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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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      <link>https://trid.trb.org/</link>
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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>
    </item>
    <item>
      <title>LE TUNNEL D'ORELLE</title>
      <link>https://trid.trb.org/View/988191</link>
      <description><![CDATA[Le tunnel d'Orelle est un tunnel autoroutier a 3 voies, d'une longueur totale de 3680 m en y incluant les faux tunnels d'extremite. C'est un tunnel de versant, dont le trace est conditionne par la presence d'une galerie hydraulique EDF en charge, sensiblement a la meme cote. Il est creuse, a l'explosif, dans un massif schisto-greseux, avec utilisation systematique du tir sequentiel compte tenu de l'environnement sensible du tunnel. Le creusement des 3589 m a ete effectue par trois attaques simultanees fortement mecanisees. La ventilation du tunnel, de type semi-transversal, necessite la construction de deux stations de ventilation, l'une a une tete du tunnel, l'autre aux 2/3 de sa longueur et qui est reliee au tunnel par des galeries de ventilation. La conception et la construction des stations de ventilation et des ouvrages de tete ont ete rendues difficiles par les contraintes fortes des differents sites. (A) (Titres en anglais, en allemand et en espagnol : The Orelle tunnel - Der Orelle-Tunnel - El tunel de Orelle)]]></description>
      <pubDate>Fri, 19 Nov 2010 18:06:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/988191</guid>
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    <item>
      <title>Modelling of long-term ground response to tunnelling under St James's Park, London</title>
      <link>https://trid.trb.org/View/814336</link>
      <description><![CDATA[Following a tunnel excavation in low-permeability soil, it is commonly observed that the ground surface continues to settle and ground loading on the tunnel lining changes, as the pore pressures in the ground approach a new equilibrium condition. The monitored ground response following the tunnelling under St James's Park, London, shows that the mechanism of subsurface deformation is composed of three different zones: swelling, consolidation and rigid body movement. The swelling took place in a confined zone above the tunnel crown, extending vertically to approximately 5 m above it. On the sides of the tunnel, the consolidation of the soil occurred in the zone primarily within the tunnel horizon, from the shoulder to just beneath the invert, and extending laterally to a large offset from the tunnel centreline. Above these swelling and consolidation zones the soil moved downward as a rigid body. In this study, soil–fluid coupled three- dimensional finite element analyses were performed to simulate the mechanism of long-term ground response monitored at St James's Park. An advanced critical state soil model, which can simulate the behaviour of London Clay in both drained and undrained conditions, was adopted for the analyses. The analysis results are discussed and compared with the field monitoring data. It is found that the observed mechanism of long-term sub- surface ground and tunnel lining response at St James's Park can be simulated accurately only when stiffness anisotropy, the variation of permeability between different units within the London Clay and non-uniform drainage conditions for the tunnel lining are considered. This has important implications for future prediction of the long-term behaviour of tunnels in clays. (A)]]></description>
      <pubDate>Mon, 06 Aug 2007 14:17:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/814336</guid>
    </item>
    <item>
      <title>LARGE RECTANGULAR CROSS-SECTION TUNNELING BY THE MULTI-MICRO SHIELD TUNNELING (MMST) METHOD</title>
      <link>https://trid.trb.org/View/747270</link>
      <description><![CDATA[The Metropolitan Expressway Public Corporation is planning to construct a 4-lane highway tunnel of rectangular cross-section with a shallow depth below an existing city street which width is approximately equal to the one of tunnel to be newly constructed. A non-cut-and-cover method is required. To achieve this, the multi-micro shield tunneling (MMST) method has been developed. To construct a large cross-section as a whole section of tunnel, first, smaller cross-sections, as units of tunnel, which are located at the circumference of a whole section of tunnel are excavated by shield machines and lined with segments. Secondary, these smaller units are connected and, finally, a tunnel by the MMST method is completed by excavating soil inside connected smaller units which function as a lining of whole section of tunnel (a large cross-section). This paper describes the MMST method and the outline of the shield machine developed to be applied to the MMST method, the construction results of the tunnels and the test implementation. (A) "Reprinted with permission from Elsevier".]]></description>
