隧道施工设计外文翻译--新意法的设计与施工

毕业设计（论文）外文文献翻译院系：土木工程与建筑系年级专业：土木工程姓名：学号：附件：盾构SHIELDS指导老师评语：指导教师签名：年月日S HIEL D S【Abstr act】A tunnel shield is a structural system, used during the face excavation process. The paper mainly discusses the form and the structure of the shield. Propulsion for the shield is provided by a series of hydraulic jacks installed in the tail of the shield and the shield is widespread used in the underground environment where can not be in long time stable. The main enemy of the shield is ground pressure. Non-uniform ground pressure caused by the steering may act on the skin tends to force the shield off line and grade. And working decks inside the shield enable the miners to excavate the face, drill and load holes.【Keywor ds】shield hydraulic jacks ground pressure steering working decksA tunnel shield is a structural system, normally constructed of steel, used during the face excavation process. The shield has an outside configuration which matches the tunnel. The shield provides protection for the men and equipment and also furnished initial ground support until structural supports can be installed within the tail section of the shield. The shield also provides a reaction base for the breast-board system used to control face movement. The shield may have either an open or closed bottom. In a closed-bottom shield, the shield structure and skin provide 360-degree ground contact and the weight of the shield rests upon the invert section of the shield skin. The open shield has no bottom section and requires some additional provision is a pair of side drifts driven in advance of shield excavation. Rails or skid tracks are installed within these side drifts to provide bearing support for the shield.Shield length generally varies from1/2 to 3/4 of the tunnel diameter. The front of the shield is generally hooded to so that the top of the shield protrudes forward further than the invert portion which provides additional protection for the men working at the face and also ease pressure on the breast-boards. The steel skin of the shield may varyfrom 1.3 to 10 cm in thickness, depending on the expected ground pressures. The type of steel used in the shield is the subject of many arguments within the tunneling fraternity. Some prefer mild steel in the A36 category because of its ductility and case of welding in the underground environment where precision work is difficult. Others prefer a high-strength steel such as T-1 because of its higher strength/w eight ratio. Shield weight may range from 5 to 500 tons. Most of the heaviest shields are found in the former Sovier Union because of their preference for cast-iron in both structural and skin elements.Propulsion for the shield is provided by a series of hydraulic jacks installed in the tail of the shield that thrust against the last steel set that has been installed. The total required thrust will vary with skin area and ground pressure. Several shields have been constructed with total thrust capabilities in excess of 10000 tons. Hydraulic systems are usually self-contained, air-motor powered, and mounted on the shield. Working pressures in the hydraulic system may range from 20-70 Mpa. To resist the thrust of the shield jacks, a horizontal structure member (collar brace) must be installed opposite each jack location and between the flanges of the steel set. In addition, some structural provision must be made for transferring this thrust load into the tunnel walls. Without this provision the thrust will extend through the collar braces to the tunnel portal.An Englishman, Marc Brunel, is credited with inventing the shield. Brunel supposedly got his idea by studying the action of the Teredo navalis, a highly destructive woodworm, when he was working at the Chatham dock yard. In 1818 Brunel obtained an English patent for his rectangular shield which was subsequently uses to construct the first tunnel under the River Thames in London. In 1869 the first circular shield was devised by Barlow and Great Head in London and is referred to as the Great Head-type shield. Later that same year, Beach in New York City produced similar shield. The first use of the circular shield came during 1869 when Barlow and Great Head employed their device in the construction of the 2.1 in diameter Tower Subway under the River Thames. Despite the name of the tunnel, it was used only for pedestrian traffic. Beach also put his circular shield to work in 1869 to construct a demonstration project for a proposed NewYork City subway system. The project consisted of a 2.4 m diameter tunnel, 90 m long, used to experiment with a subway car propelled by air pressure.Here are some tunnels which were built by shield principle.Soft-ground tunneling Some tunnels