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By Takeshi Shinohara

It is a great honor and pleasure for me as President of the Japanese Tunnel Association to send greetings to the 1974 Rapid Excavation and Tunneling Conference. Recently in Japan, the Japanese Tunnel Association was established as recommended by the OECD Advisory Conference on Tunneling. This is a central organization concerned with tunnel construction consisting of government authorities, universities' research institutes and construction firms as well as manufacturers of relevant materials and equipment. As I was chosen the first president of the newly-established Japanese Tunnel Association, I would like to avail myself of this opportunity to announce to you its establishment and its earnest wish to contribute to the development of tunneling technique not only in our country but also all over the world. At the same time, I cordially request your friendship and cooperation for the benefit of further development of tunneling techniques on both sides of the Pacific. At present, many tunnels are under construction in Japan. The total length of tunnels under construction for railways and highways is about 600km including the 54km Seikan Undersea Tunnel which connects the Main Island and Hokkaido. Naturally, for construction of such tunnels in Japan, we have introduced much equipment and technique from the United States and other foreign countries. Now with accumulated experience, we are confident to be able to furnish various useful information concerning tunnel construction.

Jan 1, 1974

By Yohan Cha, Eun-soo Hong, Gye-Chun Cho

"Rapid population growth and scarcity of space have led many developed cities to bury supply facilities. In line with this, utility tunnels have been employed in Korea since the 1970s. However, approximately 70% of structures were installed more than 20 years ago, in response to the issue of ageing, tunnel enlargement has been proposed. The aim of this study is to investigate geo-mechanical behavior due to tunnel enlargement. Tunnel enlargement methods have been researched to suggest a optimal method. A finite element analysis is conducted to evaluate ground behavior by the expansion of internal space. Vertical displacement and settlement trough width are investigated according to ground stiffness and different enlargement size. It was determined that displacement is affected by the enlargement size and ground stiffness. Based on the deformation results obtained from the numerical analysis, it is possible to predict ground behavior and stability upon tunnel enlargement. INTRODUCTION Various infrastructures such as electric lines, communication lines, gas pipes, and water pipes are jointly accommodated by utility tunnels. These utility tunnels improve the aesthetics of urban areas and help ensure stable supply. The first utility tunnel in Korea was adopted in 1978 and new tunnels are still being installed with the development of new suburb cities. Nevertheless, about 70% of the utility tunnels were installed over 20 years ago and they are still being used through ongoing repair. Moreover, 90% of utility tunnels were installed before 1995. With aging of the nation’s utility tunnels various problems such as concrete deterioration and scarcity of capacity have arisen. As solution, reconstruction has been considered. Reconstruction can enlarge space and improve the performance by replacing existing structures. For reconstruction, two routes have been proposed: underground excavation and cut and cover. In order to avoid traffic problems caused by road occupation and civil appeals during construction projects, underground excavation is the more attractive option. Tunnel enlargement methods have been classified (Seo et al., 2008; An et al 2013) and major considerations during tunnel enlargement have been outlined (Beak et al., 2007). Enlargement construction cases on road tunnels around the world were introduced (Kim et al., 2012) and the deformation curve during tunnel expansion was proposed to investigate the range of protection that should be offered (Kim et al., 2008; Beak et al., 2011). However, tunnel enlargement technology is limited to road tunnels and railway tunnels. Hence, a study on shallow box tunnel enlargement is required for practical application."

Jan 1, 2016

By Charles S. Robinson

INTRODUCTION Geology, the science of the earth, is the fundamental science in the construction of a tunnel. The approximate site of a tunnel is determined by its purpose. The geology of the tunnel site will determine the cost--or feasibility of a tunnel--the specific alignment to accomplish the purpose of the tunnel, the design of the tunnel (within the limits of the purpose of the tunnel), and the methods of construction. The more accurately the geology of a proposed tunnel can be depicted, the more accurately can the cost of a tunnel be estimated. The factors that should be defined for tunnel design and construction are the physical characteristics of the material in which the tunnel is to be constructed. The physical characteristics of the material are determined by the genesis of the material, and subsequent geologic processes that have affected the material. The geologic materials in which tunnels are constructed can be broadly classified as unconsolidated and consolidated. The unconsolidated materials include chiefly deposits of recent geologic time that occur near the surface. Because these deposits occur near the surface, and tunnels constructed in them will be at shallow depth, methods of physical exploration such as geophysical methods, trenching, and drilling will give more data at relatively low cost--therefore the physical exploration is generally, or should be, quite extensive--and the

