地铁隧道施工外文文献翻译
地铁隧道毕业设计外文翻译
外 文 翻 译
年 级: 2005 级 学 号:20057375 姓 名: 黄 磊 专 业:铁道工程 指导老师: 钟新樵
2009 年 6 月
西南交通大学本科毕业设计(论文)外文翻译
第1页
【原文】
A study on underground tunnel ventilation for piston effects influenced by draught relief shaft in subway system
西南交通大学本科毕业设计(论文)外文翻译
第3页
Cm
For air inflow,
AvVv Qb AV Qc
(1)
Cm K i
For air outflow,
ቤተ መጻሕፍቲ ባይዱAv A
Cp Cps
(2)
Cm K o where A Av Cm tunnel area (m2) relief shaft area (m2)
CΔHi Ki, Ko Qb, Qc
entrance loss at the bottom of relief shaft empirical constants for inflow and outflow air flow volume rate through relief shaft and upstream(or downstream) (m3/s)
Chi-Ji Lin, Yew Khoy Chuah, Chia-Wei Liu
Abstract
This is a study on underground tunnel ventilation for piston effects influenced by draught relief shaft. Field measurements of transient air movement in the draught relief shaft for a typical Taipei underground subway station were taken under winter and summer conditions. It has been found that the air in the draught relief shaft has a maximum of 2 m/s, and on average lies between 0.7 and 1.1 m/s. This study defines an index ηPE, for evaluating the efficiency of tunnel ventilation by piston effects. This index can be used to analyze the piston effects due to different shaft length and sectional area. The measurement results show that the train piston effects are effective only for certain shaft length and operating conditions. This study also used the authoritative SES computer program to simulate the piston effects. The simulation results for inflow and outflow velocity profile are almost consistent with the measurement. The shaft sectional area was also investigated and has been found that a larger sectional area resulted in larger volume flow rate, but the percentage increase is less than the percentage increase in the sectional area. This will result in smaller air velocity in shaft and less effective air exchange between the tunnel and the outside ambient. It also has been found that length of the draught relief shaft is more so an important design parameter for efficient air exchange by piston effects for underground subway systems. It is suggested here that the design of the draught relief shaft has to consider requirements including ηPE, pressure loss and noise.
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.。
城市地下铁道连拱隧道群施工技术研究英文翻译
城市地下铁道连拱隧道群施工技术研究英文翻译Research on Construction Technology of Continuous Arch Tunnel Group in Urban SubwayKeywords: urban subway, continuous arch tunnel group, construction technology1. Introduction2. Tunnel Excavation Technology2.1 Cut and Cover MethodThe cut and cover method is widely used in the construction of continuous arch tunnel group in urban subway. This method involves excavating a trench, constructing the tunnel inside the trench, and then covering the trench. The advantages of this method include easy construction, good stability, and less impact on the surrounding environment. However, it requires a large amount of land acquisition and is not suitable for densely populated areas.2.2 Sequential Excavation Method3. Support Technology3.1 Bolt SupportBolt support is an important technology in the construction of continuous arch tunnel group. It involves drilling holes into the surrounding rock or soil, and then inserting bolts tostrengthen the support. This technology can effectively reduce the deformation of the tunnel and ensure the stability of the surrounding environment. It is suitable for various geological conditions and has been widely applied in urban subway construction.3.2 Shotcrete Support4. Construction Methods4.1 Top-Down ConstructionTop-down construction is a widely used construction method in the construction of continuous arch tunnel group. This method involves excavating the top part of the tunnel, constructing the supports, and then excavating the bottom part. This method can effectively control ground settlements and reduce the impact on the surrounding environment. It is suitable for areas with high buildings or sensitive surface structures.4.2 Bottom-Up Construction5. ConclusionThe construction of continuous arch tunnel group in urban subway is a challenging task due to limited urban space and large passenger flow. This paper systematically analyzes the construction technology of continuous arch tunnel group, including tunnel excavation technology, support technology, and construction methods. The research results provide a theoreticalreference and technical guidance for the construction of continuous arch tunnel group in urban subway. Further research is needed to improve the construction technology and ensure the construction safety of urban subway projects.。
隧道施工外文文献及翻译