are driven wholly or mostly through soft material. In very soft ground, little or no blasting is necessary because the material is easily excavated.At first, forepoling was the only method for building tunnels through very soft ground. Forepoles are heavy planks about 1.5 m long and sharpened to a point. They were inserted over the top horizontal bar of the bracing at the face of the tunnel. The forepoles were driven into the ground of the face with an outward inclination. After all the roof poles were driven for about half of their length, a timber was laid across their exposed ends to counter any strain on the outer ends. The forepoles thus provided an extension of the tunnel support, and the face was extended under them. When the ends of the forepoles were reached, new timbering support was added, and the forepoles were driven into the ground for the next advance of the tunneling.The use of compressed air simplified working in soft ground. An airlock was built, though which men and equipment passed, and sufficient air pressure was maintained at the tunnel face to hold the ground firm during excavation until timbering or other support was erected.Another development was the use of hydraulically powered shields behind which cast-iron or steel plates were placed on the circumference of the tunnels. These plates provided sufficient support for the tunnel while the work proceeded, as well as full working space for men in the tunnel.Under water tunneling The most difficult tunneling is that undertaken at considerable depths below a river or other body of water. In such cases, water seeps through porous material or crevices, subjecting the work in progress to the pressure of the water above the tunneling path. When the tunnel is driven through stiff clay, the flow of water may be small enough to be removed by pumping. In more porous ground,compressed air must be used to exclude water. The amount of air pressure that is needed increases as the depth of the tunnel increases below the surface.A circular shield has proved to be most efficient in resisting the pressure of soft ground, so most shield-driven tunnels are circular. The shield once consisted of steel plates and angle supports, with a heavily braced diaphragm across its face. The diaphragm had a number of openings with doors so that workers could excavate material in front of the shield. In a further development, the shield was shoved forward into the silty material of a riverbed, thereby squeezing displaced material through the doors and into the tunnel, from which the muck was removed. The cylindrical shell of the shield may extend several feet in front of the diaphragm to provide a cutting edge. A rear section, called the tail, extends for several feet behind the body of the shield to protect workers. In large shields, an erector arm is used in the rear side of the shield to place the metal support segments along the circumference of the tunnel.The pressure against the forward motion of a shield may exceed 48.8 Mpa. Hydraulic jacks are used to overcome this pressure and advance the shield, producing a pressure of about 245 Mpa on the outside surface of the shield.Shields can be steered by varying the thrust of the jacks from left side to right side or from top to bottom, thus varying the tunnel direction left or right or up or down. The jacks shove against the tunnel lining for each forward shove. The cycle of operation is forward shove, line, muck, and then another forward shove. The shield used about 1955 on the third tube of the Lincoln Tunnel in New York City was 5.5 m long and 9.6 m in diameter. It was moved about 81.2 cm per shove, permitting the fabrication of a 81.2 cm support ring behind it.Cast-iron segments commonly are used in working behind such a shield. They are erected and bolted together in a short time to provide strength and water tightness. In the third tube of the Lincoln Tunnel each segment is 2 m long, 81.2 cm wide, and 35.5 cm thick, and weighs about 1.5 tons. These sections form a ring of 14 segments that are linked together by bolts. The bolts were tightened by hand and then by machine.Immediately after they were in place, the sections were sealed at the joints to ensure permanent water tightness.Shields are most commonly used in ground condition where adequate stand-up time does not exist. The advantage of the shield in this type of ground, in addition to the protection afforded men and equipment , is the time available to install steel ribs, liner plates, or precast concrete segments under the tail segment of the shield before ground pressure and movement become adverse factors.One of the principle problems associated with shield use is steering. Non-uniform ground pressure acting