Jan 1, 1997

By William H. Hansmire

The Modified Detroit River Outfall No. 2 (MOD DRO-2) will discharge treated wastewater to the Detroit River. Construction of a 6.4-m-diameter, 1.9-km-long tunnel was halted in 2003 by flooding during tunneling with an open face hard rock TBM. A new design for a higher rock tunnel, a ?Modified? design, was completed in 2007 and Notice to Proceed to the tunnel contractor was given in November 2008. Project duration is four years for completion of tunneling and start of outfall tunnel operation. This tunneling project has high groundwater pressure (5 bar), pervious limestone rock of up to 140 MPa (20,000 psi) strength, and hydrogen sulphide in the groundwater. The new tunnel will be connecting to access shafts and outfall diffuser riser shafts previously built for the now-abandoned tunnel. The new tunnel design construction contract, and initial planning to use a pressurized-face (slurry) hard rock TBM are presented.

By Luiz Roberto Amaral, Peter Frobenius

Construction of the first phase of the Sao Paulo Metro, the North-South Line, will be completed late in 1974. The downtown section of this line consists of 2.2 miles of 19.6-foot diameter soft ground tunnels and 3 subway stations. The entire tunnel - station package was let to one contractor. A plan and profile of the tunnels and stations is shown on Figure 1. Passage of the tunnels under Boa Vista Street in the Sao Paulo Financial District was one of the major challenges. The street is only 50 feet wide from building line to building line and flanked by 10 to 20 story buildings. The tunnels pass within 4 feet of adjacent footings. Further south, the tunnels run 13 feet below the flat foundations of the Caixa Economica, a massive 11 to 14 story building. Surface settlement had to he limited to less than .07 feet/tunnel and good face control and grouting procedures were essential. For this reason, full face cutting wheel tunneling machines were selected to drive the tunnels south of the Access Shaft Prestes Maia which included Boa Vista Street and the Caixa Economica. The tunnels north of the Access Shaft Prestes Maia were driven under a fairly wide Avenue and greater settlements were permitted. Open face shields were selected to drive these tunnels. Most of the work has now been completed and analyzed. Here are some of the results - Careful planning and execution of tunneling procedures kept surface settlement over the tunnels below a magnitude of .05 feet, allowing tunneling adjacent

Jan 1, 1974

By Djavid Mohammad

Over the next several years, the storage capacity of the Metropolitan Water Reclamation District of Greater Chicago?s Tunnel and Reservoir Plan will be increased by 14.8 billion gallons through the addition of two large off-line reservoirs: the McCook and Thornton Reservoirs. The Thornton Reservoir will be constructed at the terminus of Calumet TARP System. The constructed TARP system will be connected to the Thornton Reservoir via connecting tunnels and gates systems. The connecting tunnels will comprise of: an upgradient transition tunnel, steel lined bifurcated tunnel for conveyance and control of flow, downdradient transition tunnel, and energy diffuser at tunnel portal. A large, approximately 250-foot-long, 69-foot-wide, and 40-foot-high, rock cavern will be excavated at an average depth of 320 feet to house the bifurcated tunnel system and associated six large control gates, each 12.5-ft by 28-ft wheel gate. Presented in this article are discussions about the TARP system, the Connecting Tunnels and gates Project, regional rock conditions, evaluation of reservoir?s wall stability for evaluation of tunnel penetration, and design challenges facing during design of the: rock cavern hosting the bifurcated tunnel system and gates and associated tunnels and shaft.

