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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Überarbeitung des Leitfadens für die Planungsentscheidung ,,Einschnitt oder Tunnel"</title>
      <link>https://trid.trb.org/View/2265644</link>
      <description><![CDATA[Als Planungshilfe für die Straßenbauverwaltungen der Bundesländer hat das Bundesverkehrsministerium den Leitfaden für die Planungsentscheidung "Einschnitt oder Tunnel" herausgegeben und 1998 eingeführt. Der Leitfaden soll der Planungsentscheidung Tunnel, Einschnitt, Teilüberdeckung, Einhausung oder Galerie eine einheitliche Bewertungsmatrix zu Grunde legen, die dann anzuwenden ist, wenn alternative technische Lösungen vergleichend zu bewerten sind. Der Leitfaden basiert im Wesentlichen auf Vorgaben aus den Jahren 1986 bis 1993, die zwischenzeitlich fortgeschrieben wurden. Des Weiteren haben umwelt- und naturschutzrechtliche Belange im Planungsprozess erheblich an Bedeutung gewonnen. Zudem sind im Zusammenhang mit einer Baumaßnahme Defizite des Leitfadens in Folge unberücksichtigter Anforderungen der Bundeshaushaltsordnung (BHO) aufgefallen. Ziel des Forschungsprojekts ist die Erstellung eines Leitfadens für die Planungsentscheidung "Einschnitt oder Tunnel“, der den aktuellen Vorgaben und Anforderungen entspricht, damit künftige Wirtschaftlichkeitsuntersuchungen methodisch korrekt und nachvollziehbar durchgeführt werden können. ABSTRACT IN ENGLISH: As a planning aid for the road construction administrations of the federal states, the Federal Ministry of Transport has published a guideline for the planning decision "Cut or tunnel" and introduced it in 1998. It is to be used for the planning decision "tunnel, cut, partial cover, enclosure or gallery" and is intended to form the basis of a uniform evaluation matrix for planning decisions which is to be applied when alternative technical solutions are to be evaluated comparatively. The guideline is essentially based on specifications from 1986 to 1993, which have been updated in the meantime. Furthermore, environmental and nature conservation issues have become considerably more important in the planning process. Additionally, in connection with a construction project deficits in the guideline as a result of unconsidered legal requirements have been noticed. The aim of the research project is to create a guideline for the planning decision "Cut or tunnel" that corresponds to the current specifications and requirements so that future economic feasibility studies can be carried out in a methodologically correct and comprehensible manner.
]]></description>
      <pubDate>Wed, 11 Oct 2023 05:01:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2265644</guid>
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      <title>Calgary Airport Trail Tunnel Monitoring Program</title>
      <link>https://trid.trb.org/View/1511317</link>
      <description><![CDATA[The Calgary Airport Trail Tunnel is a cut-and-cover, two-cell roadway tunnel constructed under the Calgary International Airport’s runway and three associated taxiways. It is owned by The City of Calgary (The City) and is on land leased from the Calgary Airport Authority (YYC). The structure is a cast-in-place, conventionally reinforced concrete rigid frame on spread footings with two spans of 17 m each and a total length of 620 m. The Tunnel was designed according to the Canadian Highway Bridge Design Code (CHBDC). One of the load cases considered in the design was loading due to temperature effects (including temperature variations and thermal gradient). Based on the CHBDC, the design temperature range for Calgary is from -34 to 38°C. It was discussed during the design stage that the Tunnel, which is a buried structure, may not actually be subjected to this temperature range. The design team could not find any references that addressed temperature ranges inside tunnels.  Another issue raised during the design stage was the necessity for movement joints. Although some references recommend joints as close as 9 m apart, there are tunnels that have been constructed without any joints. To investigate these questions for future designs, it was discussed with The City and it was agreed to put temperature and movement monitors in the tunnel. Wireless sensors were cast into the concrete walls and roof slab at 40 locations to measure temperatures at two surfaces and the mid-depth of each section. Also, surface mounted sensors were installed at two movement joints to monitor the tunnel’s movements.  After providing a summary of the Tunnel and monitoring design, the paper emphasizes the findings from the monitoring program, including:  · Average maximum and minimum temperatures and thermal gradients recorded inside the Tunnel · Comparisons with temperatures recorded outside the Tunnel at the Calgary Airport · Comparisons to the design temperature range and gradient provided by CHBDC · Results obtained from movement sensors.]]></description>