on the skin tends to force the shield off line and grade. This problem is particularly acute with closed bottom shield that do not ride on rails or skid tracks. Steering is accomplished by varying the hydraulic pressure in individual thrust jacks. If the shied is trying to dive, additional pressure on the invert jacks will resist this tendency. It is not unusual to find shield wandering several feet from the required. Although lasers are frequently used to provide continuous line and grade data to operator, once the shield wanders off its course, its sheer bulk resists efforts to bring it back. Heterogeneous ground conditions, such as clay with random boulders, also presents steering problems.One theoretical disadvantage of the shield is the annular space left between the support system and the ground surface. When the support system is installed within the tail section of the shield, the individual support members are separated from the ground surface by the thickness of the tail skin. When steel ribs are used, the annular space is filled with timber blocking as the forward motion of the shield exposes the individual ribs.A continuous support system presents a different problem. In this case, a filler material, such as pea gravel or grout, is pumped behind the support system to fill the void between it and the ground surface.The main enemy of the shield is ground pressure. As ground pressure begins to build, two things happen, more thrust is required for shield propulsion and stress increases in the structural members of the shield. Shields are designed and function undera preselected ground pressure. Designers will select this pressure as a percentage of the maximum ground pressure contemplated by the permanent tunnel design. In some cases, unfortunately, the shield just gets built without specific consideration of the ground pressures it might encounter. When ground pressure exceeds the design limit, the shield gets “stuck”.The friction component of the ground pressure on the skin becomes greater than the thrust capability of the jacks. Several methods, including pumping bentonite slurry into the skin, ground interface, pushing heavy equipment, and bumping with dynamite, have been applied to stuck shields with occasional success.Because ground pressure tends to increase with time, the cardinal rule of operation is “keeping moving”.This accounts for the fracture activity when a shield has suffered a temporary mechanical failure. As ground pressure continues to build on the nonmoving shield , the load finally exceeds its structural limit and bucking begins. An example of shield destruction occurred in California in 1968 when two shields being used to drive the Carly V.Porter Tunnel were caught by excessive ground pressure and deformed beyond repair. One of the Porter Tunnel shields was brought to a halt in reasonably good ground by water bearing ground fault that required full breast-boards. While the contractor was trying to bring the face under control, skin pressure began to increase. While the face condition finally stabilized, the contractor prepared to resume operations and discovered the shield was stuck. No combination of methods was able to move it, and the increasing ground pressure destroyed the shield.To offset the ground pressure effect, a standard provision in design is a cutting edge radius several inches greater than the main body radius. This allows a certain degree o f ground movement before pressure can come to bear on the shield skin. Another approach, considered in theory but not yet put into practice, is the “w atermelon seed”design. The theory calls for a continuous taper in the shield configuration; maximum radius at the cutting edge and the minimum radius at the trailing edge of the tail. With this configuration, any amount of forward movement would create a drop in skin pressure.Working decks, spaced 2.4 to 3.0 m vertically, are provided inside the shield. These working decks enable the miners to excavate the face, drill and load holes, if necessary, and adjust the breast-board system. The hydraulic jacks for the breast-board are mounted on the underside of the work decks. Blast doors are sometimes installed as an integral part of the work decks if a substantial amount of blasting is expected.Some form of mechanical equipment is provided on the rear end of the working decks to assist the miners in handing and placing the element of the support system. In large tunnels, these individual support elements can weigh several tons and mechanical assistance becomes essential. Sufficient vertical clearance must be provided between the invert and the first working deck to permit access to the face by the loading equipment.盾构【摘要】隧道盾构是一结构系统，通常用于洞室开挖。