Jan 1, 2008

By Peter Kolitsch, Galyn Rippentrop

INTRODUCTION On April 14, 1994, the joint venture of Kiewit Construction Company and Kenny Construction Company was awarded a 76 million dollar contract for the construction of the New Hampshire Avenue Tunnels in Washington D.C. The Notice to Proceed was given on May16, 1994 and scheduled completion is September 1997. This project is one of five contracts for the Mid-City E Line as part of the Washington Metropolitan Area Transit Authority (WMATA)Greenbelt Route. Once completed, the Mid-City E Line subway tunnels will connect service between the U Street-Cardozo and Fort Totten stations (See Figure 1). The New Hampshire Avenue Tunnels project consists of approximately 6800 feet of twin single track subway tunnels, three vertical shafts, associated utility work and comprehensive restoration work. Section E4b involved two methods of tunneling along the project alignment. The first method consisted of the well known soft ground open face shield driven tunnel and the second method consisted of tunnels driven using the New Austrian Tunneling Method (NATM) . The NATM section of twin tunnels begins at the Buchanan Vent Shaft and proceeds approximately 2630 feet under Rock Creek Cemetery, including the Farragut Emergency Access Shaft and connects approximately 390 feet beyond to the existing Fort Totten running tunnels (See Figure 2). Special considerations had to be given to the portion of the tunnel alignment which passed beneath Rock Creek Cemetery. The analyses and subsequent selection of the tunnel support system were based on anticipated geological conditions and the sensitive tunnel alignment. The New Hampshire Avenue Tunnels project was the second soft ground NATM project in Washington D.C. The first, by no coincidence, was completed at the adjacent Fort Totten Station and Running Tunnels Project by Mergentime/Hochtief, AJV. Currently, on a nearby WMATA jobsite, the J.F. Shea Construction Company has started a third NATM soft ground tunnel. Tunnel support systems were studied with respect to three tunneling methods: •A one-pass system consisting of a bolted precast concrete segmental lining •A two-pass system consisting of an unbolted precast concrete segmen

Jan 1, 1997

By Randall C. Divito, Craig R. Eckdahl, Bruce D. Wagener, Joseph Klejwa

The existing Central City Tunnel was built primarily in the 1930s with a small portion as old as the 1880s. It conveys stormwater in downtown Minneapolis. It is a 4,400-ft long tunnel located 80 feet underground. The Central City Tunnel has experienced surcharging and surface overflows during heavy rainfall events. This paper presents the details of tunnel and shaft design for the new Central City Parallel Tunnel to mitigate the overflows. The design considered hydraulics and geotechnical engineering for the structural geologic conditions including the weak Saint Peter Sandstone and overlying strong Platteville Limestone. Ground conditions resulted in tunnel designs including large flat-back box tunnels and unique cathedral-shaped tunnel sections.

Jun 13, 2023

By Dan Ifrim

Soft ground tunneling poses major challenges to the underground industry. Most of soft ground tunnels are in highly urbanized areas, often include limited cover, and include a strong trend of increasing diameters. Therefore, soft ground tunneling works can sometimes cause inevitable ground movements and settlements that may lead to damages to adjacent buildings, roads, structures or utilities; many of these being “lifeline” infrastructure assets. Tunneling operations, Tunnel Boring Machine (TBM) advance rates, and face pressure control can significantly increase or decrease such risks, depending on how well the TBM and operational parameters are applied to the ground conditions. Additionally, the risks of impacting existing infrastructure are heightened in many parts of North America because of cobbles and boulders. To date there is no standardized guideline that determines appropriate tunneling rates nor operator’s guidelines, to ensure safe tunnelling in soft ground. The paper analyzes tunneling records from completed soft ground tunnels to determine a relation between ground conditions, tunnel cover, TBM cutters maintenance and TBM advance rates. The records are discussed to draw several mitigation measures to be adopted during tunnelling, to reduce risks of settlements, over excavation or sinkholes.

Jun 13, 2021

By B. Oraee

Tunnels as any other structures are affected by different loads and stresses. Generally, the loads on tunnels consist of both static and dynamic loads. These loads must both be considered in the tunnel design process. In this paper, the stability state of Jiroft water-transform tunnel is evaluated. Firstly, the in-situ stresses and then using Kirsch?s equations the induced stresses due to static loads in walls and crown of tunnel are calculated. Consequently, the strain caused by probable earthquake without considering the interaction between the concrete lining of tunnel and rock mass using seismic analysis is calculated based on free-field deformation. When the strain is determined, the simplified method of closed-form solution, Wang?s equations and Penzien?s equations are used to estimate the applied forces on the tunnel due to earthquake such as axial force and bending moment on a tunnel section taking into account the interaction of the tunnel concrete lining and rock mass. Results of this study show that the loads applied to the tunnel as a result of earthquake waves can be affect the stability of underground structures, especially long structures such as tunnels.

