Highway Tunnel Research Articles

An Approach to Rapidly Obtaining Rock Mass Structure Data During Highway Tunnel Construction and its Application

An Approach to Rapidly Obtaining Rock Mass Structure Data During Highway Tunnel Construction and its Application

Analyzing Traffic Flow Changes and Incident Management in Long Highway Tunnels using Aimsun Simulation

Analyzing Traffic Flow Changes and Incident Management in Long Highway Tunnels using Aimsun Simulation

High-speed noncontact acoustic inspection using acoustic irradiation induced vibration from unmanned aerial vehicle

The noncontact acoustic inspection method using laser Doppler vibrometer and acoustic irradiation induced vibration is a method that can be used as an alternative to the hammer method because it uses flexural resonance. Experiments have already been carried out on railway and national highway tunnels, viaducts over 30m, and shotcrete with unevenness in underground cavities, confirming the usefulness of this method. On the other hand, this method has the problem of environmental noise and angular dependence. However, when the sound source is mounted on the UAV, the position of the sound source can be directly opposed to the surface to be measured, and this environmental noise and angle dependency problem is expected to be solved. In addition, since this method does not require a scaffold or an aerial work vehicle, there is a possibility that inspection costs can be reduced and work efficiency can be improved. Therefore, an experiment using a sound source-mounted UAV and a tiled outer wall specimen was performed. From the experimental results, it was clarified that defects within the directivity range of sound waves can be detected even if the UAV fluctuates due to wind. In the future, it will be possible to detect defects with higher accuracy by applying artificial intelligence to the measured waveform.

A test on fire-induced damage of concrete with multiple parameters analysis—Based on tunnel linings of China

Fires in highway tunnels will have a significant impact on the structural performance of lining materials. A ablation test was conducted on 288 concrete specimens (1500 ×1500 ×1500 mm) with four commonly used grades of C20, C25, C30, and C35 at temperature levels of 300 ℃, 600 ℃, 750 ℃, and 900 ℃ for constant periods of 1 h, 2 h, and 4 h. The experiment revealed that: (1) From low to high temperatures, the specimens experienced cracking, spalling, explosion and eventually complete collapse; all grades of concrete remained intact or mostly intact at 600 ℃ but suffered varying degrees of damage above 750 ℃. (2) At the same fire temperature, the damage rate increased linearly with longer ablation time; while at the same ablation time, the damage rate increased quadratically with higher fire temperature. (3) The ultrasonic wave velocity ratio decreased exponentially as the ablation time increased; higher fire temperatures resulted in lower wave velocity ratios within the same ablation time period and there was a turning point at a two-hour ablation time where specimen integrity was lost. (4) For concrete specimens of the same grade and under identical exposure times to fire, as the fire temperature increased,the rate of compressive strength reduction accelerated significantly; sudden drops in compressive strength occurred at temperatures of 600 °C，750 °C，and900°C,and there was a turning point for compressive strength reduction loss after one hour's ablation to fire.(5) When subjected to high ablation temperatures,the decrease rate in concrete strength exceeded that in wave velocity,and changes in strength were more sensitive than changes in wave velocity.

Spatial deformation prediction method of fractured rock tunnel based on quantified GSI and its application

Determining rock mass mechanical parameters and accurately predicting tunnel deformation during tunnel construction remain challenging tasks. This study introduces a novel approach to calculate the Geological Strength Index by integrating indoor rock mechanics tests with geometric data from three-dimensional dense reconstruction. We utilized the Hoek-Brown strength criterion to develop a theoretical model for predicting tunnel deformation in fractured rock masses. Case studies reveal that the average value of Geological Strength Index for the Xiamen highway tunnel’s surrounding rock is 44. With support from the lining structure equivalent to 0.002–0.02 times the initial in-situ stress, the plastic zone thickness decreased by approximately 50%, and radial displacement was reduced by about 40%. Enhancing the lining structure’s support pressure significantly reduces the plastic zone radius and radial displacement. As the Geological Strength Index decreases, the nonlinearity between support pressure and plastic zone radius becomes more pronounced, with a similar trend observed for the relationship between support pressure and tunnel radial displacement. The relative deviation between predicted and measured values did not exceed 1.69%. The method accurately captures the effects of rock fragmentation and tunnel construction on plastic zone formation and displacement, offering an effective approach for the rapid and secure assessment of rock tunnel excavation stability using digital technology.

