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    <title>Transport Research International Documentation (TRID)</title>
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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>The Sydney North West Rail Link project tunnelling challenge with four double shield TBMs</title>
      <link>https://trid.trb.org/View/1401341</link>
      <description><![CDATA[NFM Technologies has designed and delivered four 6.99 m-diameter Double Shield TBMs that are excavating the North West Rail Link project, an extension to the Sydney rapid transit network. The project is led by a consortium comprising Thiess, John Holland and Dragados, acting on behalf of the Government of New South Wales Transport Authority. Altogether, the TBMs will build 15 km of twin tunnels in rock that is mainly formed of abrasive sandstone. TBMs 1 and 2 bore the 9 km section between the Bella Vista and Cherrybrook stations, while the remaining 6 km from Cherrybrook to the Epping interchange are bored by TBMs 3 and 4. In this paper, the authors focus on the achieved performance of the 4 TBMs after approximately 50% completion. They analyse their variations in terms of excavation speed and consumption of disc cutters against the geology and geotechnical characteristics along the tunnel route. They discuss the overall production data and specific aspects of this hard rock urban tunnel project. (A)]]></description>
      <pubDate>Tue, 19 Apr 2016 17:08:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1401341</guid>
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    <item>
      <title>TBM Tunnelling in Faulted and Folded Rocks.</title>
      <link>https://trid.trb.org/View/1398186</link>
      <description><![CDATA[This project focuses on the study of the performance of Tunnel Boring Machines (in particular gripper TBMs) in highly jointed rock masses and fault zones. The great development of TBMs in rock tunnelling industry is mainly due to their advantages with respect to conventional excavation, such as continuous operation, safer working conditions and greater rate of advance. However, despite the possible excellent performance of TBMs in favourable ground conditions, the advance rates could be significantly slowed down or even obstructed in limiting geological situations such as highly fractured and fault zones. For underground constructions, a fault zone is one of the most dangerous events especially for what concerns the instability phenomena that may occur at the excavation face. After an introduction about the major issues resulting from tunnelling in these difficult ground conditions, and a description of the main geotechnical problems encountered in famous case-studies, a brief review of the most common TBM-performance prediction models is reported. The objective is trying to point out the most common parameters used for evaluating the TBM performance in optimum advancing conditions. Tunnelling in fault zones is generally associated to strongly anisotropic wall displacements as well as a secondary stress re-distribution around the opening during and after the excavation. This often leads to long stops of the excavation face with strong reduction of the TBM operations. The geomechanical characterisation of these zones is very difficult due to their heterogeneous nature: these zones are actually a combination of weak and strong rock components. This particular behaviour has been studied through a literature review about geological and geomechanical classifications of fault rocks, generally called "cataclastic" rocks. In order to investigate possible relationships between difficult rock mass conditions and TBM performance, the data of several tunnel projects have been collected in a specific database (TBM-performance database). This database is subdivided into two sections: the first one contains the tunnel characteristics, TBM specifications and TBM performance parameters; while the second one considers the geological-geotechnical parameters of the intact rock and rock mass. Despite the difficulties in gaining complete TBM and detailed geological information, this database compiles data obtained directly from the field, laboratory tests and literature.]]></description>
      <pubDate>Tue, 16 Feb 2016 14:06:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1398186</guid>
    </item>
    <item>
      <title>Automation of rock selection and aggregate quality for reuse in tunnelling and industry</title>
      <link>https://trid.trb.org/View/1372399</link>
      <description><![CDATA[The tunneling industry is flourishing around the world. But what about the spoil material? This paper presents the different steps achieved towards an automation of rock selection and aggregate quality assessment for tunnelling to reduce environmental impacts and maximize the use of excavation materials by analyzing and processing TBM muck on-line, inside the tunnel, on the tunnel boring machine. (A)]]></description>
      <pubDate>Thu, 22 Oct 2015 09:27:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1372399</guid>
    </item>
    <item>
      <title>Direct use of excavated material in mechanised tunnelling - development of the prototype</title>
      <link>https://trid.trb.org/View/1372398</link>
