China
Africa
Explore chapters and articles related to this topic
Tunnel excavation
Published in Dean Brox, Practical Guide to Rock Tunneling, 2017
The use of TBM excavation for the construction of tunnels in rock has been successful for long tunnels with a variety of rock conditions for several decades. TBMs are commonly used for the construction of tunnels in rock of lengths greater than 4 km for economic reasons. Several tunnels in rock of shorter lengths have however been constructed with previously used TBMs. TBMs have also been used for a wide variety of special applications for the construction of tunnels in rock including inclined tunnels for mine access, hydropower pressure shafts, and metro station escalator tunnels. In general, TBMs should only be considered for the construction of tunnels when the majority of the inferred rock conditions are homogeneous, and of fair to good quality, and do not include more than 30% of poor quality conditions such as associated with geological faults.
Technical solutions when designing the new bus terminal in Slussen, Stockholm, Sweden
Published in Daniele Peila, Giulia Viggiani, Tarcisio Celestino, Tunnels and Underground Cities: Engineering and Innovation meet Archaeology, Architecture and Art, 2020
The new bus terminal will be connected with the existing metro station. One of these connections will be at the existing entrance to Slussen metro station at Götgatan. This will be the southern entrance to the bus terminal. The new bus terminal will connect to the existing entrance via an existing cavern. Clos up of the area can be seen in Figure 3. Because the bus terminal and the metro station are at different elevations, and the existing cavern needs to fit an escalator and associated engine room, further excavation of rock needs to be performed. This requires rock to be excavated very close to the existing metro train tunnel. So close that theoretically a thin slab of rock could be kept between the two caverns, but the stability of the slab
Technical solutions when designing the new bus terminal in Slussen, Stockholm, Sweden
Published in Daniele Peila, Giulia Viggiani, Tarcisio Celestino, Tunnels and Underground Cities: Engineering and Innovation meet Archaeology, Architecture and Art, 2019
The new bus terminal will be connected with the existing metro station. One of these connections will be at the existing entrance to Slussen metro station at Götgatan. This will be the southern entrance to the bus terminal. The new bus terminal will connect to the existing entrance via an existing cavern. Clos up of the area can be seen in Figure 3. Because the bus terminal and the metro station are at different elevations, and the existing cavern needs to fit an escalator and associated engine room, further excavation of rock needs to be performed. This requires rock to be excavated very close to the existing metro train tunnel. So close that theoretically a thin slab of rock could be kept between the two caverns, but the stability of the slab
Agent-based evacuation simulation from subway train and platform
Published in Journal of Transportation Safety & Security, 2021
Qiling Zou, Daniel S. Fernandes, Suren Chen
However, some researchers also pointed out certain drawbacks of the SFM and the CA models in crowd simulation. For example, the SFM can be inconsistent with the fact that human beings can choose their own moving directions and can stop and start at will, whereas the CA model usually ignores social behaviors and can produce unrealistic results in high-density situations (Liu et al., 2015). ABM, as a general modeling concept, is flexible to incorporate advantages of other models and powerful to produce complex system behaviors through defining relatively simple local rules. This is particularly important for emergency scenarios when people may show different behavior patterns due to panic. The ABM can be effective and convenient in taking into consideration the factors that can affect their movements and evaluating how people respond and move around in such scenarios. These results can be used to improve the emergency response strategy of infrastructure systems. Therefore, ABM is adopted in this study to simulate pedestrian dynamics in the subway station and the rules of pedestrians’ destination choices and movements on different areas of the metro station, such as ticket gates, stairs, trains, and platform, are established.
Smart processes for smart buildings: ‘sustainable processes’, ‘recyclable processes’ and ‘building seeds’ in parametric design
Published in Architectural Engineering and Design Management, 2019
Adonis Haidar, Jason Underwood, Paul Coates
At first glance, the concept of building seeds appears very similar to the concept of recyclable processes as they both relate, in this paper, to the reusability of parametric definitions across projects. However, there is an essential difference that gives ‘seeding’ significant merits over ‘recycling’. In the staircase example, discussed in the case study, the parametric definition that was developed to generate the staircase in a previous project was not only reused and hence recycled in the metro station project, it has, in fact, automatically adapted its height and number of steps to match the heights in the new project. Even the shape of the staircase was automatically changed to enable the stairs to go around the curved skin of the metro station. The result was a totally different staircase that was generated out of the same parametric definition. Therefore, similarly to the way the same seed can generate different trees based on the site it is planted in (Carlile, 2014), the same parametric definition can generate different design forms based on the project they are embedded in.
Characterizing of fine particulate matter (PM1) on the platforms and outdoor areas of underground and surface subway stations
Published in Human and Ecological Risk Assessment: An International Journal, 2018
Ferdos Kord Mostafapour, Jalil Jaafari, Hamed Gharibi, Mohammad Reza Sepand, Mohammad Hoseini, Davoud Balarak, Mika Sillanpää, Allah Bakhsh Javid
The sampling took place at an underground subway station (Imam Khomeini) and a surface subway station (Sadeghiye) in Tehran, Iran. The Tehran subway system consists of eight lines among which five are currently operational (i.e., lines 1, 2, 3, 4, and 5). Lines 1 and 2 intersect at Imam Khomeini station and Line 5 meets Line 2 at the Sadeghiye station. Line 5 extends into the Karaj area and is connected to the metro line of the city of Karaj (Figure 1). In this study, two stations with different locations, constructions, and numbers of passengers and workers were selected for scrutiny. The first station, named Imam Khomeini Station, is 19 m underground located downtown and is a junction point of intersection of two very busy lines (Lines 1 and 2). It is the busiest metro station in Tehran and equipped with mechanical ventilation systems; this system operates under positive pressure to exchange air with the outside. The second station, named Sadeghiye Station, is on the above ground and located about nine km west of the Imam Khomeini Station. Sadeghiye Station is characterized by good natural ventilation with a smaller area and lower passenger density than the other station. Within each station, two sampling points, one on the platform and the other one proximal to the exit point, were chosen for sampling.