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By Hisashi Takahasi, Hironobu Yamazaki

INTRODUCTION The slurry shield method was developed in Japan in 1963 and its experimental tunnelling work was performed in 1965. Although the history of this method is short compared with the conventional shield method in Japan, many companies such as Tekken Construction, Okumura Gumi, Nishimatsu Kensetsu, etc. are engaged at present in developing their own unique system of the slurry shield method. The ground of Japan is generally pervaded with ground water and a large number of districts are covered with soft ground, which is composed of fine sand, silt and clay, etc. Therefore, the conventional shield method has always used compressed air with various kinds of auxiliary methods. However, with this method there have been experienced numerous troubles such as ground settlements, lowering of ground water, oxygen shortage within the tunnel, and so forth. The slurry shield method has been developed with the above background. In recent years remarkable progress has been made from the engineering viewpoint in applying this method to driving various kinds of tunnels such as road tunnels, subways, water supply and sewer tunnels, and other tunnels. Apart from Japan, the slurry shield process using bentonite is carried out in England and Germany. OUTLINE OF SLURRY SHIELD METHOD (1) System of Slurry Shield Method Since the conventional shield method drives tunnels using com-

Jan 1, 1976

By Shimi Tzobery, John E. Shamma, Samuel Swartz, Gary B. Hemphill

The trapezoidal tapered ring method has made significant progress in recent years for shielded-TBM projects, excavating tunnels with high overburden, strict water tightness criteria, and multiple curve alignments. The selection of compatible tapered rings is critical for successful advancement of the tunnel, assuring efficient installation of rings, as well as prevention of ring damage and excessive leakage. Using experience from the Arrowhead Tunnels Project, this paper describes guidelines for ring selection in tunnel curves, geometric analyses that comply with criteria principals, and provides techniques developed to determine the appropriate relative key position.

Jan 1, 2005

By John F. Beesley

INTRODUCTION This paper discusses the design of the subsurface nuclear waste repository at Yucca Mountain, Nevada; and possible concepts for construction of the subsurface facility. Subsurface construction at Yucca Mountain is planned to last for 20 or more years, and may be accomplished using tunnel boring machines (TBM), drill and blast methods, raise bore machines, and roadheaders. The design of the subsurface facility includes approximately 107 km (66 miles) of tunnels and drifts. The vast majority of the repository will be excavated with TBMs. Design and construction concepts for the subsurface repository discussed in this paper are based on the License Application that was submitted to the U.S. Nuclear Regulatory Commission (NRC) by the U.S. Department of Energy (DOE) on June 3, 2008. The License Application was subsequently docketed by the NRC in September 2008. When a Construction Authorization is received from the NRC, notices to proceed with subsurface construction at Yucca Mountain will be issued by DOE. The Yucca Mountain site is located in the Mojave Desert approximately 150 km (90 miles) northwest of Las Vegas, Nevada. The site is on federal land in southern Nevada and is shown in Figure 1. Yucca Mountain is a ridge of volcanic rocks com-posed primarily of solidified volcanic ash. Previous underground construction work at Yucca Mountain included excavation of two tunnels using two different TBMs. The first tunnel, the Exploratory Studies Facility (ESF), is a 7.62 m (25 ft) diameter tunnel that is 7,877 m (25,843 ft) long and was described by Morris and Hansmire at the Rapid Excavation and Tunneling Conference (RETC) in 1995. The second tunnel, known as the Enhanced Characterization of the Repository Block (ECRB), was a TBM drive of 5.0 m (16 ft, 5 in.) in diameter and 2,681 m (8,796 ft) long. The second tunnel was excavated in 1998 and was described by Fulcher, Eastlund and Copeland at RETC 1999 and is named the East?West Cross Drift in that paper. (These previously excavated tunnels are shown in Figure 2.) In the volcanic rock formation where the vast majority of the planned repository will be con-structed, previous tunneling conditions were generally very good.

By Christopher J. Bambridge, Lee Seng Hoor

The Stormwater Management and Road Tunnel (SMART) Tunnel is a world first in the use of tunnel space transmitting both road and water through the same spatial envelope. The unique aspect of the SMART project is that the highway decks are used periodically for the conveyance of water. This aspect of the project has posed its own technical challenges that have been overcome in the design stage of the work allowing the project to be taken forward to construction with confidence in the systems to be Installed in the tunnel.

