Abstract In order to study the necessity of reinforcement of high-speed railway tunnel secondary linings, and the
consistency between the reinforcement design values and actual stress states of reinforcements, the Chinese, German and Japanese standards are compared. Based on the Zhengzhou-Xi′an high-speed railway tunnel projects, the comparative analysis is conducted regarding the design parameters of secondary lining reinforcement and the actual reinforcement stress states in deep and shallow buried tunnels. The results show that: 1) the design of secondary lining reinforcements would be conservative at 50% ~ 60% of the rock loads as stipulated in the specification and the most unfavorable nodes, so there is a big difference between the field measured reinforcement stress values and the designed ones; 2) only the reinforcements at the inner layer of the vault lining are in tension, with tension values of
19.5 MPa; the rests are in compression with small pressure values, and the maximum pressure of the secondary lining reinforcements is 57 MPa at the left and right side walls; 3) in checking the secondary lining structure, the pressure of the surrounding rock can be appropriately reduced; and 4) the lining reinforcements should be determined by engineering analogy and combined with the formula stipulated in the specification.
Abstract：
In order to study the necessity of reinforcement of high-speed railway tunnel secondary linings, and the
consistency between the reinforcement design values and actual stress states of reinforcements, the Chinese, German and Japanese standards are compared. Based on the Zhengzhou-Xi′an high-speed railway tunnel projects, the comparative analysis is conducted regarding the design parameters of secondary lining reinforcement and the actual reinforcement stress states in deep and shallow buried tunnels. The results show that: 1) the design of secondary lining reinforcements would be conservative at 50% ~ 60% of the rock loads as stipulated in the specification and the most unfavorable nodes, so there is a big difference between the field measured reinforcement stress values and the designed ones; 2) only the reinforcements at the inner layer of the vault lining are in tension, with tension values of
19.5 MPa; the rests are in compression with small pressure values, and the maximum pressure of the secondary lining reinforcements is 57 MPa at the left and right side walls; 3) in checking the secondary lining structure, the pressure of the surrounding rock can be appropriately reduced; and 4) the lining reinforcements should be determined by engineering analogy and combined with the formula stipulated in the specification.
YANG Jian-Min- 1 Tan-Zhong-Sheng- 2
.On Design Issues of Reinforcement of the Secondary Lining of High-Speed Railway Tunnel[J] MODERN TUNNELLING TECHNOLOGY, 2017,V54(3): 1-7
2017, Vol. 54 