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 iswithin 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 own self-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 Methodalmost 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. To this 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 the poor, 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 new highway 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 softrock 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 thengrouting. 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 keepleveling 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 approximately10CM 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) without seepage, 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 and the cost and time period perspective, Shallow Mining Act of open or with the shield are compared with a competitive edge.Chinese engineers from Europe to the introduction of the new Austrian law, and in light of China's situation of the new Austrian law, and related technology expanding means of support, such as, measurement and control technology was further developed. As a new Austrian law an important background shotcrete technology in China has been widely used. With the international situation, in order to resolve the long-troubled people of dust pollution of the environment. Rebound serious and concrete uneven quality of such issues, and is vigorously implementing the wet spray. Recently by the China Academy of Railway Sciences Southwest Branch of the development of a "Rotor-Piston," a new type of jet aircraft. This type wet spraying process, which is to include the machines Mix Concrete Preparation good product mixture, However, material handling is different from the general-pumping wet spraying machine, using thin stream conveyor. Therefore machines compact and easy to use. Has been popularized in this country.It is no exaggeration to say that the new Austrian law implementation has indeed caused a mining method in the construction of the excavation, Construction of the tunnel design, and even the thinking of the major changes. Nevertheless, it should be said that China's implementation of the new Austrian law is not satisfactory. In many works was no lack of examples of failure. In addition to construction management, quality control and technology related to grasp, and other reasons, is the main tunnel engineers sometimes NATM real lack of a proper understanding.For the "new Austrian law," the connotation of the word, people have an understanding of the development process. Just as the term itself - New Austrian Tunneling Method expressed in the , the new Austrian founder of the first as it is with a new supporting the tunnel construction method proposed. It was subsequently found that, NATM will stick to a particular method or specific technical support to implement it will be very much constrained. So, in some literature emphasized that the new Austrian law is a "concept" and "philosophy", "principle" or "channels" instead of a fixed concrete construction method or technology. Clarify this point, has important practical significance. Indeed, in some projects, As copy。
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。
隧道施工大学论文中英文翻译
附录中英文翻译1 介绍国家经济发展最重要的基础设施建设之一就是交通运输，但是中国修建铁路、公路多为多山的地形，为克服各种自然或人工障碍必须要修建隧道。
随着科学技术的发展，隧道建筑的技术正在日趋完善。
特别地，深埋的，特长的，大跨度的隧道在很复杂的地质情况下施工开挖会遇到许多麻烦。
因此，要找到解决这些麻烦的方法。
目前，预先进行地质学调查，选择正确的施工方案和技术，提高早期建筑用材质量，加强数据回应的监控，并进行科学的管理，在施工中可以减少或避免意外事件的发生。
此外，作为上面提到的方法之一，PGP在所有的隧道建筑和几乎所有的地下工程中扮演了一个重要的角色。
PGP技术的目的要通过探测距离工作面以前几十米到上百米的地质情况，预先做出及时应对。
预报内容包括工程地质的情况和水文地质的情况，如基本的地质情况，岩石的质量，围岩等级。
预报地质破碎的地域和水文地质的情况。
为做出正确预报有三个主要的阶段: 第一，挖掘前的地质调查；第二，挖掘期间的地质调查；第三，分析有关数据来预知前面的地质情况。
2 地质的调查方法2.1 隧道建筑前的地质调查挖掘前地质调查的目的要从工程地质学的角度检验挑选的隧道方案，和为选择方案提供工程地质的材料。
地质调查基本的内容要调查隧道开挖经过区域的工程地质的情况和水文情况。
也就是说，了解整个区域的可以看到的地质特征。
2.2 隧道建筑期间的地质调查它的目的要探究在隧道施工期间隧道内外的地质情况。
内容包括地质的大致情况，结构的数值统计，水文观察，地质变动的调查等等。
2.2.1 在隧道内的地质调查1) 地质情况的草图在工作面位置上的地质草图会很快作完。
它包括很多主要内容，像是围岩性质，压碎区域，接缝，破裂带，地下水等。
地质草图不仅在野外是必须的而且在系统前也是必须的。
地质的草图在隧道的开凿和建筑用材选取的情况下起很重要的作用。
因此，为了要探究工作面的地质情况，使用数字仪器扫描工作面和边墙尤为重要。
2) 结构的数值统计岩石结构的数值统计是在发现周围的岩石结构的特性的基础上分析稳定性和预知向前的地质情况。
外文文献翻译--铁路隧道的安全
目录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 a,*, F. Zuccarelli b, A. Westha¨user ca University of Applied Sciences, Regensburg, Prufeningerstr.58, D-93049, Regensburg,Germanyb D’Appolonia S.p.A., Genova, Italyc Brenner 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 combinationof high speed, mixed goods–passenger traffic and extreme length of the new tunnels under design or concept evaluation, have sensitivelymodified the inherent safety of the railway tunnel. Although the probability of occurrence of accidental events may still be considered ratherlow, the possible consequences of such events in long tunnels can be catastrophic, therefore raising the overall risk to levels that may be nomore acceptable. The scope of this paper is to illustrate the state-of-practice related to risk analysis of long railway tunnels. First, ambitioustunnel projects are briefly reviewed. The applicable risk-analysis procedures are then described and discussed. The