      <pubDate>Fri, 07 Jan 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/747270</guid>
    </item>
    <item>
      <title>EXPERIMENTAL STUDY ON THIN FLEXIBLE TUNNEL SUPPORT SYSTEM</title>
      <link>https://trid.trb.org/View/271044</link>
      <description><![CDATA[The mechanical efficiency of a thin flexible tunnel support system such as shotcrete lining and rock bolts is investigated on the basis of experimental works.  At first, model tests of tunnel excavation in which shotcrete lining and rock bolts were simulated by thin papers were carried out in a dry sand ground.  It was found out that even if so flexible thin paper closed ring lining has a remarkable effect on the tunnel stability and that the effect of rock bolts appears only when they are placed to get into the outside of a plastic zone developed in the surrounding ground.  A circular tunnel excavation was simulated by shrinking a metal ring in an aluminum rod mass and the development of a loosened zone in the ground due to tunneling was discussed.  (Author abstract)]]></description>
      <pubDate>Fri, 27 Aug 2004 22:00:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/271044</guid>
    </item>
    <item>
      <title>ELIMINATION OF TEMPORARY PROPPING USING THE OBSERVATIONAL METHOD ON THE HEATHROW AIRSIDE ROAD TUNNEL PROJECT</title>
      <link>https://trid.trb.org/View/662838</link>
      <description><![CDATA[Use of the observational method (OM) on projects where retained deep excavations require temporary propping is well-documented (Nicholson et al 1999). The requirement to make savings in both project cost and programme by modifying the temporary works is a key driver for OM, and its use on the Airside Road Tunnel (ART) project at Heathrow Airport is an example of an instance where considerable savings are possible. This paper describes how OM was implemented, through the technique of progressive modification (Powderham, 2002) on the first section of the west portal excavation, a 15m deep chamber from which a tunnel boring machine (TBM) would be launched. It details how an innovative contingency measure, laser controlled excavation and comprehensive wall convergence monitoring allowed careful control of the excavation phase, in which 60t of temporary steel propping was eliminated from the TBM chamber alone. This allowed a time saving of four to five weeks from the project programme, with improved site safety resulting from the need not to handle the heavy steel propping within a confined working environment. In addition, an enhanced understanding of the construction process led, through continuous improvement, to the realisation of further benefits on the remaining sections of the west portal and also the east portal. (A) (This was the 33rd Cooling Prize paper).]]></description>
      <pubDate>Wed, 13 Aug 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/662838</guid>
    </item>
    <item>
      <title>EFFECT OF LARGE EXCAVATION ON DEFORMATION OF ADJACENT MRT TUNNELS</title>
      <link>https://trid.trb.org/View/734232</link>
      <description><![CDATA[A large excavation of approximately 140 m wide, 200 m long and 15 m deep was made close to two Mass Rapid Transit (MRT) tunnels of 6 m diameter with invert depth of 15-27 m. In view of the scale and distance of excavation, significant effects on the MRT tunnels were expected. The paper presents the monitoring of the tunnel deformations during the excavation. A sophisticated monitoring system using a motorised total station was installed in the MRT tunnels to monitor their displacements and to ensure that the stringent requirements for safeguarding the tunnels were not violated during any part of the excavation works. The paper also presents the modelling of the excavation using a finite element program. The results obtained were reasonably close to the monitoring results. It was found that the stiffness of the tunnel lining has significant influence on the displacement and distortion of tunnels caused by an adjacent excavation. A stiffer lining undergoes less displacement and distortion but is likely to experience significantly greater bending moments. (A)]]></description>
      <pubDate>Fri, 07 Mar 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/734232</guid>
    </item>
    <item>
      <title>NEW METHOD OPENS DOOR TO EASIER TUNNELING</title>
      <link>https://trid.trb.org/View/541199</link>
