 3 mm, and template-Ditch The top-pronged, pass the inspection before the concrete reperfusion, on the side of the original wall must pick hair, and embedded parts to the location accurately. Template using stereotypes purity.6.Gate ConstructionCleared the site for construction layout. By design size requirement dug-wall basis. M7.5# masonry made of mortar and stones.Template installation, location accuracy requirements purity, a vertical line, and timely inspection template slope. Concrete pouring 15 # Riprap concrete, concrete strength to be more than 70% for Myeongdong vault backfill.Myungdong vault backfill should hierarchical compaction said. The typical thickness of less than 0.3M, both backfill surface height difference of not more than 0.5M. restored to the vault after the pack to design hierarchical compaction high, the use of machines rolling, Ramming must manually filled to vault over 1.0M before mechanical compaction .7 .Construction safety and environmental controlEntrance to wear helmets to prevent crashes, in which the speed limit 5KM, lighting must be a 10-meter lights reckless goods stored material must be standardized and distributed under special guard.Spoil venues must be smooth drainage, and must be masonry retaining wall to prevent flooding, debris flow forming.8. The construction process has to tackle the problems :Construction of two liner after water seepage treatment :Small cracks with acrylic, water or slurry coating of epoxy resin and other caulking, a good effect; On the larger cracks, available on the 10th of cement mortar or cement mortar expansion caulking more appropriate and effective;Large cracks (crack width greater than 5MM), (if leakage of water, available along the cutting machine cutting a wide cracks around 2~4CM small groove depth approximately 10CM above the water, Cutting a 5 × 5CM Cube holes room, then insert a pipe 4 × 4CM MF7 plastic Blind groove, Cutting together into good pressure tank, the introduction of vertical water drains, Finally, cement and water Glass closed mixed mortar cutting groove) withoutseepage, it is appropriate epoxy mortar, or grouting, Reinforced concrete and other reinforced jet.IV. Example projectsNATM is from the introduction of the bolt and shotcrete a category of "active" support the new technology to promote the use began. Soon, the Chinese engineer on the tunnel not only in substance but also in terms of acceptance of the new Austrian law. To be held in China in the tunnel and underground engineering academic meeting, the new Austrian capital has become a hot topic.Engineers of the new Austrian law relishes is justified : the use of new Austrian law, has been successful in soft rock and difficult conditions of the construction of various types of underground works.Built on loose sand gravel stratum of Beijing Subway allowed back of the tunnel is a typical example. The tunnel is located in the main street-256, 358m long, the largest excavation section 9m high, 14.5m wide coverage stratigraphic top of the tunnel only minimum thickness 9.0m. Tunnel boring machine of excavation, strengthen the grid arch shotcrete initial support and advance small catheter care, Without prejudice to ground transportation, underground pipelines to ensure the safety of construction success.In the works is the experience, knowledge of the Chinese engineers, the use of new Austrian law principles can be used in the Mountain Tunnel Mine Act to expand the scope of application of the soft rock, even in the fourth strata of municipal shallow tunnel to replace the traditional method of digging or shield. In China, such a method called "shallow mining method."Following allowed back lane tunnel, gravel in the same folder of alluvial gravel layer is shallow mining method used to build the span of 21.67m in the Xidan MTR stations.Changan Avenue in the construction of the new Beijing metro line projects, shallow mining method has been selected as the main method of construction. For example, the Tiananmen Square in Beijing Metro West Point, 226m long, for two double-pole structure.Guangzhou Metro East is shallow mining method used in the construction. Experience shows that from the ground environmental protection, surface subsidence of the dug system。
《隧道衬砌的防火保护》中英文
Protection of road tunnel linings in cases of fireI.KaundinyaAbstract:Recent fire disasters in European road tunnels have shown that fires in a tunnel represent high risks. The users and the rescue services are endangered by heat,smoke and also explosive concrete spalling of the tunnel lining. The tunnel itself is often damaged considerably. The necessary long refurbishment works have negative effects on the tunnel service availability and also cause high costs for the tunnel owner. Thus high safety demands must be placed on complex infrastructural facilities such as road tunnels. Preventive measures designed to avoid hazards caused by fire are constantly becoming more and more important. In addition, structural fire protection is as well a point of increasing interest.In the event of fire the temperature in a tunnel rises extremely rapidly within a short amount of time. Large scale fire tests have shown that maximum temperatures of 1200°C or even above could occur. The