大跨度、浅埋及软弱围岩隧道进洞施工技术

对厦门市机场快速路(仙岳路—演武大桥)JC6合同段钟鼓山隧道改建并线段大跨度、浅埋及软弱围岩隧道洞口段施工工艺、施工方法的控制要点进行了重点阐述,其施工工艺和方法能为同类隧道进洞施工提供借鉴。     

圆形隧道衬砌围岩变形压力的时间效应

本文通过理论分析和模型实验研究了圆形隧道衬砌上的围岩变形压力的时间效应。研究结果表明:作用在隧道衬砌上的围岩变形压力的大小及其分布形式都具有明显的时间效应;在选择设置衬砌的时间时,建议考虑围岩材料的蠕变主时间;围岩内粘塑性流动区随时间的扩展,将导致围岩变形压力随时间增加。另外,还讨论了衬砌上围岩变形压力的分布形式随时间的变化。     

2-D analysis of circular tunnel against earthquake loading

The use of underground structures such as tunnel for subways, highways, material storage, and sewage and water transport is increasing in developed countries. The safety of these facilities during operation in areas with seismic activities such as in Japan, Taiwan and Turkey in recent earthquakes has been questioned. Dynamic effects on these structures are in the form of deformations that they experience during earthquakes. In this paper, first latest methods on the subject are reviewed and then the interaction between the ground and tunnel lining during earthquake excitation is investigated by a finite difference computer program (CA2). Analysis show that a good agreement between analytical closed form and numerical solutions exist. According to the results obtained in this study some practical suggestion for using closed form solution are also given.     

Squeezing rock conditions at an igneous contact zone in the Taloun tunnels, Tehran-Shomal freeway, Iran: a case study

Squeezing rock conditions at the contact zone of an andesitic-basaltic body and tuff country rocks in the Taloun tunnels were investigated and analyzed. Evaluation of the rock mass properties illustrates the fact that they were significantly reduced at the contact zone, especially when wet. Detailed monitoring and measurements of tunnel-wall convergence at the contact zone in the Taloun service tunnel, during the 10 months following excavation and installation of initial support, prior to installation of heavy support, showed greater than 3% of the normalized tunnel closure. This confirms moderate squeezing conditions at the contact zone. The measured displacement was even higher than that of the fault zone in which deformation was decreased during the first month and eventually stabilized. Similarly, numerical modeling of the deformation at the contact zone not only confirmed a higher value of the tunnel convergence but also demonstrated the reduction of in situ stress and development of plastic zones across the contact zone. These data are also believed to account for the squeezing condition at the contact zone. It is expected that this condition will be significantly increased in the main road tunnels due to the fact that these tunnels are twice as wide as the service tunnel. Therefore, proper and timely support must be applied. Numerical analysis of the support at the contact zone showed that the stress due to bending moment is greater than that of the axial forces on the lining. This calls for certain support measures in the form of permanent lining and two layers of steel bars to compensate for the tensile stress exertion on the lining.     

Uncertainty analysis of tunnel squeezing for two tunnel cases from Nepal Himalaya

Weak rocks such as shale, slate, phyllite and schist, and the rock mass of weakness/fault zones are incapable of sustaining high tangential stress. Severe tunnel squeezing is therefore common in the tectonically active Himalayan rock mass and is one of the major areas of concern regarding stability. A reliable prediction of the extent of squeezing is essential so that a strategy can be established regarding stabilizing measures and for optimizing the support well in advance (during planning and design). In this paper, a probabilistic approach to uncertainty analysis that focuses on the effect of the variations in each input parameter of squeezing is used for analyzing and predicting the extent of tunnel squeezing for two tunnel cases in Nepal; Kaligandaki “A” (completed) and Middle Marsyangdi (under construction). A semi-analytical method suggested by Hoek and Marinos [Predicting tunnel squeezing problems in weak heterogeneous rock masses. Tunnels Tunnell Int, 2000; 32(11 and 12): 45–51 and 34–36] for predicting squeezing, an empirical formula proposed by Panthi [Analysis of engineering geological uncertainties related to tunnelling in Himalayan rock mass conditions. PhD thesis, Department of Geology and Mineral Resources Engineering. Norwegian University of Science and Technology (NTNU), Norway, 2006] and the Palisade's 2002 version of @Risk statistical software program have been used for the uncertainty analysis. The analysis results for Kaligandaki indicate fairly good correlation between predicted and actually measured squeezing. The same approach has been used for predicting the degree of tunnel squeezing at Middle Marsyangdi tunnel. It is concluded that the methodology proposed in this paper has potential for predicting the squeezing of future tunnel projects in weak rock mass conditions.     

Equivalent Mohr–Coulomb and generalized Hoek–Brown strength parameters for supported axisymmetric tunnels in plastic or brittle rock

The evaluation of equivalent Mohr–Coulomb (M–C) strength parameters to the prototype Hoek–Brown (H–B) ones for tunnels has been tackled in different ways for many years. The extension of the H–B criterion to the generalized one has made the challenge even greater. Most of the latest methods did not account for the effect of the support pressure and none gave formulae for equivalent parameters of supported or brittle rock. Here, an almost exact explicit solution for the evaluation of the critical pressure, of a tunnel in a rock mass satisfying the generalized H–B criterion, is initially investigated. Then, formulae are derived for the evaluation of equivalent parameters, of either elastoplastic or elastic–brittle plastic rock. They are based either on a best fitting procedure of the two envelopes or on the equation of selected responses of the models. Supported tunnels in equivalent M–C rock masses are then validated against those excavated in the prototype H–B rock masses.     