Jan 1, 2005

By Alex Naudts

Pre-excavation grouting is a predictable and reliable technique performed to prevent or minimize settlement in advance of, or during the tunneling operation. It safeguards the infrastructure above the tunnel alignment. Cement based suspension grouts and sodium silicate based grouts are frequently injected to consolidate and strengthen the formation and create a reinforced canopy above the tunnel trajectory. Grouting is typically performed through permeation and permeation in conjunction with hydrofracturing. Multiple injection passes through steel sleeve pipes are ideal, since they create an effective forespiling system to facilitate tunneling without causing unacceptable settlement, even with minimal overburden thickness. Ten pre-excavation grouting projects performed in the North America are discussed in this paper.

Jan 1, 2008

By Ronald E. Heuer

The significance of surface settlement over soft ground tunnels is well recognized. Cracked buildings, streets transformed into lakes, broken utility lines, to underpin or not to underpin--all are familiar problems. The basic causes of surface settlement are recognized. Possibly the most common and troublesome cause is "lost ground" during construction. Lost ground refers to removal of a larger volume of ground (Ve) than is eventually occupied by the final tunnel structure (Vt). A number of sources of lost ground in shield tunneling have been identified, as illustrated in Fig. 1. These include 1) face loss, 2) overcutting loss, 3) annular tail void loss, and 4) loss through the lining. The ground generally does not stand unsupported around the completed tunnel lining as illustrated in Fig. 1, but moves in to fill the lost volume, resulting in subsidence of the overlying ground surface as shown. As suggested in Fig. 1, lost ground and surface settlement associated with overcutting and the annular tail void tend to occur systematically along the tunnel length. This "systematic" lost volume is "limited" in the sense that it is restricted to an upper limit determined by the shield and lining geometry. Partially controlled face loss may sometimes contribute to this systematic loss. This lost volume is commonly a few percent of the nominal tunnel volume. The resulting surface settlement over the tunnel is commonly in the range of a few inches or less and develops over a period of hours to days. Although they may have a significant impact on surface facilities, systematic ground loss and settlement frequently have little adverse effect on tunneling progress.

Jan 1, 1976

By David Hopkins, Steve Klein, Bradford Townsend, Ed Sum, Derek Penrice

INTRODUCTION The Transbay-Caltrain Downtown Extension (DTX) Project involves the construction of an approximately 1.5-mile rail line that will extend Caltrain commuter service and the future California High Speed Rail system into downtown San Francisco. The underground rail extension will be constructed by mined tunnel and cut-and-cover methods. Tunneling challenges include difficult ground conditions, low rock cover, the presence of historic buildings along the alignment, and the large tunnel span, ranging from approximately 50 to 65 feet. Three mined tunnel construction methods were evaluated: the Stacked Drift Method, the New Austrian Tunneling Method/Sequential Excavation Method (NATM/SEM), and Tunnel Boring Machines (TBM). This paper describes the challenges presented within the mined tunnel section, and summarizes the evaluation of tunneling methods that led to the selection of NATM/SEM. PROJECT OVERVIEW The existing Transbay Terminal opened in downtown San Francisco in 1939. This facility is antiquated, and does not meet current building seismic safety standards or the transportation needs of the Bay Area. For these reasons, San Francisco voters approved Proposition H in 1999, which proposed to construct a new or rebuilt regional transit center at the site of the existing terminal and extend Caltrain commuter rail ser-vice to the new transit center. The new transit center is the hub of the Transbay Transit Center (TTC) Program, which will greatly enhance regional transit service by providing connectivity for six Bay Area transit providers at one facility. The program will be the largest inter-modal centerwest of New York City. The TTC Program is comprised of two major projects, the Transit

Jan 1, 2007

By Arthur B. Arnold, Curtis T. Scott

The Blue Mountain Tunnel is a part of the Sultan River Hydroelectric Project. The Sultan Project is in the Cascade Mountain Range, approximately 56 km (35 mi) northeast of Seattle, Washington. The geology is structurally complex, consisting of graywacke and argillite, with lesser amounts of metaigneous rocks. The tunnel, excavated with a tunnel boring machine (TBM), is 4.32 m (14 it) in diameter and 6.3 km (3.9 mi) long. The average 24 hour advance was 41 m (134 it) with a maximum of 71 m (234 it). The tunnel is essentially unlined except for 383 m (1,257 it) in a low cover area and in the rocktrap. Inspection of the tunnel after one year of operation showed it to be in good condition with only a minor amount of rock debris in the rocktrap.