      <pubDate>Thu, 03 May 2018 15:11:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1511317</guid>
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    <item>
      <title>Calgary Airport Trail Tunnel</title>
      <link>https://trid.trb.org/View/1301741</link>
      <description><![CDATA[The Calgary Airport Trail Tunnel is a 620 meter (m) long, six-lane, two-cell roadway tunnel constructed under the Calgary International Airport's new parallel runway and three associated taxiways. The tunnel is owned by The City of Calgary (The City) and is on land that is leased from the Calgary Airport Authority (YYC). It is part of a 1.4 kilometre (km) section of roadway being constructed for better network connectivity in the vicinity the airport. This project is related to the massive expansion project underway at the airport, including the terminal expansion and the new parallel runway. The tunnel is a cast-in-place, conventionally reinforced concrete rigid frame structure on spread footings with two spans of 17 m each. A cut-and-cover construction method was used and the design is based on a drained system. Life safety was an important element of the design and included smoke and noxious gas exhaust and fire and smoke detection systems. The paper includes an overall explanation of the project with a layout of the tunnel, a cross-section, construction process, schedule, and roles and responsibilities. It discusses structural aspects such as design codes, structural analysis, aircraft loading, types of joints, durability considerations, waterproofing, and fire protection. Some of the project challenges are also highlighted, including the tight schedule, which was the main challenge for this project, loading considerations from the construction staging, assessment of the effects of conduits in the tunnel walls, cooling of the concrete, and assessment of temperature range in the tunnel. (A) For the covering abstract of this conference see ITRD record number 201310RT334E.]]></description>
      <pubDate>Tue, 11 Mar 2014 10:56:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1301741</guid>
    </item>
    <item>
      <title>THE SECOND SAINT-CLOUD TUNNEL</title>
      <link>https://trid.trb.org/View/1058183</link>
      <description><![CDATA[DETAILS ARE GIVEN OF THE FOLLOWING ASPECTS OF THE SECOND SAINT-CLOUD TUNNEL: (1) PEGGING OUT AND ITS PROBLEMS (STRESSES, GEOLOGICAL STUDIES, GENERAL DESIGN PRINCIPLES, CALL FOR OFFERS WITH COMPETITION); (2) THE SELECTED SOLUTION, (GEOMETRIC CHARACTERISTICS, TECHNIQUES, COVERED TRENCHES, SPANNING RAILWAY LINES, THE BRIDGE OF THE 185 NATIONAL ROAD, PAVEMENTS); (3) SAFETY MEASURES FOR THE EXISTING TUNNEL; (4) EQUIPMENT; (5) CONSIDERATION OF THE ENVIRONMENT.]]></description>
      <pubDate>Sun, 21 Nov 2010 06:10:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1058183</guid>
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    <item>
      <title>LINKING THE NORMANDIE MOTORWAY TO ITS RING ROAD IN PARIS</title>
      <link>https://trid.trb.org/View/1049441</link>
      <description><![CDATA[DETAILS ARE GIVEN OF THE CUT AND COVER TRENCH WITH FOUR LANES EACH WAY (FOR THE FUTURE SECOND BRIDGE ACROSS THE SEINE) AND ANTI NOISE SYSTEM TO BRING THE SOUND LEVEL DOWN TO A MAXIMUM OF 57 DBCA FOR THE MORE EXPOSED PARTS  OF THE AMBROISE-PARE HOSPITAL GROUNDS CROSSED BY THE A13 MOTORWAY. A DESCRIPTION IS PRESENTED OF THE PROGRESS OF THE WORK, PROTECTION OF THE FRONTAGERS, REDEVELOPMENT OF THE SITE, ARCHITECTURAL ARRANGEMENTS.  OVERALL COSTS ARE QUOTED.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:14:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1049441</guid>
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    <item>
      <title>THE EXTENSION OF THE A-19 MOTORWAY. A PRIVILEGED JOURNEY</title>
      <link>https://trid.trb.org/View/998271</link>