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。

新奥法新奥法【New Austrian Tunnelling Method】新奥法是应用岩体力学理论，以维护和利用围岩的自承能力为基点，采用锚杆和喷射混凝土为主要支护手段，及时的进行支护，控制围岩的变形和松弛，使围岩成为支护体系的组成部分，并通过对围岩和支护的量测、监控来指导隧道施工和地下工程设计施工的方法和原则。

新奥法是在利用围岩本身所具有的承载效能的前提下，采用毫秒爆破和光面爆破技术，进行全断面开挖施工，并以形成复合式内外两层衬砌来修建隧道的洞身，即以喷混凝土、锚杆、钢筋网、钢支撑等为外层支护形式，称为初次柔性支护，系在洞身开挖之后必须立即进行的支护工作。

因为蕴藏在山体中的地应力由于开挖成洞而产生再分配，隧道空间靠空洞效应而得以保持稳定，也就是说，承载地应力的主要是围岩体本身，而采用初次喷锚柔性支护的作用，是使围岩体自身的承载能力得到最大限度的发挥，第二次衬砌主要是起安全储备和装饰美化作用。

[编辑本段]历史和发展1934年，新奥法主要创始人L.V. 拉布采维茨在就试图将喷浆方法用于地下工程。

他在1942～1945年建造的洛伊布尔隧道中采用了双层薄衬砌，即先喷一层混凝土，待变形收敛后再喷一层。

1944年，他发表了有关喷混凝土的论文，并指出了围岩动态随时间变化的重要性。

1948年，又指出了量测工作的重要性。

又无公害的新喷敷方法。

1948～1953年喷混凝土在奥地利首次用于卡普伦水力发电站的默尔隧洞。

最早在欧洲推广使用锚杆的是1951～1953年建造的伊泽尔-阿尔克电站的有压输水隧洞。

1953～1955年修建普鲁茨-伊姆斯特电站的有压输水隧洞时，按照拉布采维茨的建议，充分采用锚杆而获得成功。

1957～1965年是着手发展新奥法的时期。

拉布采维茨于1963年将这一方法正式命名为新奥地利隧道施工法。

1964～1969年又提出了在岩石压力下隧道稳定性的理论分析，强调采用薄层支护，并及时修筑仰拱以闭合衬砌的重要性。

浅谈新意法隧道施工理念及主要施工方法摘要：新意法(NITM)即NewItalianTunnelingMethod，是40多年前意大利的PietroLunardi教授在围岩压力拱理论及新奥法理论研究的基础上，通过数百座隧道的结构分析和研究逐步创建出的岩土控制变形分析(ADECO－ＲS)法，它强调通过调节超前核心土的稳定性来控制隧道变形。

该工法被意大利公路、铁路领域广泛采用并纳入规范，且在欧洲许多国家的大型隧道施工项目中得到应用。

国内的卧龙隧道口、浏阳河隧道、桃树坪隧道等对新意法的部分要素进行了尝试，并取得了不错的效果。

本文主要分析新意法隧道施工理念及主要施工方法。

关键词：隧道施工;新意法;超前核心土;预支护引言在公路隧道建设中，为了方便公路桥梁与隧道的连接，保持线路线性平稳，高架桥连接的隧道经常采用多拱形隧道的设计形式。

连拱隧道具有位置选择自由和对地形适应性强的特点。

特别是在应用于城市时，门户电线的地板面积小，布线的复杂性小，可以大大降低拆除和设计成本。

然而，连拱隧道虽然具有上述优点，但也存在复杂的结构应力、许多施工工艺、结构系统频繁的应力转换、复杂的施工、缓慢的施工进度等缺点。

1、新意法核心理念新意法认为隧道围岩的变形分为收敛变形、预收敛变形及掌子面挤出变形。

因预收敛变形及掌子面挤出变形均取决于超前核心土的强度及变形特性，进而得出超前核心土的特性对整个隧道的围岩变形起关键作用。

新意法通过对隧道掌子面超前核心土岩体结构特性、岩体坚硬程度等特征判定将超前核心土稳定类型分为A、B、C三类，并将每种稳定类型与隧道整体变形情况对应关联。

当预测判定超前核心土为不稳定类型时，为了确保隧道安全穿越复杂地层，可以通过辅助手段将超前核心土加固至稳定类型，甚至依赖超前核心土，将其视为控制隧道围岩变形和稳定的重要工具，即提高超前核心土的刚度和强度就能够调整围岩预收敛及掌子面挤出变形的程度，达到围岩稳定的目的。

2、新意法主要内容2.1隧道围岩支护新方法的主要内容是预先保护隧道周围的岩石，主要是为了正确调整改良后的基性土的刚度和强度，实现对周围岩石变形的有效控制。

隧道工程资料：隧道施工新奥法新奥法即新奥地利隧道施工方法的，原文是NewAustrianTunnellingMethod简称NATM，新奥法概念是奥地利学者拉布西维兹（L.V.RABCEWICZ）教授于50年代提出的，它是以隧道工程经验和岩体力学的理论为基础，将锚杆和喷射混凝土组合在一起作为主要支护手段的一种施工方法，经过一些国家的许多实践和理论研究，于60年代取得专利权并正式命名。

之后这个方法在西欧、北欧、美国和日本等许多地下工程中获得极为迅速发展，已成为现代隧道工程新技术标志之一。

六十年代NATM被介绍到我国，七十年代末八十年代初得到迅速发展。

至今，可以说在所有重点难点的地下工程中都离不开NATM。

新奥法几乎成为在软弱破碎围岩地段修筑隧道的一种基本方法。

新奥法是充分利用围岩的自承能力和开挖面的空间约束作用，采用锚杆和喷射混凝土为主要支护手段，对围岩进行加固，约束围岩的松弛和变形，并通过对围岩和支护的量测、监控，指导地下工程的设计施工。

新奥法（NATM）是新奥地利隧道施工方法的简称，在我国常把新奥法称为锚喷构筑法。

采用该方法修建地下隧道时，对地面干扰小，工程投资也相对较小，已经积累了比较成熟的施工经验，工程质量也可以得到较好的保证。

使用此方法进行施工时，对于岩石地层，可采用分步或全断面一次开挖，锚喷支护和锚喷支护复合衬砌，必要时可做二次衬砌；对于土质地层，一般需对地层进行加固后再开挖支护、衬砌，在有地下水的条件下必须降水后方可施工。

