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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>
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    <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>Investigation and Analysis on the Setting of Cross Passage and Auxiliary Passage in Extra-Long Highway Tunnel</title>
      <link>https://trid.trb.org/View/1502249</link>
      <description><![CDATA[In order to meet the construction schedule, operation ventilation, escape and rescue requirements, a large number of auxiliary passages need to be set up in the construction of extra-long highway tunnels. The design parameters of vertical shaft, inclined shaft and parallel heading, cross passage are analyzed by investigation of the design on extra-long highway tunnels. The results show that parallel heading is usually adopted in tunnels with single hole two-way driving which can be used as the auxiliary passage of the main tunnel during construction period and ventilation as well as rescue passage during operation period. The tunnel is generally divided into 2 sections by auxiliary passages in 3~5 km tunnels; 2~3 sections in 5~10 km tunnels; and 3~4 sections in tunnels over 10 km. The angle of inclined shaft is mostly in 20°~25° which is usually set larger in actual engineering and the efficiency of construction and transportation is fully taken into account. In practical engineering of shafts longer than 400 m, the shaft scheme needs to be studied to ensure the safety and economy of shaft structure.]]></description>
      <pubDate>Sun, 18 Mar 2018 21:42:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1502249</guid>
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    <item>
      <title>History Lesson: The Holland Tunnel</title>
      <link>https://trid.trb.org/View/1467187</link>
      <description><![CDATA[New York City's Holland Tunnel opened in 1927, providing the first link for automobiles between Manhattan and New Jersey, and becoming the world's first successful underwater vehicular tunnel. The ventilation system was key to its success, built with watertight caissons made of steel and concrete, and became the model for virtually every vehicular tunnel built thereafter. The project faced many technical challenges, as well as political ones, as detailed in this article.]]></description>
      <pubDate>Thu, 25 May 2017 13:56:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1467187</guid>
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      <title>Specification for Tunnelling</title>
      <link>https://trid.trb.org/View/1138423</link>
      <description><![CDATA[The British Tunneling Society (BTS) Specification for Tunnelling has become the standard industry document for tunnelling contracts, and forms the basis of tunnelling specifications for projects throughout the world. The specification has been revised in this third edition to reflect current industry best practice and to take account of the many advances in the field of tunnelling which have occurred over the last decade. All references to codes, standards and other design documents have been comprehensively updated. Specification for Tunnelling, third edition was drafted by an expert editorial committee with more than 250 years experience in the tunnelling industry between them.]]></description>
      <pubDate>Wed, 16 May 2012 15:08:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1138423</guid>
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      <title>Effect of Reduced k0 Zone on Time-Dependent Analysis of Tunnels</title>
      <link>https://trid.trb.org/View/1107385</link>
      <description><![CDATA[The problem of the proposed “Baghdad metro line” which consists of two routes of 32 km long and 36 stations is analyzed. The tunnel is circular in cross-section with a 5.9 m outer diameter. The finite element analyses were carried out using elastic-plastic and modified Cam clay models for the soil. The excavation has been used together with transient effects through a fully coupled Biot formulation. All these models and the excavation technique together with Biot consolidation are implemented into finite-element computer program named “Modf-CRISP” developed for the purpose of these analyses. The results indicate that there is an inward movement at the crown and this movement is restricted to four and half tunnel diameters. A limited movement can be noticed at spring line which reaches 0.05% of tunnel diameter, while there is a heave at the region below the invert, which reaches its maximum value of about 0.14% of the diameter and is also restricted to a region extending to 1.5 diameters. The effect of using reduced k-sub-zero zone on excess pore water pressure and surface settlement (vertical and horizontal) was also considered and it was found that the excess pore water pressure increases while the settlement trough becomes deeper and narrower using reduced k-sub-zero.]]></description>
      <pubDate>Tue, 26 Jul 2011 08:51:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1107385</guid>
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    <item>
      <title>Comparison between Models of Rock Discontinuity Strength and Deformation</title>
      <link>https://trid.trb.org/View/920558</link>
      <description><![CDATA[One important component in the design of tunnels in urban areas is a correct assessment of the interaction between the underground excavation with other structures in the vicinity. In this sense a correct stress-strain response by the model representing the rock mass behavior is essential. The shear and normal displacement of rock discontinuities and their shear and normal stiffness control the distribution of stress and displacement within a discontinuous rock mass. In conditions where an equivalent continuum based approach is not applicable, the joint material model should be able to describe important mechanisms such as asperity sliding and shearing, post-peak behavior, asperity deformation, and the effect of soft infilling. The distinct element code UDEC was used to simulate the direct shear tests on a natural joint profile, and the prediction of two existing models of discontinuity strength and deformation were then compared with a new soil-infilled joint model and with experimental data for clean and soil-infilled rock joints. A numerical modeling of a cavern excavated in a jointed medium is also presented to illustrate the response of different models. The proposed soil-infilled joint model described more comprehensively the occurrence of dilation and compression with lateral displacements and also better represented the double peak shearing in relation to the adopted squeezing mechanism that could not be captured by the two existing models.]]></description>