Research on the Construction Mechanics and Stability Control Technology of Expressway Tunnel Based on Numerical Analysis

As an effective structural form, connecting arch tunnel has been widely used in practical engineering because of its smooth linear shape, small footprint and good bridge and tunnel connection. With the increase of domestic traffic volume year by year, the width of the even arch tunnel is gradually changed from two-way four lanes to two-way six lanes. I20 I-steel, spacing 0.75∼1 m, anchor length 3∼4 m, ring spacing 0.5∼1 m, the side ring spacing of the middle wall is 0.75 m, the side ring spacing of the side wall is 1 m, and the shotcrete thickness is 0.25∼0.3 m. The excavation span of a two-way six-lane continuous-arch tunnel is considerable, leading to complex stress characteristics, thereby posing risks to construction safety and structural stability. Following the construction of the initial tunnel, disturbance to the surrounding rock occurs, affecting subsequent excavation phases. The initial support requirements for subsequent excavations are more intricate, with increased internal forces compared to the initial tunnel segment. As the rear tunnel progresses, the surrounding rock near the middle wall shifts towards the rear tunnel, reducing internal forces in the concrete and steel arch frame. However, as the rear tunnel distance increases, concrete stress and axial forces on the middle wall side of the initial tunnel begin to rise. Throughout the construction, the steel arch frame’s internal forces and spray concrete stress on the middle wall side’s arch waist and foot are the highest, making them susceptible to disruption from construction on the opposite side, thus constituting critical tunnel components. Numerical simulations effectively capture surrounding rock and structural stress dynamics during large-span arch tunnel construction. Simulation outcomes align closely with field measurements, particularly in three-dimensional simulations, enhancing construction understanding and management.

Combined contamination of tire and road wear microplastics with heavy metals in expressway tunnels: occurrence characteristics and risk assessment

Tire and road wear microplastics (TRWMPs), as an important type of microplastics, have attracted increasing attention. However, current studies on their contamination within expressway tunnels remain limited. Therefore, we investigated the occurrence characteristics of TRWMPs in dusts from various tunnels, and combined contamination with heavy metals (HMs). The results showed that the abundance of TRWMPs in expressway tunnel dust (53,778 n/kg) was much higher than that sampled from other land use types (1360–4960 n/kg) in the same region. A large amount of polyamide was released into the environment along with wear particles from the vehicles. Also, the abundance of TRWMPs inside tunnels was greater than outside, and the proportion of large-size TRWMPs was higher inside tunnels. TRWMPs was symmetrically distributed with respect to the center of expressway tunnel. The pollution load index (PLI) and ecological risk index (H) indicated that study area was heavily contaminated with TRWMPs. There was a significant positive correlation between the abundance of TRWMPs and concentration of Cr (p < 0.01) in dust, and their risk assessment and health risk fluctuations were almost identical. Thus, the study is of great significance for elucidating the synergistic contamination and potential risk of TRWMPs and HMs in expressway tunnels.

Can retroreflective rings enhance drivers’ safety perception of spatial right-of-way in freeway tunnels? A simulation exploration

In order to investigate whether retroreflective rings can enhance drivers’ perception of spatial right-of-way in freeway tunnels, this paper explores a simulation test. The characteristics of spatial right-of-way in tunnels are elucidated, and a comparative test is conducted using commonly used delineators and raised pavement markers against retroreflective rings to enhance the perception of spatial right-of-way. The test employs the perception of lateral deviation and longitudinal distance as indicators to reflect the lateral and longitudinal right-of-way. Video scenarios, incorporating different facilities and spacing, are created using 3Ds Max software following the design standards of freeway tunnels. The indicators of Stimulation of Subjectively Equal Distance (SSED), lateral deviation, and perception reaction time (PRT) are chosen to assess the effects of different facilities on drivers under varying spacing conditions. Fifty-two participants, divided into two groups of novice drivers and experienced drivers, underwent perception testing in a simulated driving environment. The results indicate that drivers exhibit the highest overestimation of longitudinal distance and the longest PRT of lateral deviation in the absence of facilities. Installing retroreflective rings with a spacing of 50–200 m significantly mitigates the overestimation of longitudinal distance, while reducing the PRT of lateral deviation. On the other hand, setting up delineators and raised pavement markers with a spacing of 6–12 m significantly reduces the PRT of lateral deviation, while there is no significant enhancement to the perception of longitudinal distance. A spacing of 200 m for retroreflective rings and 10 m for delineators and raised pavement markers in the straight section is recommended as a safer and more economical setting scheme. The combination of these facilities can enhance drivers’ safety perception of spatial right-of-way in freeway tunnels, facilitating rapid perception, correct judgment, and timely decision-making for the safe passage of vehicles.