新奥法广泛应用于山岭隧道、城市地铁、地下贮库、地下厂房、矿山巷道等地下工程。

当前，世界范围内应用新奥法设计与施工城市地铁工程取得了相当大的发展。

如智利的圣地亚哥新地铁线采用新奥法施工地铁车站，车站位于城市道路下7～9m，开挖面积230m2，相当于17m（宽）14m （高）;我国自1987年在北京地铁首次采用新奥法施工复兴门车站及折返线工程，车站跨度达26m。

针对我国城市地下工程的特点和地质条件，新奥法经过多年的完善与发展，又开发了浅埋暗挖法这一新方法，与明挖法、盾构法相比较，由于它可以避免明挖法对地表的干扰性，而又较盾构法具有对地层较强的适应性和高度灵活性，因此目前广泛应用于城市地铁区间隧道、车站、地下过街道、地下停车场等工程，如根据新奥法的基本原理，采用群洞方案修建的广州地铁二号线越秀公园站及南京地铁一期工程南京火车站站，断面复杂多变的折返线工程、联络线工程也多采用新奥法。

地铁隧道施工中英文外文翻译(含：英文原文及中文译文)文献出处：Ercelebi S G, Copur H, Ocak I. Surface settlement predictions for Istanbul Metro tunnels excavated by EPB-TBM[J]. Environmental Earth Sciences, 2011, 62(2):357-365.英文原文Surface settlement predictions for Istanbul Metro tunnels excavated byEPB-TBMS. G. Ercelebi • H. Copur • I. OcakAbstractIn this study, short-term surface settlements are predicted for twin tunnels, which are to be excavated in the chainage of 0 ? 850 to 0 ? 900 m between the Esenler and Kirazl ıstati ons of the Istanbul Metro line, which is 4 km in length. The total length of the excavation line is 21.2 km between Esenler and Basaksehir. Tunnels are excavated by employing two earth pressure balance (EPB) tunnel boring machines (TBMs) that have twin tubes of 6.5 m diameter and with 14 m distance from center to center. The TBM in the right tube follows about 100 m behind the other tube. Segmental lining of 1.4 m length is currently employed as the final support. Settlement predictions are performed with finite element method by using Plaxis finite element program. Excavation, ground support and face support steps in FEM analyses are simulated as applied in the field.Predictions are performed for a typical geological zone, which is considered as critical in terms of surface settlement. Geology in the study area is composed of fill, very stiff clay, dense sand, very dense sand and hard clay, respectively, starting from the surface. In addition to finite element modeling, the surface settlements are also predicted by using semi-theoretical (semi-empirical) and analytical methods. The results indicate that the FE model predicts well the short-term surface settlements for a given volume loss value. The results of semi-theoretical and analytical methods are found to be in good agreement with the FE model. The results of predictions are compared and verified by field measurements. It is suggested that grouting of the excavation void should be performed as fast as possible after excavation of a section as a precaution against surface settlements during excavation. Face pressure of the TBMs should be closely monitored and adjusted for different zones.Keywords : Surface settlement prediction, Finite element method, Analytical method , Semi-theoretical method, EPB-TBM tunneling, Istanbul MetroIntroductionIncreasing demand on infrastructures increases attention to shallow soft ground tunneling methods in urbanized areas. Many surface and sub-surface structures make underground construction works very delicate due to the influence of ground deformation, which should bedefinitely limited/controlled to acceptable levels. Independent of the excavation method, the short- and long-term surface and sub-surface ground deformations should be predicted and remedial precautions against any damage to existing structures planned prior to construction. Tunneling cost substantially increases due to damages to structures resulting from surface settlements, which are above tolerable limits (Bilgin et al. 2009).Basic parameters affecting the ground deformations are ground conditions, technical/environmental parameters and tunneling or construction methods (O’Reilly and New 1982; Arioglu 1992; Karakus and Fowell 2003; Tan and Ranjit 2003; Minguez et al. 2005; Ellis 2005; Suwansawat and Einstein 2006). A thorough study of the ground by site investigations should be performed to find out the physical and mechanical properties of the ground and existence of underground water, as well as deformation characteristics, especially the stiffness. Technical parameters include tunnel depth and geometry, tunnel diameter–line –grade, single or double track lines and neighboring structures. The construction method, which should lead to a safe and economic project, is selected based on site characteristics and technical project constraints and should be planned so that the ground movements are limited to an acceptable level. Excavation method, face support pressure, advance (excavation) rate, stiffness of support system, excavation sequence andground treatment/improvement have dramatic effects on the ground deformations occurring due to tunneling operations.The primary reason for ground movements above the tunnel, also known as surface settlements, is convergence of the ground into the tunnel after excavation, which changes