      <description><![CDATA[The DRAGON project (Development of Resource-efficient and Advanced Underground Technologies) is intended to improve resource efficiency in tunnelling processes by providing the excavated material as a raw material. The project deals with the systematic reuse of excavated material from tunnel boring machines (TBMs) and is mainly focussed on the development of specific automated analysis and separation technologies. This enables resource-efficient reuse of excavated material through the installation of innovative technology directly on the TBM. The physical characteristics of excavated material can be concluded by measuring the disc cutter load. The mineralogical and/or elementary parameters will be detected by a fully automated side pass analysis system. For this purpose, Herrenknecht AG and the Montanuniversität Leoben are working with other internationally renowned partners in the framework of the DRAGON project on various methods of characterising excavated material. (A)]]></description>
      <pubDate>Thu, 22 Oct 2015 09:27:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1372398</guid>
    </item>
    <item>
      <title>TBM performance and disc cutter wear prediction based on ten years experience of TBM tunnnelling in Iran</title>
      <link>https://trid.trb.org/View/1372396</link>
      <description><![CDATA[Accurate estimation of rate of penetration (ROP), daily rate of advance (AR), and cutter cost/life is necessary for the justification and successful use of a TBM on any tunneling project. Various models have been introduced over the years to provide such estimates. In many cases, these models have been successful with pin point accuracy, and in other instances off by a wide margin. Improving the accuracy of performance prediction models for hard rock TBMs has been the subject of many studies, some yielding project-based models and some more universal models that can be used elsewhere. This paper will discuss the latest version of a new empirical model for estimating penetration rate and disc cutter life for hard rock TBM tunneling based on recent tunneling projects, constructed during the period 2002–2009. The new model was then applied to predict TBM performance and disc cutter wear in different mechanized tunneling projects under construction since 2009. Accuracy and validity of the model for prediction of ROP were checked by comparing predicted and measured values of TBM performance in 24 km of newly bored tunnel. The results indicate that despite some minor deviations in estimates in some tunnel sections, reasonable agreement can be observed between predicted and actual ROP of TBMs. (A)]]></description>
      <pubDate>Thu, 22 Oct 2015 09:27:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1372396</guid>
    </item>
    <item>
      <title>Consolidation grouting using horizontal directional drilling technology in the Praga district of Warsaw prior to TBM tunnelling</title>
      <link>https://trid.trb.org/View/1340460</link>
      <description><![CDATA[The central section of the Warsaw 2nd Metro Line required preventive measures to protect buildings located in the Praga district above the tunnel alignment. The sections passing below buildings with EPB machines were certainly one of the most critical points. It was decided to carry out ground treatment in order to consolidate the subsoil around the tunnels. For this purpose grouting holes up to 261 m long were drilled by HDD following the tunnel path. Tunnelling did not affect the structures located above the ground, which always remained under close supervision with the use of specialist and multithreaded monitoring. (A)]]></description>
      <pubDate>Thu, 15 Jan 2015 11:50:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1340460</guid>
    </item>
    <item>
      <title>Sao Paulo Metro. Developments in shield tunnelling</title>
      <link>https://trid.trb.org/View/1340459</link>
      <description><![CDATA[The Metro Network in Sao Paulo has five lines in service with a total length of 107 km in one of the most booming cities in South America with a population of over 11 million inhabitants. The network can still be considered to be in its early stages; the first line was only constructed in 1968 and is now being extended. Whilst the settlement-prone tertiary soils under Sao Paulo and also the crystalline basement, with its different grades of weathering and fracturing and high abrasiveness, pose challenges for shield tunnelling, they actually represent optimum conditions for high performance shield tunnelling. The paper deals with the experience gained by operator Companhia do Metropolitano de Sao Paulo- Metro, contractor Construtora Norberto Odebrecht and consultant Maidl Tunnelconsultants in the construction of the metro lines with mechanised shield tunnelling technology. (A)]]></description>
      <pubDate>Thu, 15 Jan 2015 11:50:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1340459</guid>
    </item>
    <item>
      <title>Construction challenges for urban tunnelling. The Copenhagen Metro Circle Line</title>
      <link>https://trid.trb.org/View/1340457</link>