Bonding performance and construction parameters of low-rebound shotcrete

Abstract Shotcrete has the advantages of short setting time, high early strength, simple process and flexible operation methods. It is mainly used as temporary support in domestic highway tunnels. This study investigates the development of low-rebound shotcrete for tunnel construction by adding silica fume and fly ash into the mixture. Sandstone and limestone were employed to simulate the surrounding rock. The workability and mechanical properties of the shotcrete were evaluated based on slump tests, rebound rates, compressive strength measurements, and bonding strength tests between the surrounding rock and the shotcrete. Furthermore, the research investigated construction techniques, with an emphasis on spraying distance, shrinkage angle, and wind pressure, and optimized these parameters for practical engineering uses. The outcomes demonstrate that the addition of silica fume enhances the mechanical properties of the shotcrete and reduces rebound. It was discovered that optimal spraying distance was between 1.2 m and 1.5 m, with the optimal wind pressure at 0.5 m, and the ideal shrinkage angle at 6°.Research on low rebound shotcrete is of great significance for improving construction quality, construction efficiency and engineering structural performance, and also meets the requirements of sustainable development.

Failure Mechanism and Control Technology of the Primary Support for Asymmetric Deformation Disaster of Deep Tunnel

Asymmetric large deformation disasters inevitably occur when highway tunnels cross active fault zones. Relying on the Nanlangshan No.1 Tunnel Project, the mechanism of asymmetric deformation is analyzed based on the in-situ engineering geology and tunnel monitoring data, and numerical calculations are used for verification. Based on the results of asymmetric large deformation disaster analysis, the control scheme of double-layer primary support is proposed, and the design is optimized with numerical calculation before engineering practice. The conclusions are as follows: 1. The original primary support program cannot withstand the asymmetric surrounding rock pressure, and the slip of the weak interlayer in the engineering geology is the main reason for the asymmetric deformation disaster in the tunnel. 2. According to the results of the numerical calculations, the tilted weak interlayer greatly reduces the stability of the surrounding rock, which leads to the local bending damage in the left shoulder of the tunnel, and the local shear deformation damage in the right arch girdle. 3. When using the double-layer primary support program, the appropriate delay of support timing for the second layer of primary support can effectively decrease the tunnel asymmetric deformation. However, if the second layer of primary support lag distance is too large, it will also lead to tunnel deformation convergence larger, or support failure and other issues. So, it is recommended that the second layer of primary support lags behind the first layer of primary support by 2 m to be applied.

Machine learning-Based method for gas leakage source term estimation in highway tunnels

Incidents involving the leakage of flammable and explosive chemicals in highway tunnels can lead to disastrous events such as fires and explosions. The distinctive features of highway tunnels, characterized by their confined and elongated structure, intensify the complexity of managing such accidents, potentially resulting in significant casualties and property damage. Rapid detection and acquisition of leakage source information during a flammable gas leak in a highway tunnel are of utmost importance for effective accident management. This study introduces a predictive model developed using a machine learning approach. The model uses time series data from gas concentration sensors and anemometers installed within the tunnel to predict parameters such as gas leakage velocity, source location, and initiation time. A computational fluid dynamics simulation of gas leakage within the tunnel was constructed, and a dataset was generated using sample generation and preprocessing methods. The results demonstrate that this method exhibits robust predictive performance. Furthermore, a prediction strategy is proposed to enhance the model’s predictive accuracy and resilience to data noise. This model offers valuable insights for improving accident management strategies for gas-related incidents in highway tunnels.

Analysis of Excavation Methods Against Deformation in Highway Tunnels

Cisumdawu tunnel is a highway tunnelling which composed of very weak rock mass conditions has an average compressive strength less than 1 MPa. It is located below groundwater level. The shape of tunnell is horseshoe, diameter of tunnel section 14,413 m and height 11,083 m. Cisumdawu tunnel is a shallow tunnel which has a maximum overburden of 52,8 m and minimum overburden approximately 14 m. In the case of shallow tunnel which has a large section could be lead an instability during tunnel construction. Tunnel deformation analysis is using an observation and numerical modelling approach with finite element method which is assisted by RS 2019 (Rocscience) software. Based on the research is obtained that excavation method greatly affects the level of deformation that occurs during tunnel construction. As tunnelling advanced, Vertical displacement in the longitudinal direction using three bench seven step excavation method is smaller than full face and bench excavtion method. The maximum displacement using three bench excavation method is -4.23 mm, the full face method is -5.51 mm and the bench method is -4.91 mm. The amount of displacement is affected by the length of excavation and stage in tunnelling. The rate of deformation is increasing as the length of excavation getting deeper, but this is applied in unsupported tunnel.