the in situ stress state of the ground and results in stress relief. Convergence of the ground is also known as ground loss or volume loss. The volume of the settlement on the surface is usually assumed to be equal to the ground (volume) loss inside the tunnel (O’Reilly and New 1982). Ground loss can be classified as radial loss around the tunnel periphery and axial (face) loss at the excavation face (Attewell et al. 1986; Schmidt 1974). The exact ratio of radial and axial volume losses is not fully demonstrated or generalized in any study. However, it is possible to diminish or minimize the face loss in full-face mechanized excavations by applying a face pressure as a slurry of bentonite– water mixture or foam-processed muck. The ground loss is usually more in granular soils than in cohesive soils for similar construction conditions. The width of the settlement trough on both sides of the tunnel axis is wider in the case of cohesive soils, which means lower maximum settlement for the same amount of ground loss.Time dependency of ground behavior and existence of underground water distinguish short- and long-term settlements (Attewell et al. 1986). Short-term settlements occur during or after a few days (mostly a fewweeks) of excavation, assuming that undrained soil conditions are dominant. Long-term settlements are mostly due to creep, stress redistribution and consolidation of soil after drainageof the underground water and elimination of pore water pressure inside the soil, and it may take a few months to a few years to reach a stabilized level. In dry soil conditions, the long-term settlements may be considered as very limited.There are mainly three settlement prediction approaches for mechanized tunnel excavations: (1) numerical analysis such as finite element method, (2) analytical method and (3) semi-theoretical (semi-empirical) method. Among them, the numerical approaches are the most reliable ones. However, the results of all methods should be used carefully by an experienced field engineer in designing the stage of an excavation project.In this study, all three prediction methods are employed for a critical zone to predict the short-term maximum surface settlements above the twin tunnels of the chainage between 0 ? 850 and 0 ? 900 m between Esenler and Kirazlı stations of Istanbul Metro line, which is 4 km in length. Plaxis finite element modeling program is used for numerical modeling; the method suggested by Loganathan and Poulos (1998) is used for the analytical solution. A few different semi-theoretical models are also used for predictions. The results are compared and validated byfield measurements.Description of the project, site and construction methodThe first construction phase of Istanbul Metro line was started in 1992 and opened to public in 2000. This line is being extended gradually, as well as new lines are being constructed in other locations. One of these metro lines is the twin line between Esenler and Basaksehir, which is 21.2 km. The excavation of this section has been started in May 2006. Currently, around 1,400 m of excavation has already been completed. The region is highly populated including several story buildings, industrial zones and heavy traffic. Alignment and stations of the metro line between Esenler and Basaksehir is presented in Fig.Totally four earth pressure balance (EPB) tunnel boring machines (TBM) are used for excavation of the tunnels. The metro lines in the study area are excavated by a Herrenknecht EPB-TBM in the right tube and a Lovat EPB-TBM in the left tube. Right tube excavation follows around 100 m behind the left tube. Some of the technical features of the machines are summarized in Table.Excavated material is removed by auger (screw conveyor) through the machine to a belt conveyor and than loaded to rail cars for transporting to the portal. Since the excavated ground bears water and includes stability problems, the excavation chamber is pressurized by 300 kPa and conditioned by applying water, foam, bentonite and polymersthrough the injection ports. Chamber pressure is continuously monitored by pressure sensors inside the chamber and auger. Installation of a segment ring with 1.4-m length (inner diameter of 5.7 m and outer diameter of 6.3 m) and 30-cm thickness is realized by a wing-type vacuum erector. The ring is configured as five segments plus a key segment. After installation of the ring, the excavation restarts and the void between the segment outer perimeter and excavated tunnel perimeter is grouted by300 kPa of pressure through the grout cannels in the trailing shield. This method of construction has been proven to minimize the surface settlements.The study area includes the twin tunnels of the