      <description><![CDATA[The Cityringen (The City Circle) project is the latest phase of the metro system in Copenhagen, Denmark. The phase comprises the construction of 17 new stations, three shafts, a control and maintenance centre and 16.5 km of twin-tube tunnel excavated by four Earth Pressure Balance TBMs. The design and build contract was awarded in January 2011 and inauguration is planned for late 2018. The geology in the project area includes 10 to 30 m of quaternary sand, gravel and clay tills underlain by limestone, often containing benches of flint or other hard horizons. The stations and shafts are constructed with secant pile walls or diaphragm walls. Permeation grouting is undertaken for one cavern and grouting for the break-in and break-out of the TBMs. Groundwater control is carried out by pumping from abstraction wells at the bottom of the deep excavation, treating the abstracted groundwater and recharging between 95 and 100 % of the groundwater. A monitoring system consisting of a comprehensive database system has been adopted, where real time information from the TBMs and from buildings and structures adjacent to the works is collected. Movement is monitored by an extensive 3D monitoring system together with extensometers, inclinometers and piezometers. (A)]]></description>
      <pubDate>Thu, 15 Jan 2015 11:50:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1340457</guid>
    </item>
    <item>
      <title>Full face excavation in difficult ground</title>
      <link>https://trid.trb.org/View/1340081</link>
      <description><![CDATA[The paper describes the evolution of full face excavation from the mid 1980s to the present. During this time, more than 1,000 km of tunnels have been designed, excavated and completed using full face excavation, with cross sections ranging in size from 120 to 220 m2, in different geological and geotechnical conditions, near the ground surface or at depth. Starting from the basic concepts of the approach (ADECO-RS) applied at the tunnel design stage and during construction, the experience gained and the lessons learned are summarised. It is shown how full face excavation has been developed and improved through the experience gained from the construction of both road and railway tunnels in the past thirty years. In order to highlight the current stage of development, with new materials, technologies, modelling methods and increased capacity in observation and real-time monitoring of tunnel behaviour becoming available, the case of the Sochi Tunnel in Russia is presented and a comparison with the New Austrian Tunnelling Method (NATM) is illustrated. (A)]]></description>
      <pubDate>Wed, 14 Jan 2015 15:09:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1340081</guid>
    </item>
    <item>
      <title>Innovative hybrid EPB tunnelling in Rio de Janeiro</title>
      <link>https://trid.trb.org/View/1310677</link>
      <description><![CDATA[The Line 4 South being constructed in Rio de Janeiro crosses complex geology that includes a long stretch of sand bounded by two stretches of hard, highly abrasive rock. These geological conditions, combined with the fact that the project is located in a distinct urban area, creates a demanding project scenario where special care needs to be taken. After carrying out an evaluation to determine whether to use earth pressure balance or slurry technology, the design of a convertible EPB boring machine that can excavate both rock and soils was developed. This paper outlines the technical difficulties of the project and describes the decision-making process and the solutions adopted. A technical description of the different operation modes of this hybrid TBM and the conditioning process related to each of them is provided. (A)]]></description>
      <pubDate>Tue, 27 May 2014 16:56:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1310677</guid>
    </item>
    <item>
      <title>TBM and spoil treatment selection process - case history Crossrail C310 Thames Tunnel. Slurry TBM versus EPB TBM</title>
      <link>https://trid.trb.org/View/1310676</link>
      <description><![CDATA[The contract C310 comprises the construction of the Plumstead and North Woolwich Portals and the twin tube Thames Tunnel, which has a length of approximately 2.6 km between the two portals. The two TBMs used for the construction of the Thames Tunnel will drive through varying ground conditions (Thanet Sand, River Terrace Deposit (gravel), and chalk) below the water table. During the drive under the River Thames, the tunnels will only have an overburden of approximately 12 m. The effect of pressure variation due to the tidal River Thames has to be accounted for in the control of the tunnelling. The tunnel will pass underneath several grade II listed buildings, utilities, adjacent to operational railway tracks and close to existing subway tunnels. Previous experience of the handling and disposal of excavated chalk has been gained on several tunnelling projects in chalk, most notably the Dartford Road Tunnels, the Channel Tunnel, the Brighton Stormwater Tunnel, the Lille Metro Tunnel, the Socatop Road Tunnel near Paris and Channel Tunnel Rail Link CTRL 320. The contract allowed for both mixshield and EPB TBM technology. The advantages and disadvantages of a TBM-S with earth pressure balanced face support (EPB-TBM) and a TBM-S with slurry face support (Mix-Shield TBM) for the C310 Thames Tunnels were discussed after contract award and a comparative risk assessment was developed. A mixshield TBM is more expensive but outperformed the EPB TBM in the overall scoring of risk assessment and therefore it has been decided to use this type at C310. (A)]]></description>
      <pubDate>Tue, 27 May 2014 16:56:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1310676</guid>