Jan 1, 2011

By Dong-mei Zhang, Feng Zhang, Hong-Wei Huang, Qiang Huang, Bin Ye

"1. INTRODUCTION Nowadays, many cities around the world have constructed metro tunnels to alleviate transportation pressure from rapid urbanization. In soft soil areas, metro tunnels are usually constructed by shield-tunneling method due to its high efficiency and little disturbance to environment. However, the tunnels may show significant post-construction settlement after several years of operation. Take Shanghai Metro line 2 for example, the maximum longitudinal settlement reached 160mm after ten years of operation, shown in Figure 1. When analyzing varying factors that contribute to the long-term settlement of tunnels, the effect of cyclic loading from train vibration is rarely taken into consideration for most researches only focus on the influence of leakage problems in the tunnel while neglecting train vibration induced leakage and resulting settlement. It’s true that metro tunnels from shield-tunneling method are prone to have leakage problems due to the special structural configuration. Furthermore, trains move hundreds of times inside the tunnel every day, which inevitably will cause accumulation and dissipation of excess pore pressure. When the excess pore pressure dissipates, tunnel settlement induced by train vibration occurs(Deng F H, 2007). Although researchers (Zheng et al., 2005; Wongsaroj et al., 2007; Mair, 2008; Shin et al., 2012; Zhang et al., 2012, 2015) conducted extensive numerical analysis on the relationship between tunnel settlement and relative permeability of tunnel to surrounding soil by treating tunnels as permeable media, their attention was only paid to the tunnel settlement from reduction of hydrostatic pressure in the ground, rather than from the dissipation of excess pore pressure generated by train vibration. Therefore, the influence of train vibration on the long-term settlements of metro tunnels is still not clear."

Jan 1, 2016

By William A. Prosser, Kyle R. Ott, Philip Rice

"INTRODUCTION The existing Baltimore and Potomac (B&P) Tunnel accommodates Amtrak (National Railroad Passenger Corporation) and MARC (Maryland Rail Corporation) service between Baltimore, MD and Washington, DC and occasional local freight service. The Baltimore and Potomac Tunnel Replacement Project proposes new tunnel construction through Baltimore, Maryland along the Northeast Corridor (NEC) that maintains connections to Baltimore Pennsylvania Station. After the Replacement Project is constructed and operational, the disposition of the existing tunnel must be determined. The tunnel could be abandoned; however, considering its location in a congested downtown, alternative uses have been considered to take advantage of this unique piece of infrastructure by repurposing it. Alternative uses for the existing 140-year-old B&P Tunnel may end up being cost effective and should be considered, as the tunnel can be made accessible to construction crews for extended periods of time that will allow for efficient work activities unlike when it is fully operational. Possible alternatives include conversion for non-rail use, rehabilitation, or complete modernization for continued rail traffic. The following paper describes the four potential fates of the conceptual designs for the existing B&P Tunnel. The four concepts include: • No Build – rehabilitate to keep the tunnel operational. • Abandonment – complete or partial sealing of the tunnel. • Adaptive Re-Use –repurpose the tunnel with sustainable building practice. • Full Rehabilitation and Modernization – bring to current fire-life safety aspects. Of the four concepts, only the no build addresses maintaining the tunnel while it is under traffic. The remaining fates address the existing tunnel after the new tunnel is operational and railroad traffic has been diverted to it. Development of these conceptual designs were provided in a concept design study (Parsons Brinckerhoff/Parsons, 2015) that supports the National Environmental Policy Act (NEPA) review process for the Project, which includes evaluation of possible alternative uses of the existing B&P Tunnel."

Jan 1, 2016

By John Newby, Edward Kennedy, Ulf Gwildis

Alluvial deposits of major rivers often provide relatively uniform tunneling conditions. However, these conditions pose specific challenges due to the tunneling behavior of the granular soils as flowing ground, if unsupported. This paper describes the design considerations and construction experiences gained during the Tunnel Boring Machine (TBM) drives for the Annacis Island WWTP New Outfall System in the Vancouver, B.C. metropolitan area. Meeting the design criteria for connecting two (2) deep on-land shafts with an in-river riser manifold required advancing a 5-meter-diameter slurry TBM through the Fraser Rivers sands and at a tunnel invert elevation with a baseline hydrostatic head of 3.4 bar.

Dec 1, 2022

By E. (Walt) van Walsum

The MPTM was first applied in the U.S.A. in 1950 as described by Lewis, W.E., 1951. The method was then abandoned in the USA and rediscovered some 20 years later in France where it was greatly improved and widened in its scope of application. It was subsequently successfully introduced to Italy and Spain. The technique, at its present stage of development, provides solutions to tunneling in soil and in the softer rock types, which often were troublesome geological environments for tunneling. When used in conjunction with drilling-and-blasting, over break, excessive vibration, noise and fissuring of the rock can all be avoided. When used as an alternative to the New Austrian Tunneling Method (NATM), the MPTM provides safe, full face tunneling in stead of multiple headings, excavated sequentially; in addition, surface settlement can be virtually eliminated. When used as an alternative to a TBM, the method's flexibility and low capital cost make it attractive. This attractiveness is enhanced when ground conditions are erratic or when the length of tunnel to be excavated is limited. The method holds promise for tunnels of large cross section, to be excavated in soft ground or rock with unconfined compressive strengths of less than 80 MPa (11 600 psi). While in itself not new, recognition and development of the method's potential are. Further development work, aimed at increasing the range over which the MPTM can be applied, is in progress.