      <description><![CDATA[Used as an alternative to disruptive open-trench methods, the doorframe slab method allows shallow tunnels to be built under city streets without extensive road closures.  The doorframe technique derives its name from the mining industry, where inclined timber sidewall posts support a horizontal timber beam in excavated tunnels.  The configuration of steel I beams or pipes driven into the ground supporting a concrete roof slab mimics that structure.  The main benefit of the method is that it reduces the time and extent of road closures; only 300-ft (91-m) sections of road need be closed at any time.  The method was developed during construction of an underground rail system in Nickelsdorf, Austria.]]></description>
      <pubDate>Sat, 14 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541199</guid>
    </item>
    <item>
      <title>TUNNEL WILL INCREASE TOURISTS AND CARGO IN ALASKAN SOUND</title>
      <link>https://trid.trb.org/View/635953</link>
      <description><![CDATA[After a costly delay caused by environmental protests, excavation work has begun on the longest vehicular tunnel in North America through one of the continent's most majestic marine wildernesses. An existing 2.5-mi (4-km) tunnel beneath Maynard Mountain to the northwest part of Alaska's Prince William Sound now provides Alaska Railroad access between Anchorage and Whittier.  The $57.3-million plan is to reconstruct the existing rail tunnel to permit piggy-backing of rail cars and to create a one-lane roadway with embedded tracks--in essence a 2.5-mi (4-km) longitudinal rail crossing--which trains and automobiles will share.  The new tunnel is expected to increase visits to the Sound almost tenfold in its first year of use and will carry up to 1.4 million tourists annually within 15 years.]]></description>
      <pubDate>Tue, 29 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/635953</guid>
    </item>
    <item>
      <title>APPLICATION OF LARGE-SCALE SOUNDPROOF DOME WITH DOUBLE MEMBRANE TO TUNNEL AND SHAFT CONSTRUCTION</title>
      <link>https://trid.trb.org/View/539251</link>
      <description><![CDATA[Round-the-clock construction of a sewage treatment plant was planned on a site close to a quiet residential area.  In this project, prevention of nighttime construction noise was the prime concern as a precaution against disturbing impacts of the construction work on the surrounding environment.  Adopted as a result was a soundproof dome which was expected to produce the optimal soundproofing effect by covering the whole shaft excavation area.  This report presents the results of measurements of nighttime construction noise, the reduction of which was the point at issue in the project, as well as the results of numerical analysis and full-scale model tests carried out in the design phase.  It then goes on to describe other beneficial effects brought about by the application of the soundproof dome.]]></description>
      <pubDate>Tue, 22 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539251</guid>
    </item>
    <item>
      <title>BERLINE RAIL TUNNEL LURCHES FORWARD USING OPEN PITS, BORES AND POURS</title>
      <link>https://trid.trb.org/View/487564</link>
      <description><![CDATA[Tearing down the Berlin Wall not only unified the new German capital but also revived a major railroad project that had been frozen by the Cold War.  The $2.4-billion, 3.4-km north-south link through the new government center will complete a critical transit route across the growing city.  But a serious cave-in and flooding incident in July 1997 cost the project months and millions of dollars.  Officials now hope to complete the four-track Fernbahntunnel by 2002.  The first 39-m caisson, sunk in 1997, will also serve as the launch site for 8.9-m-dia tunnel boring machines (TBMs).  They will drive four parallel tunnels northward to a huge concrete box more than 500 m away that will form the line's Potsdamer Platz station.  Four more tubes, each more than 700 m long, are being driven further north between Potsdamer Platz and a shaft at the Reichstag, the German parliament building.  Even farther north, the bored tunnels merge into rectangular concrete box sections, built in deep pits in Berlin sand.  When workers smashed a TBM exit through the bulkhead in July 1997, the 5-m-thick wall of grouted soil ahead failed.  Sand and water rushed in, until firefighters flooded the sunken caisson to halt the flow.  A court-appointed expert is still investigating why the grouted soil failed.  Claims are growing on most of the tunnel contracts, with at least one joint venture hiring a British specialist to make its case.  Meanwhile, estimates of the project's cost increase are nearly $100 million. A sidebar highlights the ongoing renovation of the Reichstag.]]></description>
      <pubDate>Wed, 22 Jul 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487564</guid>
    </item>