      <pubDate>Thu, 22 Jul 2010 08:29:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/920558</guid>
    </item>
    <item>
      <title>Early-age load resistance of fibre reinforced shotcrete linings</title>
      <link>https://trid.trb.org/View/862743</link>
      <description><![CDATA[Widespread interest has developed into early-age strength development for fibre reinforced shotcrete (FRS) and its influence on the time to safe re-entry immediately after spraying. Cycle times for drive development within mines, and in civil tunnel construction, can strongly depend on the time to safe re-entry and this, in turn, affects excavation progress rates and overall project economy. The majority of research into safe re-entry times has focused on strength development in hardening shotcrete under the assumption that toughness, adhesion to the rock surface, and the ability of the FRS lining to support unstable ground are all related to the strength of the concrete matrix. Although anecdotal evidence supporting this assumption has been gathered through observations of satisfactory ground control at mines utilizing FRS for ground support, ad hoc evidence alone cannot be used as a basis for rational estimation of safe re-entry times. Instead, the present investigation has sought to quantify the parameters that influence early-age FRS lining capacity and develop an engineered approach to shotcrete lining design and estimation of safe early-age re-entry times through a rational assessment of load resistance. (A) Reprinted with permission from Elsevier.]]></description>
      <pubDate>Mon, 16 Jun 2008 08:30:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/862743</guid>
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    <item>
      <title>The Handbook of Tunnel Fire Safety</title>
      <link>https://trid.trb.org/View/844564</link>
      <description><![CDATA[Following catastrophic tunnel fires that have occurred worldwide, fire safety in tunnels has become a major international issue. As a result, it has become essential to gain a better understanding of all aspects of tunnel fire safety, from basic science to acceptable risk and the law. This need has produced a significant increase in research and investigation. The fundamental principles which emerge from this research form the bed-rock for decision making on how tunnels may be designed or up-graded and operated in an acceptable way. This book brings together, for the first time, contributions from international experts in all areas of the field of tunnel fire investigation and fire fighting. The book spans the spectrum of current knowledge available in the field of tunnel fire safety covering a diverse range of topics including: (1) fire safety management and human behavior; (2) fire prevention and protection; (3) tunnel ventilation; (4) tunnel fire dynamics and fire investigation; (5) emergency services and emergency procedures: and (6) tunnel fire safety and the law. The authors make the book an essential resource for all concerned with fire safety in tunnels, including designers, operators, regulators, emergency services, equipment manufacturers and researchers.]]></description>
      <pubDate>Wed, 30 Jan 2008 07:35:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/844564</guid>
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    <item>
      <title>Emergency Procedures in Rail Tunnels: Current Practice and Future Ideas</title>
      <link>https://trid.trb.org/View/847264</link>
      <description><![CDATA[This paper describes how, even though the number of accidents in rail tunnels is small, there is no reason to believe that an accident will not occur in the near future. A review of past experience reveals that many accidents could easily develop into life-threatening events and that appropriate plans and procedures should ensure that the consequences of all accidents should be reduced to an acceptable level. The objective of this paper is to describe the similarities and differences in procedures as well as describing the procedures that are generally planned for use in accidents in rail tunnels. It will give a general description of the structure of the plan and its subdivisions as well as some proposals that can be included at the planning state. The paper will show that there is no common standard for tunnels or emergency procedures. However, in conclusion some prevailing factors will be cited that should form the cornerstone for all procedures regardless of tunnel design or other facilities.]]></description>
      <pubDate>Wed, 30 Jan 2008 07:35:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/847264</guid>
    </item>
    <item>
      <title>Ventilating the Gotthard</title>
      <link>https://trid.trb.org/View/804677</link>
      <description><![CDATA[The Gotthard Base Tunnel (GBT) is slated to open in 2016.  This north-south link under the Swiss Alps will be the world's longest railway tunnel, providing 57 km of high-capacity, high-speed rail service.  The GBT's ventilation system, in both emergency and non-emergency situations, is crucial.  To design such a detailed system, AlpTransit Gotthard contracted with Gotthard Base Tunnel South, which consists of Lombardi Engineering, Amberg Engineering, and Poyry Infra.  In most emergency situations requiring passenger evacuation underground, trains would stop at one of two multi-function stations (MFSs) located in the tunnel, and passengers would travel no more than 80 m from the train to access an escape route.  The authors discuss emergency planning in the rare case of a train having to offload passengers outside an MFS, and describe four simulation models.]]></description>
      <pubDate>Thu, 22 Mar 2007 14:55:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/804677</guid>
    </item>
    <item>
      <title>The International FORUM of Fire Research Directors: A Position Paper on Future Actions for Improving Road Tunnel Safety</title>
      <link>https://trid.trb.org/View/798246</link>