problem of risk appraisalis addressed and quantitative target safety levels are proposed. Safety systems for risk reduction are outlined. q2000 Published by ElsevierScience Ltd. All rights reserved.Keywords: Railway tunnels; Risk acceptability; Safety systems; Passenger traffic1. IntroductionThe railway is now moving rapidly toward a modernservice transportation industry. High Speed Rail (HSR)systems are already operating in many countries such asJapan, England, France, Italy and Germany. A furtherdevelopment of the whole European HSR network isplanned. In order to achieve the design velocity up to300 km/h, a considerable part of the routes is in tunnelswith lengths greater than 10 km and in some cases of theorder of 50 km. Table 1 illustrates a list of existing longtunnels worldwide.In this European context, the Commission of theEuropean Communities (CEC) aimed at homogenizing theHSR projects also with respect to the safety issues.However, neither the CEC guidelines nor the existing railwayregulations and codes directly address to the problem ofquantitatively assessing thesafety level for railway systems.This is mostly due to the fact that railway transport isconsidered by railway operators and perceived by the publicas a safe mean of transportation. This approach to safetymight be applicable to traditional railway systems, whichhave proven throughout the years their performance; it is,however, not enough to guarantee the safety of railwaysystems where innovative and particular conditions arepresent, or of the existing lines that have to be upgradedto new exercise standards.For example, the combination of high-speed transit, hightraffic intensity, combined transport of passengers anddangerous goods and extremely long tunnels, might leadto unacceptable safety levels. Therefore, the designer hasto choose a railway system configuration together with thepreventive and mitigative measures of accidents that minimizethe risk and ultimately should verify by means of a riskanalysis that the obtained safety level is below a predefinedtarget level.The scope of this paper is to illustrate the state-of-practicerelated to safe tunnel design and associated risk-analysisaspects of long railway tunnels. First, ambitious tunnelprojects are briefly reviewed from the safety point ofview. The risk-analysis procedures are then described anddiscussed. The problem of risk appraisal is addressed andquantitative target safety levels are proposed. Finally, safetysystems 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)UndergroundAppennino ItalyGotthard SwitzerlandLo¨tschberg SwitzerlandPrato TiresItalyLandru¨cken GermanyUnderwaterGreat Belt DenmarkSevern UKMersey UKThe 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 terminalsnear Folkestone in the south of England and Calais in northernFrance. The tunnel is some 50 km long and comprises ofthree parallel tubes, which are located some 25–45 mbeneath the sea bed. The trains travel through the twosingle-track running tunnels, each of which has an internaldiameter of 7.30 m. Both running tunnels have a continuousescape way in order to enable passengers and train staff toget out of the tunnel quickly in the event of an emergency(see Fig. 1). Two main cross-links connect the two runningtunnels so that trains can switch from one tube to the otherduring maintenance work; these two main cross-links arelocated in the 37 km long section under the sea bed. Twosmaller cross-links are to be found in the vicinity of thetunnel portals. The running tunnels are connected at250 m intervals by means of 2.00 m diameter pressure-relief tunnels. Through these cross-cuts the pressure that builds upin front of a speeding train can be reduced by diverting theair from one running tunnel into the other. A service tunnel with an internal diameter of 4.50 m is located between thetwo running tunnels. It is, first and foremost, intended as anescape and access facility in the event of an accident in oneof the running tunnels. In addition, this service tunnelprovides access to the technical centers, which are distributedalong it. The service tunnel and the two running tunnelsare connected to each other via a 3.30 m diameter cross-cutsset up at 375 m 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 nationalrailway companies.The signaling system incorporating automatic trainprotection is designed to minimize the risk of any type ofcollision even during single-line operation when maintenanceis being carried out. One of the main criteria forthe design of the rolling stock was the requirement that, asfar as practicable, in the event of fire, a shuttle is able tocontinue on its journey out of the tunnel so that fire could betackled in the open. To achieve this a 30 min fire resistancehas been specified for the wagons including the fire doorsand shutters in the passenger shuttles. The fire accidentthat occurred in