      <description><![CDATA[Esta a punto de concluir la construccion de un nuevo tramo de 36 Km. de la autopista A-19, paralelo a la costa, que sera el eje vertebrador de la comarca del Maresme.  Se han aplicado las ultimas tecnologias en esta via: firmes drenantes, informacion electronica, camaras de television y telepeaje.  Algunas caracteristicas geometricas del trazado, con un radio minimo de 650 m. y pendiente maxima del 5 por ciento, son: seccion de dos calzadas de tres carriles, medianas de tres metros, el firme es flexible con rodadura porosa.  Se preve una IMD (intensidad media diaria) de 17.000 vehiculos.  Se han construido 28 puentes y viaductos, 136 obras de drenaje transversal, 31 pasos inferiores, 2 falsos tuneles, y 3 tuneles dise¤ados y ejecutados de acuerdo a los principios del nuevo metodo austriaco.  Para proteger el medio ambiente en el area afectada se han tomado medidas preventivas y correctoras.  Se incluye una ficha tecnica con datos de la obra.]]></description>
      <pubDate>Fri, 19 Nov 2010 23:06:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/998271</guid>
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    <item>
      <title>Singapore Kallang-Paya Lebar Expressway (KPE)</title>
      <link>https://trid.trb.org/View/891996</link>
      <description><![CDATA[With the rapid development of the North East sector of Singapore, a need was identified a number of years ago for a high speed road link connecting the North East Coast of Singapore Island to the City Centre and Central Business Districts of the city. Planning of the Kallang Expressway (KLE) and Paya Lebar Expressway (PLE) was thus conceived, and has spanned over 30 years, with the KLE concept originally proposed in 1967 and the PLE identified later in 1985-86. With ministerial approval given for the project in 2001, the 12 kilometre Kallang-Paya Lebar Expressway (KPE) began to be finalised, with 9 kilometers of the 3-4 lane motorway built in cut-and-cover tunnels under existing surface roads and canals - a step necessary in order to minimise the need for land acquisitions in densely populated Singapore, and reduce the impact of expressway traffic on local environment conditions. At completion in late 2008 the KPE was the longest underground expressway in South East Asia and 6th longest expressway tunnel in the world, delivered at a cost in excess of one billion US Dollars. This article summarises one element of the final planning study performed for the KPE in the months prior to the initial phase of opening of the tunnel, highlighting the central role that traffic micro-simulation played in deriving a 'Congestion Management Strategy' of the new infrastructure. A wider overview of the project can be found at www.kpeunderground.com.sg (A)]]></description>
      <pubDate>Thu, 02 Jul 2009 07:38:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/891996</guid>
    </item>
    <item>
      <title>Downtown looks up in Singapore</title>
      <link>https://trid.trb.org/View/873435</link>
      <description><![CDATA[This article details the construction challenges involved in installing tunnels and stations in Singapore for the new mass rapid transit Circle Line and Downtown Line. Most tunnelling and station box excavation is taking place in soft marine clay. Thick concrete panels make up retaining diaphragm walls with slabs made of jet grout piles used to strengthen and stiffen the clay at base-slab level. The stations are being constructed "top down" with the roof slab acting as a strut, enabling the elimination of other struts, and minimising disruption to traffic. The Cross Street station presents problems of lack of depth as the Downtown Line is being installed above the existing East-West Line. Earth movements in excavation could endanger the lower tunnel segments and work is carried out in restricted amounts at any one time. The station has been designed as a stepped layout alongside the running tunnels. A major temporary structure here is the two-lane viaduct to carry traffic over the station construction site. The Bayfront Station is being excavated in very soft ground, requiring extra levels of strutting to the thickened diaphragm wall.]]></description>
      <pubDate>Mon, 27 Oct 2008 12:13:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/873435</guid>
    </item>
    <item>
      <title>Controlling clay pore pressures for cut-and-cover tunnelling</title>
      <link>https://trid.trb.org/View/840933</link>