Jan 1, 1987

By Edwin A. Blackey, Joseph G. Engels, James T. Cahill

An extensive geotechnical instrumentation program was undertaken during the construction of a 6.7 m (22 ft) inside diameter tunnel to monitor the ground-structure response and to check assumptions made for design. The tunnel was advanced through sedimentary and igneous rock using a fully shielded tunnel boring machine (TBM) with both temporary support and final lining provided by precast concrete liner plates erected in the tail section of the TBM. The parameters measured and evaluated include rock deformation, strain in the precast concrete liner, changes in tunnel cross section and groundwater response. In addition, an automated camera system is described which was mounted on the TBM to provide a continuous photographic record of the bedrock conditions exposed at the tunnel springline. The performance of various types of instrumentation equipment in an underground construction environment is also evaluated.

Jan 1, 1981

By Brendan Henry

The Canada Line is a 19km long automated light rapid transit system with 16 stations in Vancouver, BC, Canada. The Concession was awarded to InTransitBC to design, build, partially finance, operate, and maintain the system for 35 years. The project must be complete by November 2009 to be ready for the 2010 Winter Olympics to be held in Vancouver and Whistler, BC. The bored tunnel section consists of 2.45 km of twin bored tunnel and 3 stations. The station work is limited to the excavations and temporary support necessary to facilitate the bored tunnel works. A joint venture between SNC-Lavalin Constructors Pacific and SELI (SSJV) has recently completed the design and construction of this section. Work for the bored tunnel commenced in November 2005 with shoring and excavation works for the tunnelling operations pit that will become Olympic Village Station and will be completed in the spring of 2008. The tunnels were driven with a 6m diameter Earth Pressure Balance Tunnel Boring Machine (EPBM) and lined with 250mm thick, 5.3m diameter precast concrete segments. Seven hundred and fifty meters of each tunnel were driven through glacial and interglacial deposits of sand, silt, and clay with granitic boulders. The paper discusses the challenges faced in negotiating these soils which contained unforeseen geological conditions. These conditions were overcome by developing a systematic approach to Risk Management that included thorough risk assessments, regular risk management meetings with the participation of two of the world?s leading EPBM experts, Professor Eisenstein and Professor Kovári, and by the ability of the construction team to effectively analyze and mitigate problems.

Jan 1, 2008

"With up to 2,300 m (7,545 ft) of rock on top of it, the Gotthard Base Tunnel, which is scheduled to go into regular operation in December 2016 in the Swiss Alps, is not only the world’s longest, but also the deepest railway tunnel ever built. Accordingly, the temperatures in the tunnel are very high, with the surrounding rock expected to reach 45° C (113° F) once the tunnel is fully operational. Since unrestricted rail operations are only permitted in temperatures of 40° C (104° F) or less, the heat has to be controlled with suitable equipment. Large fans developed and built especially for this application by TLT-Turbo GmbH provide fresh air for regular operations as well as during maintenance and repair work. Separate fans ensure that the emergency exits are properly ventilated in case of fire. In addition to coming up with a technical solution that could handle the special challenges of this project, the engineers and planners had to develop detailed preliminary plans as well as a sophisticated logistics and installation concept.The Gotthard Base Tunnel consists of two 57-km (35-mile) long tubes, one in each direction. Including all connecting and access tunnels, the entire underground system measures 152 km (95 miles). At Faido and Sedrun, at approximately 16 and 36 km (9 and 23 miles) respectively, two multifunction stations were built that cut each of the two tubes into three sections of roughly equal length. Here, trains can make emergency stops and change tracks, if necessary. This is also where eight large axial fans made by TLT were installed that exchange the air, i.e. they extract a certain amount of heated air and inject the same amount of cool fresh air a few hundred meters further down the train tracks. In addition to the four exhaust and four supply fans, 24 so-called jet fans were installed along with associated components like silencers, shut-off dampers, drives and lubrication systems from TLT.In addition to exchanging the air, these fans are used to enable maintenance and repair operations in the tunnel. Current plans call for blocking each tunnel tube for one night per week in order to perform preventive maintenance work, thus enhancing the tunnel’s overall functionality and availability. During these hours, many people will be in the tunnel who require fresh air. “One of the major criteria for winning this bid was the fans’ ability to quickly switch between a wide-range of modes. TLT fans are among the best in the world in this regard,” said Andreas Kuhn, TLT’s project manager for the Gotthard Base Tunnel, about the selection of his company’s fans for this project."