November 1996 showed that the emergency response procedures required further improvement.Fig. 2. Investigated tunnel systems: A and B with service tunnel; D withoutservice 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.It is a double-track tunnel with a cross-sectional area of64 m2. The average traffic is 50 trains per day. The tunnelhas two emergency stations and is thus divided into threesections[]2. The middle section is under water with a lengthof 23 km and has a service tunnel. By providing the emergencystations with fire fighting systems, fire can be copedwithin the same manner as conventional tunnel fires. In caseof fire, the train must be brought toa stop at the nearestemergency station or must be driven out of the tunnel.2.3. The Gotthard Base tunnelThe 57 km long Gotthard Base tunnel is one of the mainlinks for Bahn 2000, the Swiss passenger traffic for the nextcentury, and for the rail corridor of European freight trafficthrough the Alps [3]. The tunnel route is a part of theZurich–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 amultitude 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 possiblytwo overtaking stations to allow passenger trains to passslower freight ones. Natural longitudinal flow in the twotubes will be the basis for the ventilation of the tunnel,which has an overburden of 2000 mor greater, over more than 20 km ofitslength.Recently wide-ranging studies have been carried out onthe different designs of the Gotthard tunnel. The mainparameters 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 threesingle-track tunnels and the pair of single-track tunnelwith a service tunnel are associated to lower risk and higheroperability compared to the double-track tunnel with servicetunnel. However the associated costs are higher. Based onthe evaluation of comprehensive studies the configuration Dhas been selected, i.e. a pair of single-track tunnels withoutservice tunnel but with interconnections approximately every 325 m. Such interconnections can be used for maintenance purposes and evacuation purposes in case ofaccidents.2.4. The Brenner tunnelOne of the most striking bottlenecks in passenger andgoods transit between Northern Europe and Italy is thenorth–south connection from Munich via the Brenner Passto Verona.At present, only one-third of the freight volume can becarried by rail, whilst two-third has to be carried by roadover the BrennerPass. Thus, it is of great importance thatthe modern railway networks, which either exist or are in theprocess of being created in the countries of the EuropeanCommunity with their high-speed sections, are weldedtogether via long railway tunnels, which can overcome theAlps as a barrier.If one considers that each year until the turn-of-thecentury,an anticipated trans-goods volume of 150 milliontonnes has to be carried over the Brenner Pass 800 m abovesea-level, it is thus not surprising that the citizens of thesurrounding states have called for the removal of thistraffic bottleneck against the background of environmentalconsiderations.The Brenner Base tunnel is urgently required. Accordingto the feasibility study, it consists of a railway tunnel ofapproximately 55 km length, connecting Innsbruck, Austriaand Fortezza, Italy. The rail traffic in the tunnel is similar tothat in the Gotthard tunnel and will include approximately340 trains per day, with 80% of goods trains, of which10–15% contain dangerous substances.A final decision regarding the tunnelconfiguration hasnot been taken since the project is in the feasibility studyphase; however, it appears very likely that two single-tracktunnels with frequent interconnections as proposed for theGotthard tunnel would be selected. A safety study hasshown that the risk of the tunnel during operation isacceptable if appropriate safety measures are applied [4].Fig. 3. Configuration system of Mont Ce´nis tunnel.2.5. The Mont Ce´nis tunnelImproved transport links through the Alps are needed notonly because of threatened capacity bottlenecks but alsobecause of the insufficient quality of the existing railway lines through the mountains. The latter, regarded as a technicalmarvel in the last century, are circuitous with manycurves and thus have little chance of competing with the fastAlpine motorways of the present day. In addition to theplanned north–south main railway lines through the Alps,the delegates to the World congress for Railway Research inFlorence discussed the project for a high-speed east–westrail link taking in Venice, Milan, Turin, Mont Ce´nis, Lyonand Paris. One section of this project is the line betweenMontme´lian and Turin, catering for mixed passenger andgoods traffic, with a base tunnel of 54 km in length beneathMont d’Ambin.