In-tunnel pollutant concentration measurement and ventilation control indexes for highway tunnels in mountainous area: A case study of no.1 Qinling tunnel, China

The pollutant concentration and hygiene standards in mountain tunnels are key factors determining the ventilation effectiveness of tunnel operation. Previous studies have mainly focused on the spatiotemporal distribution patterns of in-tunnel pollutants, while research on ventilation control indexes for pollutants in long mountain tunnels are relatively limited. Therefore, this paper aims to discussing the hygiene control indexes for operational ventilation of mountain tunnels. Field tests were conducted in the No.1 Qinling Tunnel of Xi'an to Han zhong Highway in China, and the distribution laws of traffic flow, wind speed, and concentrations of particulate matter (PM), carbon monoxide (CO), and nitrogen oxide (NOX) were on-site measured. The spatiotemporal distribution characteristics of pollutants in the long mountain tunnel were revealed, and the ventilation hygiene control indexes for harmful gases were calculated and compared to those of urban highway tunnels. The results show that the traffic volume of operational highway tunnels in mountainous areas of China is increasing rapidly, and the particulate matter emitted from diesel vehicle exhaust will pose a threat to the normal environmental quality in the tunnel. The average value of CO base emission factor in 2000 for the upline of No.1 Qinling tunnel was 0.0019 m3/(veh·km) by back-calculation, and the annual decline rate of CO in the ventilation design for mountain highway tunnels should be 6 %–8 % and revised every 8 years. It is recommended to consider the geographical location and traffic conditions of mountain tunnels when calculating the air demand required for diluting NO2. NOx has basically replaced CO as the primary pollutant with the most significant impact on human health in mountain tunnels. It is recommended that NOX be considered as the primary hygiene control indicator in the ventilation design of mountain tunnels in China. The pollutant distribution and ventilation control indexes of mountain and urban highway tunnels are quite different, which should be treated differently in engineering applications. The research results can provide a significant reference for ventilation design and environmental evaluation of highway tunnels in mountainous areas.

Automatic Modeling and Optimization Design Platform for Highway Tunnels with Application to Stress and Displacement Prediction of Surrounding Rocks during Tunnel Excavation

Automatic Modeling and Optimization Design Platform for Highway Tunnels with Application to Stress and Displacement Prediction of Surrounding Rocks during Tunnel Excavation

Experimental Analysis of Noise Characteristics on Different Types of Pavements inside and outside Highway Tunnels

Aiming to reduce noise pollution and optimize the acoustic quality in highway tunnels, the noise characteristics on different types of pavements were analyzed and compared in this research, based on the on-site noise measurement in two tunnels with the free fields as a control group. Specifically, the noise characteristics include two aspects: various noise and noise time attenuation performance. Various noise includes on-board sound intensity (OBSI) noise and cabin noise. The noise time attenuation performance uses the indicator of reverberation time. Three types of pavements were measured, including dense-graded asphalt concrete (DAC) and single-layered and double-layered porous asphalt (PA) pavement. The results showed that, for the same type of pavement, compared with the free fields, the difference in OBSI noise in tunnels was within a range of less than 1 dBA; the cabin noise increased by 3.4 dBA~6.6 dBA. The noise level in tunnels was greater than that outside tunnels, and the longer tunnel exhibited higher traffic noise and worse noise time attenuation performances. For the same tunnel, PA pavement could reduce the cabin noise by 3.8 dBA~6.7 dBA. PA pavement also exhibited shorter reverberation time. The application of PA pavement could effectively improve the acoustic quality in the tunnel. This research contributes to noise pollution abatement and the improvement of the comfort and safety of drivers in tunnels.

Design and application of a prefabricated structure for large-span arch open-cut highway tunnels

To enhance construction efficiency, improve lining quality, and reduce project costs, this study proposes a prefabricated arch structure scheme for large-span open-cut highway tunnels, specifically targeting the ongoing construction of an eight-lane open-cut tunnel on Chongqing’s Xinsen Avenue. By establishing a finite element “load-structure” integrated calculation model and adopting an iterative analysis method, the impact of joint stiffness variations on internal force distribution was determined. Combined with long-term field monitoring and measurements, a thorough analysis was conducted on the performance of the prefabricated arch structure during different construction stages. The results indicate that after assembly into a ring, the structure undergoes a self-adaptive adjustment phase, during which the joints experience significant stress and deformation. Following top-layer backfilling and water level restoration, the axial force on the joints increases, while stress and deformation decrease, exerting a positive effect on the joint bearing capacity. From the construction period to post-opening operations, the stress variation experienced by the joints remains within a controllable range, demonstrating substantial safety margins. This fully validates the safety and reliability of the prefabricated arch structure scheme.