Jan 1, 1993

By Faruk Oksuz, Dave Schiemann, Miguel Sanchez, Patrick Jensen

"The McCook Main Tunnel connects Chicago’s Tunnel and Reservoir Plan (TARP) Mainstream Tunnel to the McCook Reservoir. The tunnel system consists of a 10 m (33 ft) finished diameter and 490-m (1,600-ft) long hard-rock tunnel constructed from a 27.5-m (90-ft) diameter and 92 m (300 ft) deep main gate shaft. The gate shaft houses six high-head 4.4 x 9 m (14.5 x 29.5 ft) wheel gates installed in the bifurcated and steel-lined section of the tunnel. The tunnel also includes portal and energy dissipation structures as it daylights into the reservoir. Construction of the McCook Main Tunnel in live flow conditions was a challenging task for the McCook Main Tunnel Project participants, the project owner U.S. Army Corps of Engineers (USACE), local sponsor Metropolitan Water Reclamation District (MWRD) of Greater Chicago, designer Black & Veatch and contractor Kiewit Infrastructure Co. (Kiewit). Once completed in two stages in 2017 and 2029, the McCook Reservoir will hold 38 billion L (10 billion gal) of combined sewer overflows (CSO) and flood waters from the city of Chicago and 36 surrounding communities in Cook County, IL The construction of the tunnel system was divided into two contracts. The first contract for the gate and construction access shaft was completed in August 2011. The second contract included tunnel excavation and concrete and steel lining that was completed in September 2014; installation of gates and hydraulic cylinders that was completed in June 2017; and the last major construction activity was the removal of a temporary concrete plug (bulkhead) and lining that tunnel section to bring the overall tunnel and gates system online before Dec. 31, 2017.This article focuses on the installation, testing and commissioning of the high head wheel gates. Live tunnel connection details to TARP Mainstream Tunnel were addressed in a previous paper submitted at the World Tunneling Conference in 2016."

Mar 1, 2019

By Roland Arnold, Richard Gradnik, Martin Zeindl

This paper presents the details of the Kramer tunnel project in the Federal State of Bavaria, Germany. This road tunnel, which has been under construction since December 2019, is the key component of the western bypass of the town of GarmischPartenkirchen. Once completed, it will relieve the town’s central district from enormous volumes of traffic. The contractor is the joint venture named ARGE Kramertunnel consisting of BeMo Tunnelling and Subterra. The whole project will be completed and handed over to the project owner, Staatliches Bauamt Weilheim, in 2023. The opening of the entire bypass section including the tunnel to traffic is planned for 2024. The tunnel, with a total length of 3,609 m (2.24 miles) and an estimated cost of EUR 178 million (incl. VAT), is designed as a single-tube, double-lane structure with one traffic lane for each direction of travel. The safety issue that exists for single-tube tunnels is solved by a parallel escape tunnel passable for vehicles. All tunnels and ducts are excavated according to the principles of the New Austrian Tunnelling Method (NATM). In order to reduce the geological risk for the owner, the escape tunnel was supposed to be completed before the design process for the main tunnel ever began. The exploratory tunnel was awarded to a competitor with an separate contract.

Jun 13, 2021

By Brock H. Morrison

One of the major criterion of any mechanised tunnelling operation is to minimize downtime of the tunnelling machine by employing the most efficient muck handling system space and economic factors permit. A tunnelling machine which remains idle during a large percentage of the available shift working time is a luxury no contractor can afford. There are several possible reasons for non-productivity of a tunnelling machine ... the inability of the muck handling system to keep pace with the tunnelling machine on a continuous basis is one major cause. In large diameter tunnels, where several trains or more than one muck hauling unit can operate simultaneously, downtime of the tunnelling machine may be kept to an acceptable level. On small to medium diameter tunnels, 8 feet to 14 feet in diameter, the muck removal support system is normally restricted in capacity, resulting in an excessive tunnelling machine downtime as the tunnel extends from the shaft. There is a need for an efficient, continuous and economical muck removal system for small to medium size tunnels being driven by a hard rock machine. This paper is intended to provide an insite into pneumatic conveying, and explain the Radmark System; its development and utilisation in the tunnelling and mining fields. STATE OF THE ART Pneumatic conveying is the transportation of bulk materials