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 avelocity 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 thesystem configuration (see Fig. 3) with a clearance profile of43 m2 each [5]. As a result of the topographical conditionsand without exceeding a 1.2% gradient for the line, an intermediatepoint of attack and evacuation point is possible tothe north of Modane. Consequently, the project could beexecuted in the form of two tunnels, each less than 30 kmlong.2.6. Tunnel under the Great BeltThe tunnel under the Great Belt has a length of ca. 8 kmand consists of two single-track tunnels (center distance25 m) with 30 interconnections every 250 m which servefor evacuation and escape of people in case of an accident [6].2.7. Concluding remarksBased on the aforementioned brief review of existing orplanned tunnels, the following conclusions with respect totheir design and safety philosophy can be drawn:(a) the design philosophy is somehow different in each ofthe aforementioned tunnel projects and depends on thenational requirements, the tunnel configuration andgeometry and the tunnel characteristics (see Table 2);(b) in each case a package of special safety measures isrecommended to reduce risk; cost–benefit considerationsare usually implemented to define the optimum packageof safety systems;(c) geometries affecting the escape and rescue capabilitiesvary significantly from case to case (see Table 2).The basic aspect affecting the tunnel safety is the tunnelconfiguration. The following tunnel systems are generallyconsidered:(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 2Comparison of relevant design parameters related to safety in tunnels (TSTT: two single track tunnels; ODTT: one double track tunnel)TunnelSystem Length (km) Distance interconnect. (m) Width of escape-way (m) Traffic (train/day) Freight trains (%)Velocity (km/h)1.20 160–180 44–50 220Mont Ce´nis TSTT 54 250Great Belt TSTT 8.0 250 1.20 240 40 100Eurotunnel 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 aforementionedtunnel systems. The values are based on results from several tunnel risk studies. The final choice of the tunnelsystem depends not only on safety aspects, but also on othercriteria such as costs (construction and maintenance costs),geology and local topography conditions, and operabilityrequirements, etc. In general for tunnels with a lengthgreater than 5 km the configuration of two single-tracktunnels is recommended because of the better safety andoperability conditions. 3. Risk analysis basis3.1. Evaluation of accident statisticsAccident statistics and safety in railway transportationhave been discussed in the past and special problemssuch as the transportation of dangerous materials or firepropagation in tunnels have been analyzed [4,6,7]. Theprimary causes of accidents can be classified into: ·internal causes—mechanical or electrical failuresconcerning the control guide system as well as thelogistic and in service systems;·external causes—earthquakes, floods, avalanches, etc.;·causes associated to human action—operating faults,errors during maintenance, sabotages, terroristic attacks.Table 3 illustrates the major accidents in railway tunnelsduring the period 1970–1993. Based on a critical review of accidental statistics in railwayoperation, the dominating initiating events and theassociated probabilities of occurrence as derived for theBrenner tunnel study are shown in Table 4 for the twobasic tunnel configurations, i.e. one double-track tunneland two single-track tunnels. The values are based on accidentstatistics of the Austrian, German and Italian Railways.No relevant accidents have been thereby excluded andapproximate correctionfactors have been considered toaccount for the safety systems related to the new technology.Table 3Tunnel accidents in Western Europe with fatalities during the period 1970–1993Date Location Fatalities Initiating event22-7-1971 Simplon (CH) 5 Derailment16-6-1972 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 fier21-1-1981Calabria (I) 5 Hit against an obstacle9-1-1984 El Pais (E) 2 Collision18-4-1984 Spiez (CH) 1 Collision23-12-1984Bologna (I) 15 Sabotage26-7-1988 Castiglione (I) 1 Fire14-9-1990 Gurtnellen (CH) 1 Derailment31-7-1993 Domodossola (I) 1 Collision3.2. Analysis procedureThe analysis of accidents in hazardous scenarios isperformed by using event trees. The event tree approachrepresents a straightforward procedure for describing accidentalscenarios and it can include different variables andthe notation of time. The probabilities of events in the pathsof 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 tohistorical railway accidents, the most important hazardousscenarios are identified. For each selected scenario a probabilisti event tree analysis is performed and the accidentalscenario consequences in terms of damages to passengers,i.e. facilities are evaluated. The consequence analyses canbe based on sophisticated tools that allow to model relevantaccidental scenarios in a confined environment. The analysisof the safety measures