Design of the shield tunnel for the trans-Tokyo bay highway

Uchida, Keinosuke; Wasa, Yujirou; Kanai, Motomu

doi:10.1016/0886-7798(92)90006-4

Cited by 19 publications

(7 citation statements)

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“…According to the geological data, the ground radial resistance coefficient is 7 MPa/m 3 . According to (5), the radial compression bar stiffness of the contact surface can be calculated: 2.26 × 10 5 kN/m/n, where is the amount of the According to the relevant research results [17,18], the stiffness of the tension and compression spring of the segment joint may be taken as 4.14 × 10 9 kN/m and the shear spring stiffness as 1.34 × 10 9 kN/m. The transversal flexural stiffness of the segment joint may be taken as 4 × 10 5 kN⋅m when traction is in the internal surface of the lining and 2.4 × 10 5 kN⋅m when traction is in the outside surface.…”

Section: Application and Discussion Of Improved Modelmentioning

confidence: 99%

“…The external load of Model I, Model II, and the improved model is in accord with the test, and the lining beam element amount of these two kinds of numerical models is 400. According to Formulas (1a) and (1b) to (5), the radial compression bar and tangential spring element amount of the junction surface are both 400, and their stiffness is 7.28 × 10 6 kN/m and 3.03 × 10 6 kN/m, respectively. The radial compression bar and tangential spring stiffness of the ground's contact surface are 4.41 × 10 5 kN/m/n and 2.21 × 10 5 kN/m/n, respectively, and is the tangential compression bar amount of the contact surface.…”

Section: Methodmentioning

confidence: 99%

“…According to the experience of Japan, the contact surface tangential stiffness is approximately half the radial stiffness [5].…”

Section: Stiffness Of Junction Surface and Contact Surface Inmentioning

confidence: 99%

“…The Trans-Tokyo Bay highway tunnel, which is subjected to extremely soft strata under the sea, extremely high water pressure, and active seismic conditions in the Tokyo Bay area, has a large external diameter of the primary lining (approximately 14 m). To ensure the safety of the Trans-Tokyo Bay highway tunnel, a secondary lining inside with a thickness of 35 cm and segment lining with a thickness of 65 cm were applied [5]. As there are more and more underwater railway tunnels crossing rivers or seas in China, the application of double lining will become more frequent.…”

Section: Introductionmentioning

confidence: 99%

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An Improved Numerical Model of Shield Tunnel with Double Lining and Its Applications

Yan

Yao

Yang

et al. 2015

Advances in Materials Science and Engineering

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Based on the existing numerical models of shield tunnel with double lining, an improved numerical model is developed and its rationality is verified by a similar model test. In the improved numerical model, lining, joint, and junction surface, respectively, are simulated by beam, spring, and a combination of compression bar and spring. Through the comparison of the numerical analysis results of the improved model and existing models, it turns out that the defects or problems in the existing numerical models are resolved; tension appearance on the contact surface and junction surface and the abrupt change of bending moment in linings are solved in the improved model because the compression bar element and the coupling technology of node displacement in the junction surface is applied. Therefore, the improved numerical model could be applied to analyze double lining with waterproof on the junction surface and separation of the junction surface under an unfavorable load. In this paper, the parameter formulas of element stiffness, applicable to the junction surface and contact surface of double lining, are given definitely, and the influence of the element amount of junction surface on the analysis results is discussed. Based on the improved numerical model, the mechanical behavior of the double lining of the Huangpu River Tunnel in China is studied, and some conclusions are obtained as follows. (1) The thickness increase of the double lining will clearly increase its bending moment, but it has little influence on its axial force. (2) The allocation proportion of the bending moment between the segment lining and secondary lining has no linear relationship with the ratio of the lining thickness.

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Section: Application and Discussion Of Improved Modelmentioning

confidence: 99%

Section: Methodmentioning

confidence: 99%

“…According to the experience of Japan, the contact surface tangential stiffness is approximately half the radial stiffness [5].…”

Section: Stiffness Of Junction Surface and Contact Surface Inmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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An Improved Numerical Model of Shield Tunnel with Double Lining and Its Applications

Yan

Yao

Yang

et al. 2015

Advances in Materials Science and Engineering

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“…In the ESHR model, segments are simulated by beams with uniform bending stiffness, and a stiffness reduction factor is introduced to account for the influence of longitudinal joints [37,38]. Meanwhile, in the BS model, joints are simulated by rotation and shear springs to consider the joint behavior when subjected to bending moment and shear force, thereby enhancing simulation accuracy [22,39].…”

Section: Input Parameters For Modelsmentioning

confidence: 99%

Experimental and Theoretical Investigations of the Mechanical Behavior of Column-Free Quasi-Rectangular Segmental Tunnel Linings

Liu,

Chen,

et al. 2024

Applied Sciences

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To investigate the mechanical behavior and design methodology of column-free QRST (quasi-rectangular segmental tunnel) structures, a theoretical analysis based on prototype experiments and simulation models is conducted. Initially, a prototype experimental investigation is conducted to reveal the structural behavior at the service stage. Subsequently, the ESHR model (Equivalent Stiffness Homogeneous Ring), the BS model (Beam Spring), and the MBS model (Modified Beam Spring) are used to simulate structural behavior. For design purposes, the design methodology is explored based on the ESHR model, followed by a sensitivity analysis of several key load parameters. Based on the experimental results, weak parts of the column-free QRST structure are found to include several joints (Joint 1, Joint 5, Joint 3, and Joint 8), and corresponding optimization measures are proposed. By comparing the test results, the above-mentioned three models demonstrate their applicability in structural simulation, with the ESHR model having sufficient design accuracy. A model-based deformation mechanism analysis found that joints contribute approximately 2/3 of the structural deformation. For the structural design of the column-free QRST using the ESHR model, amplifying the calculated results of structures directly subjected to the service stage by 10% suffices to meet engineering requirements. Based on the test and study, special attention should be paid to the negative bending moment regions at the waists of the structure during both the design and service stages.

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Performance of Slurry TBM Tunnelling in Sandy Cobble Ground — A Case Study in Lanzhou

et al. 2019

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Design of the shield tunnel for the trans-Tokyo bay highway

Cited by 19 publications

References 0 publications

An Improved Numerical Model of Shield Tunnel with Double Lining and Its Applications

An Improved Numerical Model of Shield Tunnel with Double Lining and Its Applications

Experimental and Theoretical Investigations of the Mechanical Behavior of Column-Free Quasi-Rectangular Segmental Tunnel Linings

Performance of Slurry TBM Tunnelling in Sandy Cobble Ground — A Case Study in Lanzhou

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