      <description><![CDATA[To facilitate construction of the Channel Tunnel Rail Link through Ashford in cut-and-cover tunnels and retained cut, it was necessary to control pore water pressures in the relatively low-permeability, laminated Weald Clay. This was achieved by means of an ejector well dewatering system. This paper describes and discusses the investigations carried out to characterise the in situ permeability of the Weald Clay, the design and performance of the ejector well system installed, and the associated soil surface settlements. The correlation between the changes in pore pressure and settlements at the site is compared with that given by Preene et al. This comparison is used to evaluate the method, and to provide some insights into the selection of appropriate parameter values of soil permeability and stiffness.]]></description>
      <pubDate>Thu, 29 Nov 2007 13:10:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/840933</guid>
    </item>
    <item>
      <title>Under the bridge</title>
      <link>https://trid.trb.org/View/787384</link>
      <description><![CDATA[Over 80 excavation rigs are working on the inner ring road project in Madrid, Spain. The project, known as Calle (Street) 30, involves 56km of tunnels. Western and southern portions present geotechnical challenges with the western section crossing beneath the River Manzanares several times. Cut and cover tunnels involved extensive piling, underpinning of historic bridges and modification of foundations. Half of the river width was temporarily infilled with alluvial material to provide a work platform. Thick diaphragm walls were installed to depths of 11-32 m in the river bed. Where the three-lane route passes directly beneath one of the piers supporting Madrid's Segovia Bridge, a jacking system is being used to prevent subsidence. Details are given of the construction processes involved in both tunnelling sections. Twin bore tunnels are being constructed at the southernmost point of the ring road to free one of the busiest road junctions in Spain. Tunnel boring machines have been used to tunnel through the sands and gravels beneath Madrid's Crystal Palace.]]></description>
      <pubDate>Mon, 07 Aug 2006 13:43:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/787384</guid>
    </item>
    <item>
      <title>Treading carefully</title>
      <link>https://trid.trb.org/View/787243</link>
      <description><![CDATA[Work on the new Kallang-Paya Lebar expressway (KPE) in Singapore was halted temporarily by the collapse of the Nicoll Highway cut and cover rail tunnel in 2005. The KPE is one of the biggest cut and cover projects in Asia, with a substantial amount of deep excavation through soft marine clay. Singapore's Land Transport Authority is client for both projects. A checking engineer was appointed for the temporary works on the river crossing and the contractor was able to resume work fairly quickly. Contractor Sembcorp Engineers and Constructors has a #78M contract for the crossing. The first phase had a tunnel box built in a deep excavation on the north bank. Work proceeded behind a cofferdam. After the first section of the box was complete, a diversion channel was created over the top of it. The second stage excavation is underway, with the tunnel box roof to be formed and top-down construction to continue to base slab level. The box is 19-22m below ground and will be supported on bored piles. The road also has to pass underneath the viaducts of an elevated section of a mass rapid transit system with the tunnel formed around the supporting columns, through a major housing area with multiple apartment blocks, under several major roads and under a section of canal.]]></description>
      <pubDate>Mon, 07 Aug 2006 13:37:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/787243</guid>
    </item>
    <item>
      <title>Reclaiming the streets</title>
      <link>https://trid.trb.org/View/787242</link>
      <description><![CDATA[Sydney, Australia, is building two new toll roads beneath the city in a bid to combat congestion. The #412M Cross City Tunnel scheme will benefit motorists, who will be able to cross the city in just two minutes, and give the streets back to the people. Two 2.1km long tunnels are being drilled east-west between Darling Harbour and Rushcutters Bay. CCM is responsible for the design and construction of the scheme and for maintenance for 30 years. A joint venture between Baulderstone Hornibrook and Bilfinger Berger completed the tunnels using road headers with cut and cover techniques at the tunnel portals. The tunnels will help reduce pollution in the city. The residents of Sydney were initially very sceptical about the project, with concern about settlement, noise and vibration from the tunnelling. An extra ramp to link the tunnels with the Eastern Distributor dual carriageway was built to enable extraction of spoil without clogging up the city's streets. Most of the tunnel has been routed beneath William Street.]]></description>