Dec 1, 2016

By Antonio Raschillà

On the 2nd of June 2007 SELI S.p.A. started the excavation of Beles Tailrace Tunnel (Ethiopia). The new 8,07 m diameter DS Universal TBM utilized for the tunnel excavation was manufactured by SELI S.p.A. and allowed the installation of 30 cm thick concrete lining, contemporaneously with the excavation of 7,200 m of tunnel. The greatest part of the tunnel alignment was excavated in hard and sound basal-tic rocks. The paper describes the main steps of the tunnelling operations which led to a remarkably rapid excavation, with a peak production of 36 m / day and a final break-through achieved 46 days ahead of the contractual deadline. Furthermore the paper describes the work and logistic organization that was set up to efficiently perform the mechanized excavation in the very remote area of the project.

By M. Soya, M. Imazu, Ö. Aydan

"SUMMARY Taru-Toge tunnel is being constructed using drilling-blasting technique as a part of expressway project connecting Shin-Tomei Expressway and Chuo Expressway at the boundary of Shizuoka and Yamanashi Prefectures in the Central Japan. The maximum overburden is about 400 m. The authors have been carrying out a monitoring program to measure dynamic and multi-parameter responses of tunnel during and soon after the blasting operations using a multi-parameter monitoring system (Acoustic Emissions (AE), Electric Potential (EP), Temperature (T), Humidity (H) and Air Pressure (P)) and stand-alone type compact accelerometers developed by the first author. The measured response involves dynamic vibrations and other measurable parameters caused by blasting as well as by stress-redistribution around the tunnel face. This is one of the first attempts in the world to measure the response of rock mass caused by blasting at a very close vicinity of the tunnel face. In this paper, the authors present the outcomes of this unique monitoring study on the dynamic responses of the Taru-Toge tunnel during excavation and discuss their implications in actual applications. INTRODUCTION The real time monitoring of the stability of tunnels are of great importance when tunnels are prone to failure during excavation such as rockbursting or squeezing (i.e. Aydan et al. 1993, 2001). Experimental studies by the authors showed that rock indicates distinct variations of multi-parameters during deformation and fracturing processes (i.e. Mizutani et al. 1976; Aydan and Daido 2002; Aydan et al. 2003, 2011). These may be used for the real-time assessment of the stability of rock structures. An application of this approach was done to the Taru-toge tunnel a part of expressway project connecting Shin-Tomei Expressway and Chuo Expressway at the boundary of Shizuoka and Yamanashi Prefectures in the Central Japan (Imazu et al. 2015). The parameters measured involve electric potential variations, acoustic emissions, rock temperature, temperature and humidity of the tunnel in addition to the measurements of convergence and loads on support members during the face advance."

Jan 1, 2016

By Marco Aurelio Piangatelli, Massimiliano Bringiotti, Ferdinando De Angelis

"The construction of the three connecting tunnels between the east side and the west side of station C13, adjacent to the Vistula river, has a long and complex history, as they cross beneath one of Warsaw’s main road arteries (Wislostrada). After the attempt to excavate the first tunnel, the face of the tunnel collapsed on the night of August 13, 2012, and a volume of about 10,000 cubic meters of liquid mass (water, silty soil and sand) entered and flooded the west side of the station, which was filled with more than seven meters of material. Fortunately, the workers managed to escape, but machines and equipment were lost. This is the story of how the tunnels were completed, by adopting soil improvement, jet grouting, GRP bars, ground freezing and a careful choice of work steps. INTRODUCTION The Centrum Nauki Kopernik station on Line II of the Warsaw Underground is located alongside to the Vistula river (Figure 1). This station hereinafter is referred to as station C13.The station consist of three parts: the east and west part, and three connecting tunnels 40 meters in length with a large cross section (170 m2).. It includes the rails along the sides and the platform along the centre. The reason for the underground connection of two shafts with a tunnel is due to the presence of a road tunnel (Wislostrada, hereinafter called WS), which must be underpassed by the new metro line (Figure 2).The existing tunnel (Wislostrada) was built many years before, between diaphragm walls, and some foundation structures interfere with the underground tunnel. The challenge was to build the connectors without stopping the traffic of vehicles along the highway above. All works took place in very difficult geological and groundwater conditions due to the presence of Vistula alluvial deposits with poor mechanical characteristics. The soil profile consists of relatively loose sands on top, and silts overlying high plasticity Pliocene clays highly disturbed by the effects of the repeated over-sliding of glacial moraine deposits."