result is an increased risk of explosive concrete spalling of the tunnel lining.Depending on depth and quantity of these spallings, the structure could be damaged seriously and in the worst case the tunnel stability could be influenced negatively.Different possible structural measures to protect the concrete tunnel lining in order to reduce or avoid damages in cases of fire are explained and discussed. A fire-proof concrete is one relatively new and promising measure to avoid explosive concrete spalling of the tunnel lining during a fire. The fire resistance of concrete can be improved by adding polypropylene fibres as well as through the application of selected concrete mixtures and aggregates. Within the scope of a research project of the Federal Highway Research Institute of Germany (BASt), fire protecting systems and especially fireproof concrete, as well as their fire behaviour and application possibilities in road tunnels are examined.Keywords:Tunnel fire, tunnel safety, tunnel construction, concrete spalling, structural fire protection, fire-proof concrete1 IntroductionBeside bridges tunnels are the most expensive investment parts of highways,namely not only concerning initial investment costs for the construction of the tunnels but alsowith regard to later costs of operation, maintenance and preservation. Due to the fact that the number of constructions of road tunnels has considerably increased in recent years (Fig.1) the Federal Ministry of Transport, Building and Urban Affairs (BMVBS) and the Federal Highway Research Institute of Germany (BASt) have listed the essential demands for structural design, suitability of use, durability, economy and demands for later operation and maintenance of these tunnels in a set of technical regulations. Structural fire protection plays an important role because of the substantial damages which can arise from fire in a tunnel.In the last two decades the number of road tunnels in Germany has increased disproportionately compared with the increase of the total road net. Thus, the amount of highway tunnels has more than doubled from 90 in 1992 to 213 in 2005. In the same period the total length of tubes increased from 50 to almost 212 km, that corresponds to an average tube length of 665 m statistically (Fig. 1). At the end of 2005, 25 tunnels were under construction, 45 tunnels were in the process of planning or in the preparation phase just before building and 60 tunnels were in the preplanning phase.2 Fire accidents and their effects on the tunnel structureFires in road tunnels are characterised by the affected persons being endangered and in many cases by the considerable amount of damage caused to facilities. A number of serious accidents that took place nationally and internationally in the recent years (Tab. 1) lead to an increasing public interest in tunnel safety and to efforts by the highway authorities in order to make tunnels safer.Tab. 1: Chronology of recent fire events [12]Major fires can result in tunnel users coming to harm and vehicles being seriously damaged quite apart from effects on the tunnels themselves (Fig. 2). The damage is caused particularly by the spontaneous development of great amounts of heat and aggressive fire gases. Following the fire, the damage caused to the tunnel itself can badly affect the service availability because the tunnel is closed to traffic due to the necessary refurbishment works. Depending on the duration of the fire and the chronological temperature development, the stability of the tunnel can be negatively influenced. Redevelopment and the associated discontinuation of services can last for weeks or even months.The main damage patterns to a tunnel obtained from investigations on fire accidents [2] can be summarised as follows:- Some 5 –10 min. must be estimated for the “flash over” – the time required for a smouldering fire to become a “full fire” resulting in a steep rise in temperature in the affected area in the case of heavy vehicles.- The duration of the fire varies considerably – between 30 minutes and a number of hours.- The in some cases considerable damage to the tunnel structure resulting from majorfires is caused by the high fire load of heavy vehicles.- Damage to the concrete tunnel lining is mainly caused by spallings as well as the condensation of smoke gas on the tunnel wall, the ceiling and the operational installations.During a fire in the Tauern Tunnel on May 29, 1999, a total of 34 vehicles were destroyed (Fig. 3). 