Intelligent Classification of Rocks in Mountain Highway Tunnels Using ISSA-ELM Model

Intelligent Classification of Rocks in Mountain Highway Tunnels Using ISSA-ELM Model

Study of the Physiological Characteristics of Drivers Facing Apparent Changes in Highway Tunnel Structures

The increasing frequency of structural damage and reinforcement repairs in long-term highway tunnels necessitates an understanding of their effects on drivers. This study examines drivers’ physiological responses to visible structural changes in highway tunnels. Using a vehicle static in-the-loop platform, we created various models of apparent tunnel structure changes for simulated driving experiments. These experiments enabled a detailed analysis of the effects of such changes on driver safety, utilizing metrics such as eye movements, regions of interest, heart rate, and vehicle speed. The results show that visible alterations in tunnel structures significantly affect drivers’ physiological responses. Structural spalling and fire residues within tunnel structures notably increased drivers’ vigilance and psychological stress, resulting in a 14.7% increase in the average number of fixations, a 26.35% increase in the average duration of fixations, and a 36.05% increase in heart rate variability. Additionally, tunnel spalling tends to cause drivers to accelerate or exceed the speed limit, with maximum speeds reaching 17.87% above the designed speed. In contrast, repairs involving cover arch erection had minimal impact on drivers, with eye movement and heart rate data similar to those in ordinary tunnels. However, reinforcement with steel strips and corrugated steel in tunnels has attracted significant attention, with the area of interest exceeding 50% of the tunnel area, potentially leading to distracted driving. This study clarifies the extent of the influence of visible tunnel structure changes on drivers, providing a reference for damage assessment, reinforcement, and repair measures for long-term operated tunnels.

Study of the static response and zoning of the existing tunnel adjacent to the suspension bridge's tunnel-type anchorage

Due to the ability to utilize the strength of the surrounding rock to enhance bearing capacity, tunnel-type anchorages have been consistently utilized in suspension bridges. Nevertheless, a close interaction occurs between the tunnel and the tunnel-type anchor when a highway tunnel is connected to a suspension bridge. This study employed numerical simulation and theoretical analysis based on the G317 Line Huangjiayuan tunnel and Zipingpu Bridge tunnel-type anchorage project, focusing on this specific type of adjacent engineering. Firstly, the discriminant degree of adjacent influence suitable for the interaction between the tunnel-type anchorage and the tunnel structure is established. The calculation conditions are distinguished by the influencing factors determined in the discriminant. The interaction law between tunnel-type anchorage and pre-built tunnel structure is further obtained. Using the method of curve regression, based on the criterion of proximity influence degree, the partition of mutual influence degree between the tunnel-type anchorage and the tunnel structure is obtained. At the same time, it is concluded that under the original design condition, the displacement degree of the tunnel structure will be greatly affected, and the tunnel structure is located in the strong influence area. According to the partition result, under the benchmark engineering geological condition, it is suggested that the angle of intersection between tunnel anchorage and tunnel structure should be increased to 3.3° and the anchor body inclination should be increased to 44°.

An Adaptive Vehicle Detection Model for Traffic Surveillance of Highway Tunnels Considering Luminance Intensity.

Vehicle detection is essential for road traffic surveillance and active safety management. Deep learning methods have recently shown robust feature extraction capabilities and achieved improved detection results. However, vehicle detection models often perform poorly under abnormal lighting conditions, especially in highway tunnels. We proposed an adaptive vehicle detection model that accounts for varying luminance intensities to address this issue. The model categorizes the image data into abnormal and normal luminance scenarios. We employ an improved CycleGAN with edge loss as the adaptive luminance adjustment module for abnormal luminance scenarios. This module adjusts the brightness of the images to a normal level through a generative network. Finally, YOLOv7 is utilized for vehicle detection. The experimental results demonstrate that our adaptive vehicle detection model effectively detects vehicles under abnormal luminance scenarios in highway tunnels. The improved CycleGAN can effectively mitigate edge generation distortion. Under abnormal luminance scenarios, our model achieved a 16.3% improvement in precision, a 1.7% improvement in recall, and a 9.8% improvement in mAP_0.5 compared to the original YOLOv7. Additionally, our adaptive luminance adjustment module is transferable and can enhance the detection accuracy of other vehicle detection models.