Jan 1, 2016

By Kevin Fitzpatrick, Carmen Scalise, Patrick Jensen

"The Metropolitan Water Reclamation District of Greater Chicago (MWRDGC) owns and operates the Tunnel and Reservoir Plan (TARP) system which was adopted in 1972. TARP is a network of 110 miles of deep tunnels and ultimately 3 large reservoirs to combat waterway pollution and flooding within a 350 square mile area served by combined sewers. The original TARP concept included additional tunnels to convey CSOs from the largest storms to the reservoirs. With the initial TARP tunnels complete and the reservoirs nearing completion, MWRDGC commissioned hydraulic and hydrologic modeling studies to analyze the benefits of additional conveyance tunnels. These updated studies optimized the configuration of additional tunnels considering integration with potential future local sewer system upgrades. The alternatives considered several routes of 25, 30, and 35 foot diameter tunnels, ranging from 10 to 18 miles. Alternatives were analyzed based on projected reductions to basement flooding compared to the relative costs. TUNNEL AND RESERVOIR PLAN After World War II the Chicagoland area underwent rapid growth and development. With the Metropolitan Water Reclamation District of Greater Chicago's (MWRDGC) service area becoming increasingly impervious, the flat Chicago landscape was increasingly at risk of significant flooding. In the mid and late 1950's, Chicago experienced multiple extreme storm events that had significant impacts on the city and generated the momentum necessary to initiate what would ultimately become one of the world's largest civil works undertakings. In 1957 a Flood Control Coordinating Committee was formed, consisting of representatives of the MWRDGC, Illinois Department of Public Works, Cook County, and the city of Chicago, to review various plans and develop recommendations for a course of action. With more than 50 alternative concepts being identified, the Tunnel and Reservoir Plan (TARP), which itself is a composite of various alternatives, was adopted the by the Metropolitan Water Reclamation District of Greater Chicago (MWRDGC) in 1972. The need to adopt a long term plan was further influenced by the Clean Water Act, which was enacted only 8 days prior."

Jan 1, 2016

By Werner Bilfinger, Claudio Nahas, Marcelo Waimberg

"INTRODUCTION The so called Porto Maravilha Project consists of the re-urbanization of a 500 ha area in the Rio de Janeiro port region. Several changes in local infrastructure are being implemented, including a significant change in the road system, with the demolition of the former “Via Perimetral” viaduct and construction of 4 new tunnels: • Saúde tunnel - 35 m long (Waimberg et al, 2014); • “Binária tunnel” - 1012 m long; • “Via Expressa” twin tunnels - 1850 m long each way. The tunnels were excavated almost completely in rock using conventional drill and blast methodology and only some short stretches in weathered rock, associated to faults zones, residual soils and marine sediments close to the tunnel portals. During excavation of access shaft and “Via Expressa” and “Binária” tunnels significant ground settlements as well as settlements of buildings founded both on shallow and deep foundations were measured. These values could not be associated to conventional tunneling induced settlement troughs. This paper focuses on the “Via Expressa” tunnels, presenting a brief description of the project as a whole, its geological and geotechnical background, monitoring results, and a discussion of possible causes of the measured settlements. PROJECT DESCRIPTION The Porto Maravilha Project is an integrated multidisciplinary action on behalf of the Rio de Janeiro city council with support from the State and Federal Governments. In addition to creating new conditions for working, housing, transport, culture and leisure for the resident population, it also promotes expressive economic development in the region (Portonovo, 2015). Porto Maravilha Project is carrying out actions for the recovery of the region’s historical heritage, as well as promoting the population´s social and economic development. One of the main benefits of the Porto Maravilha Project is the construction of the new traffic system in the port area, consisting of the Express and Binário roadways. The new project, which will replace the current Perimetral Rodrigues Alves viaduct system, will increase traffic flow capacity by 27%."