    </item>
    <item>
      <title>Design aids for the planning of TBM drives in squeezing ground</title>
      <link>https://trid.trb.org/View/1127286</link>
      <description><![CDATA[In order to reduce the construction time and in some case to achieve an economically viability of the project, underground traffic routes are often excavated by tunnel boring maschines (TBM). Squeezing ground may slow down or even obstruct TBM operation and, if occurring over frequent tunnel intervals or persisting over longer portions of a tunnel, may be decisive for the economic viability and the feasibility of a TBM drive. The specific problems are sticking of the cutter head, jamming of the shield, extensive convergences of the bored profile or even destruction of the support in the back-up area. In several cases feedback effects between the different problems are possible.Important basic research results - related to the issue "TBM drives in squeezing ground" - have been already obtained at the ETH Zurich. These will represent the basis for the proposed research project. In particular, the specific developed mathematical models and computational methods will be utilized. The main goals of the proposed research project are the formulation of basic principles for the decision-making and the provision of design tools for the planning of TBM drives in squeezing ground. For the assessment of the feasibility of a TBM drive the project engineer bases on experiences, on plausibility considerations and on statical calculations. The work packages of the proposed research project take this procedure of decision-making into account.]]></description>
      <pubDate>Wed, 25 Jan 2012 11:03:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1127286</guid>
    </item>
    <item>
      <title>TAMROCK DATAMAXI 316 T, FIRST AUTOMATED JUMBO IN SPAIN</title>
      <link>https://trid.trb.org/View/996338</link>
      <description><![CDATA[Se presenta el jumbo Tamrock Datamaxi 316T caracterizado por su precision, seguridad y alto rendimiento de perforacion.  Se describe el equipo y el modo de operacion; lleva instalado un ordenador a bordo para el control de posicionamiento y variables de perforacion de los tres brazos, pudiendo alcanzar longitudes perforadas de 5,85 metros; utiliza varios programas de ordenador y va provisto de un sistema de recogida de datos; el jumbo es manejado por un solo operador.  Se comentan los resultados de perforacion obtenidos despues de un ano de operacion en el tunel de Somport, en el que se ha mantenido un avance de 50 metros semanales cuando el terreno ha permitido avanzar a plena seccion.  Se destaca el bajo costo de mantenimiento y consumo de fungible.]]></description>
      <pubDate>Fri, 19 Nov 2010 21:59:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/996338</guid>
    </item>
    <item>
      <title>ST. CLAIR RIVER RAILWAY TUNNEL PROJECT</title>
      <link>https://trid.trb.org/View/996337</link>
      <description><![CDATA[Se describe brevemente el diseno y funcionamiento de la tuneladora Lovat ME-375SE, serie 12500 Tunnel Boring Machine (TBM) expresamente disenada para la construccion de un tunel ferroviario de 8,123 metros de diametro util y 1,8 kilometros de longitud bajo el rio St. Clair, entre Canada y Estados Unidos.  Es un equipo disenado para terrenos blandos, posee un diametro de perforacion de 9,52 metros y el sistema de guiado se realiza mediante laser; dispone a bordo del dispositivo Data Logging System que determina el rendimiento de los componentes principales de la misma y proporciona informacion util.  Los componentes posteriores del equipo realizan diversas funciones como son las de sostenimiento, evacuacion de escombro, ventilacion, inyeccion del cemento, colocacion de dovelas, etc.  Esta tuneladora constituye un sistema completo de construccion de tuneles.  Se incluye una ficha con caracteristicas tecnicas del TBM.]]></description>
      <pubDate>Fri, 19 Nov 2010 21:59:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/996337</guid>
    </item>
    <item>
      <title>SELECTION OF EXCAVATION AND BRACING METHODS</title>
      <link>https://trid.trb.org/View/995893</link>
      <description><![CDATA[Se analiza el modo de seleccionar los metodos de excavacion y sostenimiento de tuneles.  Se comienza por fijar los criterios para la evaluacion de metodos de ejecucion, clasificando los macizos rocosos y definiendo sus variables o caracteristicas. Se estudian los sistemas de ejecucion de la excavacion: maquinas integrales (o de avance a plena seccion), denominadas tuneladoras, bien sean topos para la excavacion de rocas de dureza media y alta bien sean escudos para la excavacion de rocas muy blandas; maquinas rozadoras tambien llamadas excavadoras puntuales o minadoras; y metodos convencionales (avance con explosivos y excavacion manual). Para cada sistema se analiza su respuesta a cinco condicionantes: condiciones generales del entorno, condiciones de diseno del tunel, excavabilidad del macizo rocoso, subsidencias y caracteristicas especiales del propio equipo.  Por ultimo se abordan los sistemas de sostenimiento (y revestimiento) y su compatibilidad con los de excavacion. Se incluye un anejo con cuadros.  Ver ficha general IRRD 401931.]]></description>
      <pubDate>Fri, 19 Nov 2010 21:47:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/995893</guid>
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