12 persons lost their lives and considerable damage was caused to vehicles and to the tunnel structure. Concrete spallings with a depth of 10 to 15 cm were measured at the tunnel lining.3 Temperatures during a tunnel fireIn order to determine the temperature development and the damage pattern during a tunnel fire more detailed a lot of fire tests were executed during the last 15 years. The most comprehensive tests serial with realistic fire loads was undertaken within the scope of the so-called “EUREKA program” (EU 499 Firetun) between 1990 and 1992. In a 2.3 km long, abandoned mine tunnel (Repparfjord- Tunnel) in the north of Norway with a 35 m2 cross-section a total of 20 fire tests with road and rail vehicles were executed. The testresults were later completed by additional fire tests of single structure elements in laboratories also in Germany.The most essential measurement results for hot gas temperatures that occurred in themine tunnel during a fire test with a heavy truck is provided in figures 5 and 6. The heavy truck was loaded with 2 t of office furniture and burned out within 75 minutes(Fig. 4). The fire load amounted to some 100 MW. The fast rising of the temperature after the flash overafter about 5 to 10 minutes up to temperatures of 800 to 1000 °C is significant (Fig. 6). The maximum temperatures for road vehicles of nearly 1000 °C were measured at the top of the tunnel as well as at the sides (Fig. 5).The test results of the EUREKA-program were the basis for the definition of the currently valid dimensioning values for the different temperature time curves in the case of tunnel fires (Fig. 7). These temperature time-curves are used for fire tests of all tunnel parts for which the fire resistance have to be examined (e.g. fixing elements for tunnelinstallations) as well as for static calculations of the tunnel structure itself. The temperature time curve for road tunnels in Germany, laid down in the “Additional technical contract terms and guidelines for civil engineering works (ZTV-ING)” [1], relates to a fire duration of 30 minutes at 1200 °C, followed by a 110 minute long cooling down phase (Fig. 7, curve [1]). Although the progress of this curve is shorter when compared directly with the ETK/ISO curve (Fig. 7, curve [5]), it is substantially more aggressive when rising higher interms of the temperature reached and more critical due to the very fast rising of the temperature up to 1200 °C within 5 minutes. The longer fire duration of the EBA-curve (Fig. 7, curve [6]) for railway tunnels can be explained by the longer required time for rescue services to reach the fire compared with road tunnels.Currently new major fire investigations were performed within the scope of a new research project called UPTUN (UPgrading methods for fire safety in existing TUNnels) [8]. This important research project started in 2003 and is, similar to the former EUREKA-project, funded by the European Union, but also supported by industry partners. First published results started a new discussion in Europe about temperature-time curves for the dimensioning of tunnel linings against fire loads. During a first large scale fire test with a single simulated truck loaded with roughly 10 t wooden and plastic pallets, carried out again in an abandoned rock tunnel in Norway(Runehamar tunnel), temperatures up to 1350 °C within 35 minutes in keeping with the RWS-curve (Fig. 7) and a total fire load of 203 MW were measured. Due to the smaller cross-section of the Runehamar tunnel compared with a normal road tunnel cross-section, these test results could not be transferred directly to German road tunnels, but have to be considered for the possible adaptation of the valid guidelines for tunnels in the future.As a consequence of all major fire test and especially because of the critical features of tunnel fires, special fire protection measures have to be considered as essentially important.4 Damage mechanisms in the case of fireThe effect of temperature on the concrete tunnel lining can lead to damage in many different ways:- The spalling process is largely influenced by the speed at which the temperature rises, the moisture of the concrete and through the pore structure (compactness). The formation of water vapour leads to stresses in the concrete matrix as from 100 °C, which can in some cases lead to large-scale spalling. Depending on the residual moisture and the concrete matrix set-up it cannot be precluded that the extent of damage eats it way further into the concrete cross-section as the duration of the fire progresses.- At higher temperatures (400 to 600 °C), chemical transformations occur in the case of various minerals in the concrete aggregates. Water and/or gas separations can be the result. This leads to an increase in volume (e.g. quartz transformation, quartz leap). The spalling mechanisms that were previously described can be strongly supported depending on the nature and size of the aggregate grain.- Temperature-related internal and constraining stresses can also lead to concrete spallings.- Reinforcements, which are located merely a few centimetres beneath the surface, are exposed by the above described spallings and completely lose their bearing capacity owing to the extremely high temperatures in the first zone. Thus temperatures in excess of 300 °C should be avoided in order not to affect the steel’s bearing capacity considerably.If concrete is subjected to such mechanisms without any protection, then the damage eats far into the tunnel lining. This peeling effect is caused by the fact that new concrete surfaces are being constantly exposed. The damage mechanisms that have been described can last over a lengthy period of time. For the special case of a tunnel fire the spalling effect starts with the steep temperature rise after about 5 minutes from the beginning of the fire event (see also Fig. 7). Spalling usually takes place within the first 20 minutes after the fire has started. But also as the permanent tunnel