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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>Underground Pneumatic Transport of Municipal Solid Waste and Recyclables Using New York City Subway Infrastructure</title>
      <link>https://trid.trb.org/View/1254182</link>
      <description><![CDATA[While Manhattan's streets may be the most congested--and carbon-emitting--in the country, the subway system that runs beneath them offers an inspiring example of how efficiently--and with what minimal emissions of greenhouse gases--passengers can be transported.  Although the collection and transport of municipal solid wastes produces only a fraction of the congestion and emissions on Manhattan's surface, in absolute terms the hundreds of thousands of annual truck miles these wastes cause are nonetheless quite significant.  Does the subway model offer a suggestion for how waste transport might also be revolutionized?  Perhaps. Since the now-12,000-person full-service community on the New York City's Roosevelt Island (RI) opened in 1975, none of its non-recycled, non-commercial municipal solid waste (MSW) has been collected by truck.  Instead, it is whisked from one end of the Island to the other through an underground pneumatic tube, thus saving building space, labor, and the costs and environmental impacts associated with trucks, and providing the health and quality-of-life benefits associated with the fact that unsightly bags of residential trash are not set out at curbside (as they are everywhere else in New York City) to produce odors and attract rats, pigeons, and insects. These tubes, first installed to enhance the aesthetic experience and lower the operating costs of a utopian island development, may now offer a way for New York City to significantly reduce its carbon footprint by decreasing the number of trucks in midtown Manhattan where traffic congestion and volumes of waste are greatest. Subway tunnels already carry pipe for the transportation system's energy and information needs and additional space is leased to utilities for telecommunications networks. There may also be space for a 500mm pipe like the one that carries waste under Roosevelt Island. The subway could use the system to collect passenger waste, eliminating dedicated trains for waste transport and conserving personnel time and station space for other purposes. In addition to subway waste, inlets on sidewalks and or adjacent buildings could, depending on how the system was organized, collect MSW and recyclables from pedestrians, businesses and residents. By shifting waste collection underground, trucks would no longer be required to make the sometimes daily, or nightly, trips to pick up bagged waste from sidewalks and litter baskets, or containerized waste from loading docks. Not only would there be fewer trucks on the road, reducing fuel consumption and emissions from congestion, there would be more room for other vehicles, including buses and bicyclists. If waste from ground floor retail establishments were included, there would be more room on sidewalks for pedestrians as well. By using subway tunnels this new waste management strategy could be adopted without incurring the expense and disruption associated with trenching city streets. If this initial study suggests that a pilot installation is feasible, and if a pilot project is successful, it would not only provide a model for other New York City neighborhoods, but could reduce carbon emissions in other urban areas around the State and nation.]]></description>
      <pubDate>Tue, 02 Jul 2013 01:01:55 GMT</pubDate>
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      <title>Tunnel Ventilation – State of the Art</title>
      <link>https://trid.trb.org/View/846239</link>
      <description><![CDATA[The use of the term tunnel in this paper refers to all transportation-related tunnels including highway tunnels, transit tunnels such as metro and subway, and railroad tunnels. From a ventilation viewpoint highway tunnels are defined as any enclosure through which vehicles travel. This definition includes not only those facilities that are built as tunnels, but those that result from other construction such as development of air rights over roads. All highway tunnels require ventilation, which can be provided by natural means, traffic-induced piston effects and mechanical ventilation equipment. Ventilation is required to limit the concentration of obnoxious or dangerous contaminants to acceptable levels during normal operation and also to remove and control some and hot gases during fire-based emergencies. The ventilation system selected must meet the specified criteria for both normal and emergency operations and should be the most economical solution considering both construction and operating costs.]]></description>
      <pubDate>Wed, 30 Jan 2008 07:35:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/846239</guid>
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      <title>Protecting America's Roads, Bridges, and Tunnels: The Role of State DOTs in Homeland Security</title>
      <link>https://trid.trb.org/View/751240</link>
      <description><![CDATA[To ensure the security of our nation's transportation systems, American Association of State Highway and Transportation Officials (AASHTO) and member state departments of transportation and local, state, and federal agencies must become strong homeland security partners.  This brochure gives an overview of why the security of our roads, bridges, and tunnels is important, and what state departments of transportation are doing to improve it, and the keys to better partnership.]]></description>
      <pubDate>Thu, 19 May 2005 10:23:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/751240</guid>
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      <title>UNDERGROUND SOLUTIONS</title>
      <link>https://trid.trb.org/View/704607</link>