Chemically-speciated on-road PM2.5 motor vehicle emission factors in Hong Kong

PM_2.5 (particle with an aerodynamic diameter less than 2.5 µm) was measured in different microenvironments of Hong Kong (including one urban tunnel, one Hong Kong/Mainland boundary roadside site, two urban roadside sites, and one urban ambient site) in 2003. The concentrations of organic carbon (OC), elemental carbon (EC), water-soluble ions, and up to 40 elements (Na to U) were determined. The average PM_2.5 mass concentrations were 229 ± 90, 129 ± 95, 69 ± 12, 49 ± 18 µg m^− 3 in the urban tunnel, cross boundary roadside, urban roadside, and urban ambient environments, respectively. Carbonaceous particles (sum of organic material [OM] and EC) were the dominant constituents, on average, accounting for ∼ 82% of PM_2.5 emissions in the tunnel, ∼ 70% at the three roadside sites, and ∼ 48% at the ambient site, respectively. The OC/EC ratios were 0.6 ± 0.2 and 0.8 ± 0.1 at the tunnel and roadside sites, respectively, suggesting carbonaceous aerosols were mainly from vehicle exhausts. Higher OC/EC ratio (1.9 ± 0.7) occurred at the ambient site, indicating contributions from secondary organic aerosols. The PM_2.5 emission factor for on-road diesel-fueled vehicles in the urban area of Hong Kong was 257 ± 31 mg veh^− 1 km^− 1, with a composition of ∼ 51% EC, ∼ 26% OC, and ∼ 9% SO₄⁼. The other inorganic ions and elements made up ∼ 11% of the total PM_2.5 emissions. OC composed the largest fraction (∼ 51%) in gasoline and liquid petroleum gas (LPG) emissions, followed by EC (∼ 19%). Diesel engines showed higher emission rates than did gasoline and LPG engines for most pollutants, except for V, Br, Sb, and Ba.     

隧道结构设计的数值模拟与类比设计

本文探讨了隧道结构设计的理论和方法，并指出了隧道洞门和衬砌结构都是主体工程，不能轻此重彼；建立隧道工程数据库，可以从纵观全局的基础上确定出经济合理的设计方案；要从本质上做到甩掉图板，加大隧道专业ＣＡＤ辅助制图软件的开发势在必行。     

Effect of seepage force on tunnel face stability reinforced with multi-step pipe grouting

Tunneling in difficult geological conditions is often inevitable especially in urban areas. Ground improvement and reinforcement techniques are required to guarantee safe tunnel excavations and/or to prevent damage to adjacent structures. The steel pipe-reinforced multi-step grouting method has been recently applied to tunnel sites as an auxiliary technique in Korea for impermeabilization in underwater tunnels as well as for reinforcement. However, this technique has been usually employed empirically without much understanding with regard to its effect on the tunnel safety. In this study, the face stability with steel pipe-reinforced multi-step grouting in underwater tunnels was evaluated by simultaneously considering two factors: one is the effective stress acting on the tunnel face calculated by limit theorem and limit equilibrium method; the other is the seepage force obtained by means of numerical analysis. This study revealed that the influence of the steel pipe-reinforced multi-step grouting on the support pressure required for the stability of the tunnel face in dry condition is not significant while there is relatively a significant reduction in seepage forces by adopting the technique in the underwater tunnel. The effect of permeability anisotropy on the seepage force acting on the tunnel face was also assessed by conducting a coupled analysis.     

The ventilation and climate modelling of rapid development tunnel drivages

The extraction of minerals and coal at greater depth, employing higher-powered machinery to increase production levels has imposed an increased burden on ventilation systems to maintain an acceptable working environment. A deterioration in the climate experienced within these workings may also adversely affect the health and safety of the workforce. In the UK, mineral extraction is now being practiced at depths of over 1000 m. In addition, the adoption of continuous miner and tunnel bolting support methods has permitted improved development rates to be achieved at the cost of increased emissions of dust, gas and heat and humidity. There is a recognized need to improve the efficiency in the design and operation of auxiliary ventilation systems to maintain an adequate underground environment and climate. Any improvement achieved in the quality, quantity and control of the delivered ventilation will assist in the provision of improved gas and dust dilution and climatic control. Due to the constraints imposed by the mining method, there may be an economic or practical limit to the climatic improvement that may be obtained by the sole use of ventilation air. Where this limit is identified, there may be the need to consider the selective application of air-cooling systems. The paper details the construction of a computer based climatic prediction tool developed at the University of Nottingham. This work builds upon earlier research (Ross et al., 1997, Proceedings of 6th International Mine Ventilation Congress, SME, Littleton, CO, pp. 283–288) that developed a prototype model for short tunnel developments. The current model predicts the psychrometric and thermodynamic conditions within long rapid development single entry tunnel drivages. The model takes into account the mass and heat transfer between the strata, water, machinery and the ventilation air. The results produced by the model have been correlated against ventilation, climatic and operational data, obtained from a number of rapid tunnel developments within UK deep coalmines. The paper details the results of a series of correlation and validation studies conducted against the ventilation and climate survey data measured within 105s district Tail Gate tunnel development at Maltby Colliery, UK. The paper concludes by presenting the results of a case study that illustrate the application of the validated model to the design and operation of an integrated mine ventilation and cooling system. The case study illustrates the effect that an increased depth and hence increased virgin strata temperature has on the climate experienced within rapid tunnel developments. Further investigations were performed to identify the optimum cooling strategy that should be adopted to maintain a satisfactory climate at the head of the drivage.