lining have cooled down, further concreteparts can loosen and subsequently fall down. Thus concrete spallings could endanger emergency services during the rescue phase as well as people carrying out reconstruction works.5 Structural fire protection measuresIn order to assure structural fire protection for road tunnel linings in Germany a concrete cover of at least 6 cm is required in the currently valid technical guidelines (ZTV-ING) [1]. This concrete cover, acting like a “thermal protective layer”, should assure that the bearing reinforcement will not heat up in excess of 300 °C. Below this limit value, it can be assumed that no loss in strength worth mentioning or reduction of reinforcement’s elasticity module occurred during the fire. In other words, the bearing capacity was retained during the fire so that no lasting deformations affecting the design are present following it.Frame-like tunnel constructions (usually tunnel constructed with t he “cut and cover” method) are subjected to considerable temperature stresses especially in the corner zone between the wall and the ceiling. This can lead to crack forming, which penetrate the cross-section of the bearing elements from the outside. Due to this sensitivity of frame-like tunnel constructions in cases of fire an additional fire-proof reinforcement within the 6 cm concrete cover of the ceiling is required in the ZTV-ING [1]. The fire-proof reinforcement consists of a reinforcing steel mesh made of stainless steel and should help to keep the concrete cover for a longer time during a tunnel fire.For single shell tunnels with a lining of reinforced concrete block segments additional fire protection measures are required due to the many joints of this lining system and the special characteristic of the concrete applied. The high strength concrete with an extremely tight texture used for the segments is particularly jeopardised for spallings.There are several possibilities of additional structural fire protection measures intunnels:1. Linings installed on the outer side (e.g. fire –proof panels / Fig. 8)2. Sprayed on fire protection (e.g. fireproof render)3. Novel concrete mixtures containing polypropylene (PP) fibres (called: “fire-proof concre te”)Fire-proof linings (1.) and sprayed on fire protection (2.) work as an insulation layer and have the following advantages:- good fire resistance and protection of the concrete tunnel lining against heat- easy replaceable after a tunnel fire- upgrade for existing tunnels possibleBut also the following disadvantages have to be mentioned:- Additional space inside the tunnel (“clearance profile”) is needed, which leads to higher construction costs.- A lot of attachment points are required for the fixation of the panels or the steel mesh reinforcement needed for spray on systems. This makes the system expensive and the installation time-consuming.- Expensive special solutions are required for attachment elements for e.g. signs and ventilation’s penetr ating the fire-proof lining.- Visual inspections and tests on the tunnel inner lining are no longer possible. Redevelopment and resealing operations always require the removaland renewal of the plates or spray on systems.- No protection against fire during the construction period of the tunnel.Fire-proof concrete with PP-fibres (3.) and its advantages compared with the later installed fire-proof systems (1. and 2.) is described in the following chapter.6 Fire-proof concreteIn recent years a lot of research work was done in order to develop a fire-proof concrete for tunnel linings. The fire-proof concrete should minimise explosive concrete spallings during a fire and protect the structure from losses of its bearing capacity. In order to improve the fire resistance of concrete polypropylene (PP) plastic fibres with approximately 2 until 3 kg/m3 of concrete are added. During a fire the PP-fibres melt through the effect of heat at a temperature of about 100 °C and provide a pore system in the concrete which provides space for the ensuring vapour. In this way, it is intended to reduce vapour stresses in the interior of the concrete and as a result, possible concrete spallings.Beside adding of PP-fibres to the concrete mixture the mineralogical character of the aggregates and the grain-size distribution curve have a great influence in order to create a fire-proof concrete.Recent fire tests on rail tunnel lining elements with realistic dimensions and loads have shown that the spalling behaviour of the concrete could be improved significantly by the use of fireproof concrete mixtures containing PPfibres. Fig. 9 and 10 show results of such fire tests on concrete samples without (Fig. 9) and with 2,0 kg PP-fibres per m3 concrete added (Fig. 10), through which the considerably more favourable fire behaviour of concrete with PP-fibres is obvious.The depth of the concrete spallings was approximately 34 cm without PP-fibres and only about 1 - 2 cm with 2,0 kg/m3 PP-fibres. The advantages of the fire-proof concrete, based on national and international experiences and test results, can be summarised as follows:- concrete spalling is reduced to a minimum- fire protection is already assured during the construction state- inspection of the tunnel