      <description><![CDATA[Tunnels are normally built because they offer the shortest distance between 2 points, particularly in mountainous areas. However, there is a growing trend to put a road in a tunnel on purely environmental grounds, even though this might be a more expensive option. This article discusses this trend, and cites examples of environmentally-driven road tunnel construction projects in San Mateo County, California, and also at the World Heritage Site at Stonehenge in the U.K.]]></description>
      <pubDate>Thu, 29 Jul 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/704607</guid>
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      <title>NUMERICAL ANALYSIS OF A TUNNEL IN RESIDUAL SOILS</title>
      <link>https://trid.trb.org/View/709045</link>
      <description><![CDATA[This paper presents results of an elastoplastic finite element (FE) backanalysis of a shallow tunnel through residual soils. The tunnel was constructed as part of an expansion of the underground transit system in the city of Sao Paulo, Brazil. A comprehensive lab testing program on undisturbed soil samples was performed in order to characterize the stress--strain--strength behavior of residual soils. Results from this lab testing program were used to calibrate a nonassociated elastoplastic constitutive model utilized to reproduce the behavior of the residual soils under stress paths typical of underground excavation. A stress transfer method is proposed to simulate, using a 2-D FE analysis, the response of the soil mass to the 3-D advancement of a tunnel excavation. Comparisons are presented between montitored displacements from an instrumented section of the Paraiso tunnel, empirical predictions, and the results of an FE backanalysis. Good agreement is achieved between displacements obtained from field instrumentation data and empirical and numerical results.]]></description>
      <pubDate>Wed, 13 Mar 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/709045</guid>
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      <title>THE CHANNEL TUNNEL, 1955-75: WHEN THE SLEEPING BEAUTY WOKE AGAIN</title>
      <link>https://trid.trb.org/View/694732</link>
      <description><![CDATA[Relative to the development of the Channel Tunnel, this article focuses on the post-World War II period up to 1975, which covers the design, promotion, and first failure of the twin bored tunnel for car shuttles and through trains. A major part of today's Channel Tunnel engineering, management, and finance originated during these 2 decades. Colonial crisis, European construction freezes, and oil embargos were reflected in the stops and starts of this great transport infrastructure project. The scope of the article is limited to corporate history, with the necessary insights into government relations. A full history of the various Channel projects remains to be written from the many consultants' reports produced in the last 70 years. The role of the Channel Tunnel Study Group is reassessed in light of new material.]]></description>
      <pubDate>Tue, 30 Oct 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/694732</guid>
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      <title>THE PROPOSED ENGLISH CHANNEL TUNNEL: ITS ESTIMATED TRAFFIC AND REVENUE</title>
      <link>https://trid.trb.org/View/693161</link>
      <description><![CDATA[For more than 150 years there have been attempts to overcome the political, economic, engineering and military obstacles to construction of a tunnel under the English Channel.  Several alternate tunnel routes have been studied intensively during the last four years.  Economic studies have determined the probable traffic and revenues for three distinctively different types of facilities: 1) a tunnel for railroad trains only; 2) one for highway vehicles only; and 3) a combination tunnel serving both classes of traffic.  This article discusses only the findings in connection with the railway tunnel.]]></description>
      <pubDate>Tue, 04 Sep 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/693161</guid>
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      <title>NIEDERNHAUSEN TUNNEL - SOLUTIONS OF GROUND-WATER PROBLEMS</title>
      <link>https://trid.trb.org/View/638230</link>
      <description><![CDATA[Extensive field investigations and numerical computations have been carried out before constructing Niedernhausen tunnel. These investigations are necessary for estimating the influence on the groundwater balance especially while constructing the tunnel.  The investigation carried out as well as the results are described.]]></description>
      <pubDate>Sat, 22 Jan 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/638230</guid>
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      <title>BIELEFELD -- WHERE LRT TAKES THE WHOLE ROUTE TO SUCCESS</title>
      <link>https://trid.trb.org/View/499996</link>
      <description><![CDATA[This article describes the upgrading from trams to LRT in the city of Bielefeld, Germany. The heart of the new LRT system is the 2.8 mile (4.5 km) cross-city light rail tunnel with five underground stations. the tunnel was mostly built using the new Austrian construction methods and cost 371 million DM. The Federal Government and the State of North-Rhine-Westphalia financed 90 percent of the construction costs and the city of Bielefeld the remaining 10 percent.]]></description>
      <pubDate>Tue, 06 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499996</guid>
    </item>
    <item>
      <title>SEWER JOB USES RECORD MOLE</title>
      <link>https://trid.trb.org/View/211061</link>
      <description><![CDATA[Japanese contractors will be using the world's largest-diameter pressurized slurry shield tunnel boring machine to cut a stormwater detention tunnel.  Bentonite slurry is pumped into a bulkhead behind the machine's rotating turret at a constant pressure higher than the water pressure of the surrounding strata.  The slurry prevents the soil from collapsing and the water from infiltrating at the face.  The slurry is then pumped out of the bulkhead with the spoil to the rear of the machine for separation.  The bentonite is recycled back to the bulkhead and the spoil is piped to the surface in slurry form.]]></description>
      <pubDate>Mon, 29 Apr 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211061</guid>
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