      <pubDate>Mon, 07 Aug 2006 13:37:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/787242</guid>
    </item>
    <item>
      <title>Trial excavation for cut and cover tunnel construction in glacial till - a case study from Dublin</title>
      <link>https://trid.trb.org/View/778000</link>
      <description><![CDATA[The Dublin Port Tunnel links the M50 "C" ring road around Dublin to the port area. The central part of the project comprises twin bored tubes with shallower lengths of cut and cover tunnels at either end. Advantage was taken of the shallower alignment and competent ground towards the north to address tight land-take constraints, using steep 12m high slopes, with diverted motorway traffic at the crest. The basic design required soil nails over the full slope height. However Dublin Boulder Clay experience suggested an observational approach whereby nails could be omitted unless required by adverse geology or unsatisfactory monitored performance. To substantiate this novel design, a trial excavation was undertaken with detailed logging, fabric studies, sampling and laboratory testing. The 11m deep, 75 degree cut was surcharged to model traffic loading and instrumented to measure movements and pore pressures. No nails were installed and different face protection types were used. Finite element analysis was employed in the design of the trial cut, associated lab testing and field instrumentation. Back-analyses of observed behaviour allowed careful calibration of FE models for use in the main excavation design. The paper describes the planning, design and execution of the trial, summarises monitoring results, discusses lessons learned on construction methods, necessary modifications to the numerical model, and the methodology for successful monitoring.  For the covering abstract see ITRD E128041.]]></description>
      <pubDate>Thu, 09 Mar 2006 08:09:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/778000</guid>
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    <item>
      <title>On with the show</title>
      <link>https://trid.trb.org/View/774797</link>
      <description><![CDATA[This article describes the problems encountered in building the tunnel-enclosed section of the Kallang-Paya Lebar Expressway in Singapore. The tunnel is being excavated in soft, disturbance-sensitive marine clays and passes under housing, a river, a road bridge, the Mass Rapid Transit system, and a canal. To cross the river, work proceeded behind a cofferdam which left clear most of the river channel, with deep piling to reach structurally competent old alluvium. The box of the tunnel supports a road bridge across the river and must pass around the supporting columns of the Mass Rapid Transit system. In a residential area there are extra diaphragm walls and a central wall to reduce ground movement and prevent drainage of the sand layer. A wide storm drainage canal must remain in use during work and is being moved from one side to another of the tunnel space to allow half-box construction.]]></description>
      <pubDate>Thu, 02 Feb 2006 08:10:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/774797</guid>
    </item>
    <item>
      <title>Nishimatsu awaits prosecution decision over highway collapse</title>
      <link>https://trid.trb.org/View/770848</link>
      <description><![CDATA[Nishimatsu is awaiting prosecution following the collapse of Singapore's Nicoll Highway tunnel, which killed four workers. Three Nishimatsu engineers and one employee of the Land Transport Authority face fines and imprisonment. Both criminal and civil proceedings are possible. The Nicoll Highway excavation, for the Metro's new Circle Line, was one of the deepest ever attempted in Singapore. It had reached 30m below ground level when the connection between struts and walers supporting the retaining diaphragm walls gave way, causing progressive failure upwards. Causes of the failure were identified as use of an inappropriate soil simulation model, an error in the design of the support system, and omissions during the construction of props that would have spread load from struts into the walers. The errors resulted in the strut-waler system being 50% weaker than it should have been. Details are given of the possible prosecutions.]]></description>
      <pubDate>Thu, 22 Dec 2005 13:58:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/770848</guid>
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