Jan 1, 2016

By Cheng Ang, Yun Bai, Zhi Liu

"This paper presents a conceptual design of an innovative tunnelling method named the Ring Pipe Jacking Method (RPJ) which is conducted by the Ring Pipe Jacking Machine (RPJM). The RPJM consists of a double ring shell which forms a ring section where small interlaced cutter heads or several micro tunnelling machines are assembled to cut soil. Similar to the conventional pipe jacking method, the RPJM also needs a thrust system, a slurry transport system, and a control system. To satisfy the need for large/super large or special section tunnels in future, the RPJM is designed to reduce sharply the excavation face to the annular section, thus enhancing the face stability. Part of the innovation is that the RPJM uses modular cutter heads or micro-TBMs which can be reused. The typical double shield shape can be easily changed by reinstalling the modular cutter heads. Modularity allows the tunnel to be cut in any cross-section shapes, ranging from a circular tunnel to a rectangular one. INTRODUCTION The demand and requirement to utilize urban underground space is rising with the rapid social development in recent years. It is necessary to reduce excavations of the urban ground surface to ensure smooth traffic in cities. Therefore the conventional open cut construction method for underground tunnels can no longer satisfy the need of practical engineering, and it is taken over by trenchless technologies .The Pipe jacking method is an important trenchless technology and is used more and more frequently to install underground pipelines, but the present pipe jacking method still has many problems. For example, it is not suitable for installing large-diameter tunnels and it also has difficulty in construction of short radius curved tunnels. This paper presents a conceptual design of an innovative pipe jacking machine named the Ring Pipe Jacking machine (RPJM) and introduces the correspondent Ring Pipe Jacking Method (RPJ) which can be applied to construct large-diameter tunnels. Furthermore, technical characteristics and superiority of the ring pipe jacking method are analyzed in this paper."

Jan 1, 2016

By S. N. Chadha

INTRODUCTION The work described here refers to the Genesee River Interceptor Southeast Project. This project is a part of the Combined Sewer Overflow Abatement Program, Phase I, for the Rochester Pure Water District, Rochester, New York. Our contract required the design of a 13,200-feet long main tunnel, 14 feet finished diameter, approximately 100-120 Feet below ground; drop shafts and diversion tunnels to deliver surface flow to the main tunnel; a gate chamber whereby the main tunnel is dropped 35 feet, and provision made for connection to the future tunnel in Phase II, as well as a host of other surface structures. Cross sectional dimensions for the structures involved varied from 16 feet circular to a 20'x50' horseshoe, in a competent rock formation consisting of Lockport Dolomite and Rochester Shale. In the construction of a rock tunnel, the problems of the tunnel designers are as follows: 1. To evaluate stresses in the rock as a result of excavation. 2. Design a temporary support system to prevent any rock failure during the period of construction. Design of this temporary support system is empirical. Design loads given by empirical relations are dependent upon the rock quality and size of opening. Temporary support system may either be steel frames closely spaced along the length of tunnel and tied together, in the case of poor rock, or, an even spacing of rock bolts in the case of competent rock. 3. Design a final lining for the service loads. Service loads, in our case of a water-carrying tunnel, are hydrostatic pressure due to ground water, deadweight of lining) pressure of contained water and time dependent rock loading. The constitutive properties of the rock are extremely complex because of discontinuities, pre-existing stresses due to overburden, material symmetries and changes of initial state associated with the process of excavation. The changes of initial state may be changes of stress fields along with the consequent yield of the material or the extension of existing discontinuities.

Jan 1, 1977

By Lindsey Schneider, Steve Kirk, Michael Miglioretti, Jeffrey P. Kolzow, Kyle White

The US17 Spring/Fishburne Drainage Improvements Project utilizes a stormwater conveyance tunnel system of approximately 8,250 LF. The tunnel system includes two intersecting tunnels of differing diameter at a 40-degree angle. The intersection was constructed in soft-ground conditions. This paper discusses the design, geotechnical concerns, initial ground support, and final lining construction. The tunnels utilized two soft-ground TBMs excavated at 15 ft and 11 ft with ribs & lagging initial support. The final lining consisted of unreinforced and reinforced cast-in-place concrete with polymer fibers. Concrete final lining was successfully completed in March 2020.

Jun 13, 2021

By Bernd Hagenah, Petr Pospisil, Colin Santangelo

This paper explores the profound implications of high-speed train operation on tunnel planning, specifically investigating ongoing high-speed rail projects in California and Texas. The paper delves into the crucial considerations for designing high-speed rail tunnels, including selecting tunnel sections based on aerodynamic factors, which impacttraction power requirements and pressure comfort. The paper also examines the need for emergency stations, maintenance access, and comprehensive safety and rescue concepts to address train incidents. Drawing from international high-speed rail projects, it shares valuable experiences and lessons learned to promote efficient and secure tunnel designs for high-speed train operations.

Jun 23, 2024