chainage between 0 + 850 and 0 + 900 m, between Esenler and Kirazlı stations. Gung oren Formation of the Miosen age is found in the study area. Laboratory and in situ tests are applied to define the geotechnical features of the formations that the tunnels pass through. The name, thickness and some of the geotechnical properties of the layers are summarized in Table 2 (Ayson 2005). Fill layer of 2.5-m thick consists of sand, clay, gravel and some pieces of masonry. The very stiff clay layer of 4 m is grayish green in color, consisting of gravel and sand. The dense sand layer of 5 m is brown at the upper levels and greenish yellow at the lower levels, consisting of clay, silt and mica. Dense sand of 3 m is greenish yellow and consists of mica. The base layer of the tunnel is hard clay, which is dark green,consisting of shell. The underground water table starts at 4.5 m below the surface. The tunnel axis is 14.5 m below the surface, close to the contact between very dense sand and hard clay. This depth isquite uniform in the chainage between 0 + 850 and 0 + 900 m.Surface settlement prediction with finite element modelingPlaxis finite element code for soil and rock analysis is used to predict the surface settlement. First, the right tube is constructed, and then the left tube 100 m behind the right tube is excavated. This is based on the assumption that ground deformations caused by the excavation of the right tube are stabilized before the excavation of the left tube. The finite element mesh is shown in Fig. 2 using 15 stress point triangular elements. The FEM model consists of 1,838 elements and 15,121 nodes. In FE modeling, the Mohr – Coulomb failure criterion is applied.Staged construction is used in the FE model. Excavation of the soil and the construction of the tunnel lining are carried out in different phases. In the first phase, the soil in front of TBM is excavated, and a support pressure of 300 kPa is applied at the tunnel face to prevent failure at the face. In the first phase, TBM is modeled as shell elements. In the second phase, the tunnel lining is constructed using prefabricated concrete ring segments, which are bolted together within the tunnel boring machine. During the erection of the lining, TBM remains stationary. Once a lining ring has been bolted, excavation is resumed until sufficient soilexcavation is carried out for the next lining. The tunnel lining is modeled using volume elements. In the second phase, the lining is activated and TBM shell elements are deactivated.Verification of predictions by field measurements and discussionThe results of measurements performed on the surface monitoring points, by Istanbul Metropolitan Municipality, are presented in Table 4 for the left and right tubes. As seen, the average maximum surface settlements are around 9.6 mm for the right tube and 14.4 mm for the left tube, which excavates 100 m behind the right tube. Themaximum surface settlements measured around 15.2 mm for the right tube and 26.3 mm for the left tube. Higher settlements are expected in the left tube since the previous TBM excavation activities on the right tube overlaps the previous deformation. The effect of the left tube excavation on deformations of the right tube is presented in Fig. 9. As seen, after Lovat TBM in the right tube excavates nearby the surface monitoring point 25, maximum surface settlement reaches at around 9 mm; however, while Herrenknecht TBM in the left tube passes the same point, maximum surface settlement reaches at around 29 mm.ConclusionsIn this study, three surface settlement prediction methods for mechanized twin tunnel excavations betwee n Esenler and Kirazlı stations of Istanbul Metro Line are applied. Tunnels of 6.5-m diameters with 14-mdistance between their centers are excavated by EPM tunnel boring machines. The geologic structure of the area can be classified as soft ground. Settlement predictions are performed by using FE modeling, and semi-theoretical (semi-empirical) and analytical methods. The measured results after tunneling are compared to predicted results. These indicate that the FE model predicts well the short time surface settlements for a given volume loss value. The results of some semi-theoretical and analytical methods are found to be in good agreement with the FE model, whereas some methods overestimate the measured settlements. The FE model predicted the maximum surface settlement as 15.89 mm (1% volume loss) for the right tube, while the measured maximum settlement was 15.20 mm. For the left tube (opened after the right), FE prediction was 24.34 mm, while measured maximum settlement was 26.30 mm.中文译文由EPB-TBM发掘的伊斯坦布尔地铁隧道的地表沉降预测作者：SG Ercelebi ，H Copur ，I Ocak摘要在这项研究中，预测双隧道的短期地表沉降，这些隧道将在0的里程出土。