consists of an evaluation of theactual safety performance of each one of them. Such anevaluation is based, in many cases, on sound engineeringjudgement due to the lack of experience with the new safetysystems.3.3. Case studyThe aforementioned procedure has been applied tocompute the societal risk in terms of expected fatalitiesbased on the accidental probabilities given in Table 4. Theobtained results are illustrated in terms of expected fatalitiesin Table 5. A typical application of the results is providedfor 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, inboth cases the obtained societal risk is small. It is noted thatthe most significant contributor to risk is collision. Theacceptability of the risk values is discussed in Section 4.Table 4Input accidental frequencies per one million train kilometers (ODTT: one double track tunnel; TSTT: two single track tunnels)Initiating event ODTT TSTTTable 5Societal risk, i.e. expected fatalities per 1 million train kilometers (ODTT:one double track tunnel; TSTT: two single track tunnels)Initiating event ODTT TSTTDerailment 0.012 (23%) 0.005 (16%)Collision 0.025 (46%) 0.017 (55%)Hit against an obstacle 0.011 (20%)0.003 (10%)Fire 0.006 (11%)0.006 (19%)Total 0.054 (100%) 0.031 (100%)Fig. 5. Iiustration of risk-analysis procedure. 4. Risk perception considerations4.1. BackgroundBoth individual risk and societal risk are considered. Theacceptable individual risk is a function of the individual’sinvolvement; different acceptable levels should be definedfor activities where the individual voluntarily exposeshimself to the hazard with respect to an involuntary participation[8]. For voluntary risk, an upper limit of probabilityof death per year equal to 1022 has been defined; whereasfor the involuntary risk, the following values have beensuggested:·P 410->—not acceptable;·641010p --<<—tolerable;·610p -<—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 ODTT TSTTFor societal risk, the acceptability criteria are based onthe definition of an acceptable probability range for eventsof given consequences. Of course, the severest consequencesare associated with the lowest values of theacceptable probability.4.2. Safety standards for other industrial activitiesA brief review of the acceptability risk criteria proposedor adopted by different industrial sectors is provided [9].Table 7 summarizes the type of approach followed bythese industries to define safety targets.. Road transportRoad accidents have been extensively analyzed andseveral statistical syntheses have been presented. Nevertheless,roadway regulations do no present any quantitativeevaluation of the present risk level for the roadway systemand do not propose acceptable limits on the occurrence ofaccidental events.. 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 7Risk acceptability criteria for various industrial activitiesIndustry Qualitative Semi quantitativeQuantitativeRoad transport X XAir transport XChemical XNuclear XOffshore X. Chemical industryChemical industries are exposed to hazards that includefires, explosions, toxic releases; risk analyses in the chemicalindustry is therefore a strong tradition. Quantitativecriteria for the definition of societal acceptable risk levelshave been presented [10].. Nuclear power plantsSafety is obviously a major concern for nuclear powerplants. During design, accidental events with an insignificantprobability of occurrence are usually not taken intoaccount. Several studies performed for some plantsconcluded that the probability of core melt is of the orderof 1024–1025 occurrences per year [11].. Offshore production platformsSeveral studies have addressed the definition of targetsafety levels for societal risk for the offshore industry. InCanada, for example, safety criteria have been defined,based on cost–benefit considerations and comparison toother industrial risks [12], that indicate an annual probabilityof 1025 for catastrophic consequences, 1023 forsevere consequences and 1021 forminor consequences.4.3. Methodological approachThe basic criterion for the definition of a target safet level for a railway system is to assume that the safetyinherent in the traditional railways in the past two or threedecades is acceptable. The safety target is, therefore derivedby analyzing the recent risk history of the railways in termsof the frequency of occurrence of accidents and the extent oftheir consequences.The procedure generally used to estimate the risk associatedto railway transport is based on the analyses of thefrequency of occurrence of given consequences for a givenaccident; the risk Ri for the i th type of accident is thereforegiven by: i i i R PC ≈(1)where pi is the probability of occurrence of the i th type ofaccident and Ci is the expected consequence of the i th typeof accident.Globally, the generic risk R t is defined as:t i ii R PC =∑(2)The consequences Ci are generally