Jan 1, 1997

By Robin Dill, Wei Song, Andrew Perham, Leo Martin

"AECOM completed a subsurface exploration program for an 18-foot diameter, approximately 4-mile long rock tunnel project in Hartford, CT. The tunnel crosses the regional geologic trend through the middle of a sedimentary basin, passing through four separate rock formations, including two volcanic flows. Faulting is prevalent, with at least 15 faults encountered during the site investigation. Severe artesian flows were also experienced in several of the borings, requiring highly specialized drilling equipment. Sixty-two borings and associated testing were performed to characterize the structural geology, hydrogeology, rock properties and ground conditions. A phased program was carefully planned and implemented with participation of geotechnical and geologic specialists, with thoughtful evaluation along the way to react to the ground conditions encountered, and make appropriate refinements. This paper will discuss the subsurface program details; the integrated efforts used to effectively characterize the ground; and will summarize the final characterization presented in the GBR. PROJECT DESCRIPTION The South Tunnel Conveyance and Storage Tunnel project is part of the Metropolitan District (MDC’s) Long Term Control Plan to address discharges to various water bodies throughout the greater Hartford area. This program includes a main conveyance and storage tunnel; a tunnel boring machine (TBM) launch shaft and retrieval shaft; adit tunnels with associated drop shafts and connection structures; consolidation conduits and manholes; and a tunnel pump station (TPS) at the downstream end of the main conveyance tunnel. AECOM is serving as prime designer for the MDC on this project. The main conveyance tunnel (hereinafter referred to as the “South Tunnel”) will be a deep rock tunnel with an invert depth of approximately 180 feet at its downstream end and approximately 218 feet at the TBM retrieval shaft. The tunnel will have a finished diameter of 18 feet. The tunnel will rise in grade at a slope of 0.1 percent to its upstream end. Total invert depth along the deep tunnel alignment ranges from about 180 ft. to as high as 320 feet. The total length of the tunnel will be 21,754 feet. The South Tunnel will be constructed using a shielded TBM and fully lined with pre-cast concrete segments."

Jan 1, 2016

By Takayoshi Otsuka, Taher Elsamni, Ashraf Bou-Krisha, Takaya Takimoto

"INTRODUCTION Tunnel is a closed space structure and it is necessary to ensure the sufficient time and route for safe evacuation for the tunnel users in case of a tunnel fire. In order to do so, damages and collapse of the tunnel linings and the secondary disasters can be avoided. Furthermore, the road tunnel is one of important infrastructural facilities and stopping its function for a long time for a tunnel fire could cause a great economic loss. Therefore, the tunnel structure shall be the one which can be repaired as soon as possible, and the fire protection methods need to be selected among those which enable the service to start as early as possible. The necessity of the fire protection works is evaluated for the tunnel structure with the consideration of the expensive tunnel construction cost and the economic effects of the tunnel service. Naturally, the fire protection works, which can protect the tunnel linings from the tunnel fire with small repairs, are inevitable. Design engineers of the fire protection works estimate the scale of fire from the degree of damages on the linings and its repair cost, the effect of fire extinguishers placed inside of the tunnel, the secondary disasters in accordance with the tunnel lining damages if any, and the ratio of fire protection cost calculated from tunnel operation cost. Based on this information, the engineers design the fire protection works according to the permissible limits Among the design cases of the tunnel fire protection in Japan, as shown in Table 1, there is no cases that used the fire temperature-time curve to design the fire protection works for large fire caused by vehicles catching fire. However, the most of cases used 30-60 minutes for fire duration based on the entry prohibition of dangerous goods carrying vehicles or the effect of early fire fighting. This paper will study the variation between different methods used for fire protection in road tunnel in Japan to evaluate them and try to found some recommendations. Especial l care will be attention to Polypropylenes (PP) which is starting to be applied lately."

Jan 1, 2016

By Bernd Hagenah, Katie Theis, Cristina Lauzon, Petr Pospisil

Lidding over or tunneling existing transportation infrastructure is currently under review in several U.S. cities. The main reasons for this are the use of the created space for urban development, the reduction of noise and exhaust fumes for the residents, and, thus, a significant increase in the quality of life. The main aspects to be considered during the planning process are (1) total investment and operational costs, (2) impact of construction works on current traffic, (3) safety and fire protection, and (4) socio-environmental issues. The paper presents some basic planning principles, and experiences of recent urban highway coverages are shared.

Jun 23, 2024