      <description><![CDATA[Fire safety in tunnels has come in focus owing to numerous catastrophic fires and extensive monitoring in media. Casualties can be counted in hundreds and the economic damages have been enormous not only for tunnel owners but also for users and bordering communities. The recent increase in serious road tunnel fires is closely associated with the increase in the traffic volume as well as in the large number of tunnels being built in recent years. In particular, volumes transported on heavy goods vehicles have increased by 40–80% over a decade in many European countries. Today, about 75% of all goods traffic is by road, and is expected to increase by 40–60% over the next 10 years [Thamm B. The new EU directive on road tunnel safety. In: Proceedings of the international symposium on catastrophic tunnel fires (CTF), SP Swedish National Testing and Research Institute, SP Report 2004:05. p. 19–30].  This FORUM position paper discusses some aspects on how to improve the design of road tunnels in order to obtain a higher level of fire safety. It discusses briefly design principles of tunnels as well as of fire safety of vehicles, use of forced ventilation systems and of active fire suppression.]]></description>
      <pubDate>Tue, 30 Jan 2007 13:28:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/798246</guid>
    </item>
    <item>
      <title>SUPPRESSING VIBRATIONS FROM METRO TRAINS</title>
      <link>https://trid.trb.org/View/277283</link>
      <description><![CDATA[As more cities choose to build or expand regional metro networks it is becoming increasingly important that ground vibrations set up by underground trains are properly understood.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:47:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/277283</guid>
    </item>
    <item>
      <title>DESIGN PROGRAM IN A TUNNELING METHOD USING BOLTS AND SHOTCRETE, AND STUDIES ON THE PARAMETERS FOR THE PROGRAM</title>
      <link>https://trid.trb.org/View/276288</link>
      <description><![CDATA[A computer program was developed to design a new tunneling method using bolts and shotcrete.  It is based on non-linear viscoelastic finite element method and can calculate the stress and displacement in relation to excavation process or to time lapse and has many other functions necessary to design a tunnel.  The studies about input parameter in the program have been made comparing the measured and the calculated values of 12 tunnels, and therefrom it appears that the initial lateral coefficient K//0 is strongly correlated to overburden H.  Modification factor to modulus of elasticity was thus obtained for each class of ground. (Author abstract)]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/276288</guid>
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    <item>
      <title>THE BIG BREAKTHROUGH UNDER THE TRACKS</title>
      <link>https://trid.trb.org/View/275976</link>
      <description><![CDATA[In the early days of the railway, the railway lines only touched the urban area, which is often today the old town. Although the tracks are still where they were then, they now cut through the much larger town of today.  In many large towns an interesting solution has been found to the inconvenience this intersection causes:  the old access tunnel running under the platforms has been converted to a spacious combined booking-hall and pedestrian concourse. Ticket counters are now centrally located, so that travellers have easy access from both sides of the town, while the long-distance and urban train platforms are close to each other.  These decisive improvements in respect of the station and its integration into the urban scene have often been made possible by the construction of an underground where this crosses the path of the surface railway and the construction works can be coordinated.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/275976</guid>
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      <title>SUBWAY ENVIRONMENTAL SIMULATION PROGRAM AND SUBWAY ENVIRONMENTAL DESIGN HANDBOOK VALIDATION THROUGH FIELD TESTING. PART II OF IV: COMPUTER SIMULATION PROGRAMS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/275655</link>
      <description><![CDATA[This technical report is Part II of IV of a project to validate by field tests specific portions of the Subway Environmental Simulation (SES) Computer Program and the Subway Environmental Design Handbook (SEDH) as they relate to underplatform exhaust systems; train-borne, naturally-convected resistor grid banks; stratification of air in high domed-roof subway stations; gravity-type, station dome relief vents; and the heat sink effect in stations. This report covers the description of the computer simulation programs being utilized; sources of program input data including data from previous field testing; typical computer input and output data; and specific comparisons of field-measured and computer-simulated data relative to train car resistor grid temperatures and station platform ambient air temperatures. General correlation was found between the measured and simulated resistor grid temperatures with the measured temperatures ranging to 20% below the simulated temperatures for current operating conditions. For 1990 conditions (higher train speeds, shorter station dwell times), the maximum difference reduced to about 15%. Less than a degree difference was found at one station between average field-measured and computer-simulated platform air temperatures. At a second station, the difference was five degrees with the measured temperature being the higher. Recomendations will be included in the final report.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:41:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/275655</guid>
    </item>
    <item>
      <title>WATER INTRUSION PROBLEMS IN TRANSIT TUNNELS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/273901</link>
      <description><![CDATA[This report presents the findings of five case studies in which an in-depth analysis was made of tunnel water intrusion problems in transit tunnels.  Water intrusion parameters of transit systems in Atlanta, Boston, Buffalo, New York and Washington, DC, relating to geologic, hydraulic, design, construction and leakage problems which may be associated with tunnel water intrusion are examined. Special emphasis is placed on grouting applications to leaking and the recommended practices derived from past and current experiences.  The report attempts to systematically analyze tunnel leakage problems and potential causes across several diverse transit systems.  The results suggest that choices of remedies and maintenance control may relate to design and construction considerations, particularly those associated with original concrete processes and applications.  Cost factors and comparisons, while systematically pursued, produced fewer insights than were expected.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:14:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/273901</guid>
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