classified according tothree levels of gravity: “medium”, “severe” and “catastrophic”.To each of these classes it has been associated amean number of victims:·medium consequences: 3 victims;·severe consequences: 30 victims; and·catastrophic consequences: 300 victims.Fig. 6. Risk acceptance criterion for railway systems The evaluation of the probability pi canbe performedassuming that accidental eventsoccur according to aPoisson process; thismeans that accidental events areindependent[13].The probability of having n accidentalevents of type i during the time T is given by:(/)()/!uT n i P n T e uT n -=（3）where m is the frequency of occurrence of theaccidental events; whereas the probability of having atleast one accidental event n 0 in the same time is givenby:0(/)1uT i P n T e -=-（4）For accidents associated to catastrophicconsequences only, a few events occurred andtherefore statistical data are not sufficient to providereliable estimates. For these events it is thereforerecommended to use a Bayesian approach.The probability of having at least one accident duringthe time T 0, having observed n events in a time intervalT , is given by:1000(/)11/[1/]n P n T n T T T +=-+，， (5) The aforementioned methodology has been applied ondata of recorded accidents of the Italian, Austrian andGerman railways. The results are presented in Fig. 6 in adiagram where the consequences, in terms of expectedvictims, are plotted against the annual probability of havingat least one accident that leads to these consequences.Results are considered valid for a first definition of anacceptable safety level for Western Europe railway systemsand are comparable to the computed values for varioustunnel projects.The following can be observed in Fig. 6:Fig. 7. Principle of risk classification matrix: classification of intolerable, undesirable, tolerable and negligible risk levels·events of medium consequences are associated with an annual probability of 910-(per train-kilometer);·events of severe consequences are associated with an annual probability of 1010-(per train-kilometer); and·events of catastrophic consequences are associated with a probability of 1110-(per train-kilometer).The curve of Fig. 6, therefore, defines the acceptability conditions for the studied railway systems, in particular, p–C conditions that fall below the curve are associated to acceptable safety levels.Suppose, for example, that to a tunnel of approximately50 km length is associated a daily traffic of 200 trains inboth directions, the return periods associated with theaccidental events are: ·medium consequences: 100 years;·severe consequences: 1000 years; and·catastrophic consequences: 10 000 years.The return period for “medium consequences” wouldthen result in the same order of magnitude of the meanlife of important infrastructures, such as, for example, aHSR line or a long alpine tunnel.For catastrophic consequences, the return period resultsare of the same order of magnitude of that accepted, forexample, for offshore production platforms and chemicalplants (of the order of 10 000 years) while it results lowerthan the limit imposed for nuclear plants, which are,however, associated with consequences of significantlyhigher gravity.As a final remark, it should be noted that the p–C curveproposed in Fig. 6 represents the mean outcome of aprobabilistic analysis where several random variables,associated to various uncertainties, have been considered.The acceptability of points falling close to the curve shouldtherefore be critically evaluated also on the basis of costconsiderations.Thus, further studies should be aimed at defining not justan acceptability curve, but a “desired” region in the p–C diagram which also takes into account cost-benefitconsiderations.4.4. Compatibility with rulesNational guidelines regarding the safety of railwaytunnels recommend the implementation of safety measuresin order to reduce risk. Quantitative risk acceptabilitycriteria are not provided. However, the new EN standards[14] are based on the definition of an acceptable。
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(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 , 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 capacity and stability. Thethickness of the vault covering the tunnel is 15.518m, and the thickness of the surrounding rock layer IV is The buried depth of groundwater in the section of the multi-arch tunnel is , 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 is , and the thickn ess of the middle wall is 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 of5.2 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 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 ofsmall-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 small cross section is 14.6 mm. The maximum settlement of a tunnel with alarge 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。