bearing structure is always possible without any additional fire-proof insulation- no special maintenance works for fireproof insulation are needed- the clearance profile is not restricted by fireproof insulation- normal, flat concrete surface which is easy to clean (compared to e.g. sprayed on systems)7 Research work on fire-proof concreteWithin the scope of a current BASt research project, fire protecting systems and especially fire-proof concrete, as well as their fire behaviour and application possibilities in road tunnels are examined. The aim is to investigate if fire-proof concrete should be included in the technical demands for road tunnels laid down in the technical regulations of BMVBS / BASt [1]. Currently only the draft of the new technical regulations concerning shield driven tunnels with a segmental lining (ZTV-ING part 5 section 3 [1]) require additional fire-protection measures like fire-proof plates or fire-proof concrete. The currently valid regulations for drill & blast tunnels and cut & cover tunnel constructions (ZTV-ING part 5 section 1 and 2 [1]) demand a minimum concrete cover of 6 cm and for the case of frame-like tunnel constructions an additional fire-proof reinforcement in order to protect the tunnel lining from losses of its bearing capability (see chapter 5). When using fire-proof concrete it is maybe possible to replace the expensive and difficult to install fire-proof reinforcement for frame-like tunnel constructions and intermediate ceilings.Large-scale fire tests with parts of the tunnel lining are planned to be executed end 2007. Currently preparation works for these tests are going on. This means in particular the definition of- test conditions,- geometry (thickness, bend),- acting loads,- measurement program,- different concrete mixtures (kind ofaggregates and the grain-size distribution) and- addition of fibres (kind of and amount of PP-fibres)for the tunnel lining parts to be tested.Within a recently finished BASt-research project the fire-proof behaviour of selfcompacting concrete (SCC) was investigated [6]. In a first step, fire tests at a total of 30 cube samples 300 x 300 x 300 mm with different concrete mixtures, partly with PPfibres, were executed. The fire load was applied in order to follow the temperatures required in the ZTV-ING [1] temperaturetime curve (Fig. 7, curve [1]). Test results showed that the amount and depths of spallings were minimised, if quartzite aggregates and a cement CEM III A 32,5 N instead of calcite aggregates and cementCEM II A-LL 32,5 R were used. The adding of PP-fibres has an additional positive impact in order to reduce concrete spallings to a minimum. Overall SCCsamples had a worse fire-behaviour compared with the also tested conventional normal strength concrete samples. The bad fire behaviour of the tight SCC concrete could be improved significantly by adding 2 – 3 kg/m3 PP-fibres.In a second step fire tests with reinforced plates 600 x 500 x 300 mm were executed. The results corresponded very well with plates were tested under load. Again the PP-fibre concrete showed the best test results with regard to concrete spallings. In a last step the test results of the former 3 steps were verified by a test with a loaded arch (Fig. 11 and 12).Finally the promising test results with PPfibre modified concrete mixes lead to the decision to start a new research project dealing with plastic fibre concrete (see above).8 ConclusionsThe fire disasters over the past few years have shown that fires in tunnels represent high risks. The users and the rescue services are endangered by heat, smoke and concrete spallings of the tunnel lining.In addition the bearing structure is exposed to particular dangers on account of high temperatures and possible spallings Constructional measures against concrete spalling are of great importance beside reducing the distances rescue services have to cover, the rapid disposal of smoke and dimensioning the structure to cope with the effects of fire.Test results with fire-proof concrete were promising and prove that fire-proof concrete can help that concrete spalling is reduced to a minimum. Through concentrating additional measures such as adding plastic fibres, optimising the concrete composition and selecting the aggregates, the bearing tunnel structure can be protected against extreme effects caused by fire.Within a current research project the application possibilities of fire-proof concrete for road tunnel linings are investigated. The promising results of former fire tests with plastic fibre concrete for the special case of SCC mixtures should be transferred to normal concrete mixtures for tunnel inner linings. Large scale fire tests for the investigation of tunnel lining parts with realistic dimensions and loads are planned to be executed at the end 2007.Additional research work needs to be done in the future in order to investigate redevelopment measures for the fire-proof concrete after a tunnel fire. PP-fibres can only act once as a fire protection system and have thus to be replaced after a fire incident. A possible solution can be a removal of the damaged concrete layers and a replacement with PP-fibre sprayed concrete.公路隧道衬砌的防火保护I. Kaundinya摘要：在最近欧洲公路隧道中发生的火灾显示，隧道失火是高危情况。