    <item>
      <title>AUSTRIAN EARTHSLIDE REPAIR</title>
      <link>https://trid.trb.org/View/486908</link>
      <description><![CDATA[A 187m long tunnel is being erected near Konigsberg, on the A2 Vienna to Graz autobahn, in order to put an end to a series of dangerous earthslides that have been occurring in a cutting with a depth of up to 45m. Ever since the autobahn was built in the early 1980s, this cutting near Konigsberg has suffered from repeated earthslides, which have required expensive slope-stabilization works. For each of the two roads in the earthslide-prone zone, an enclosure tunnel is being built which will then be buried under up to 12m of fill. This will replace most of the material originally excavated when the autobahn cutting was built, and create a counter-weight (tunnel and fill) which will stabilize the slope once more.]]></description>
      <pubDate>Tue, 23 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/486908</guid>
    </item>
    <item>
      <title>TOUGH CONDITIONS, INNOVATIVE SOLUTIONS</title>
      <link>https://trid.trb.org/View/485994</link>
      <description><![CDATA[Two major innovations in U.S. construction practice are part of the solution to a complex and difficult portion of the Massachusetts Highway Department's $8.5 billion Central Artery/Tunnel project.  Deep soil mixing (DSM) and tunnel jacking, both extensions of technologies used overseas, are helping engineers and contractors to work in extremely weak soil conditions in the area.  DSM deals with the most perplexing challenge, open excavations 40-60 ft (12-18 m) deep and 200 ft (61 m) wide in the thick deposit of soft clay beneath and adjacent to Fort Point Channel.  More than 900,000 cu yd (688,140 cu m) of soft clay and organic soils are being cement-stabilized. These stabilized soils will hold back lateral earth loads and Fort Point Channel tidal waters, resist basal heave in large open excavations, and provide permanent foundation support for cut-and-cover tunnels.  Jet grouting creates soil-cement in areas difficult to reach with the large mixing equipment.  The second major innovation is the jacking of full-section, multi-lane tunnels beneath the heavily trafficked railroad yard at the busy South Station Transportation Center.  Three separate tunnels will advance 35-64 ft (11-20 m) under active tracks.  Each of the 180-350 ft (46-107 m) long tunnels is cast in a deep, internally braced excavation adjacent to the tracks.  Then, while trains remain in full operation, shield tunneling methods advance one tunnel at a time by incremental jacking and excavation.  Special measures, including grouting and ground freezing, are stabilizing the ground before the tunnels advance.]]></description>
      <pubDate>Sat, 16 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485994</guid>
    </item>
    <item>
      <title>CONCRETE PUMPING: A NEW WORLD RECORD</title>
      <link>https://trid.trb.org/View/475955</link>
      <description><![CDATA[New world record of altitude transportation of concrete (532 m) was reached on the 2nd of June 1994 in Riva del Garda Hydroelectric Power Plant.  The requirement involved the construction of a new piezometric well and intake conduit and the replacing of the existing surface penstock with a new one built underground to reduce environmental impact. Two parallel tunnels were excavated:  one for Ledro - Garda lakes location, the other for transporting penstock's metal elements.  The self supporting metal pipe has been blocked for all its length (790 m) by filling of the ring space between the excavation wall and the piping with 5,000 m2 of concrete.  In order to reduce environmental impact it was decided to pump concrete from the lower end from and excavated chamber near the Powerhouse.  The record level: 532 m (vertical) and 790 m (total length) widely exceeded the former one (432 m) obtained in 1985 in Spanish "ESTANGENTO SALLENTE" Power Plant.]]></description>
      <pubDate>Sat, 07 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475955</guid>
    </item>
    <item>
      <title>HISTORIC BRITISH TUNNEL RENOVATED</title>
      <link>https://trid.trb.org/View/475326</link>
      <description><![CDATA[This article describes the plan and project details for the renovation of the Brunel tunnel, built under the Thames River from 1825 to 1843. The Brunel tunnel is generally recognized as the world's first construction project in which cement was used on a comparatively large scale. It was also the world's first tunnel excavated by the shield-driven method and the first subaqueous tunnel of significant size and importance.]]></description>
      <pubDate>Tue, 20 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475326</guid>
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