【導(dǎo)讀】工作進(jìn)度上，自2020年以來作為現(xiàn)有運(yùn)營的，使老隧道第二條管道的。新的服務(wù)可以通過2個(gè)單管運(yùn)行軌道，以便將來能夠符合最新的安全標(biāo)準(zhǔn)。呂希滕隧道擁有總長度約4公里，并且是9米的內(nèi)徑。量方案，以追蹤在從該段開始分段建設(shè)環(huán)襯的壓力。這些測量的目的是設(shè)置任何。量法用于進(jìn)行德國研究協(xié)會的地下交通設(shè)施。隧道掘進(jìn)機(jī)在挖掘和建設(shè)方面的土壓力取決于達(dá)。到的階段所產(chǎn)生的負(fù)荷程度，尤其是在減少觀察的時(shí)候。敗，原因是隧道圍巖的擠壓。在2020年3月30日為這條隧道的標(biāo)題開始正式慶祝活動。在新管道和相關(guān)設(shè)備的新隧道鐵路完成后，第二軌道拆除。林公司北達(dá)科比克哈特標(biāo)公司在2020年8月組成的。截至目前為止，沒有統(tǒng)一。補(bǔ)充，因?yàn)樵谀壳斑€沒有可靠的調(diào)查工作存在的影響。壓千斤頂，使整個(gè)隧道掘進(jìn)機(jī)擁有24對（圖5）液壓千斤頂。器，而另兩關(guān)節(jié)裝備配備2型。有1，而2型有兩個(gè)同樣大小的組成測量領(lǐng)域。因此，2型對縱向聯(lián)合內(nèi)部和外

　　

【正文】 spectively. One year after the firstinstallation the following test results can be derived: Figure 9. Wiring of transducers and connection to data logger readjusted using oilfilled pipes. Annular joints: ? The measured data in the annular joint is clearly influenced by the steering procedures of the tunnel boring machine (TBM),especially during the first phases of advance after installation of a ring (Fig. 10). ? Approx. 20 rings behind the TBM the thrust can still be measured in the annular joint,however the values are very low. ? The values achieved in the crown a higher than the corresponding ones in the invert . The thrust of the TBM acting on the segmentscannot be measured in the same magnitude inan annular joint of a ring. The measured datarepresents in average only approx. 30% to 50% of the actual thrust (Fig. 10). An influence of the ring division, respectively the large keystone, which might lead to stress peaks, cannot be determined yet. Figure 10. Measured pressures versus calculated stresses in the annular joint (invert in measuring section 2) ? Displacements between the ring equipped with pressure transducers and the neighbouring ring have been measured to max. 11 mm. This magnitude has obviously no influence on the pressure measurements. Longitudinal joints ? The influence from the grouting process can be measured clearly (Fig. 11). ? The deformation of a ring, which is influenced e. g. by the grouting process or the dead weight of the segments as well as by the operational effects (steering of TBM, removal of the temporary screws in segments, dead weight of backup equipment imposed by wheels), lead to twists of the longitudinal joint and therefore causes isolated stress peaks. ? However, the measured values decrease continuously after some days and remain constant over the period observed. ? The values measured with pressure transducers of 2(divided sensors) are 10times as high as the ones measured with transducer type 1. An explanation for this behavior might be found in restraints which are caused by the installation of the segment ring (eggshape) as well as from the differences in the prestressing of the temporary screws. This deformation can also be deduced by measuringthe width of the longitudinal joint. Earth pressure ? The pressure transducers mounted on theoutside of the segments show the influence from the constructionrelated effects likegrouting of the annular gap and the greaseinjection of the tail measuredvalues decrease within one day from approx. 350400 kPa to an average value of about 150 kPa and remain constant afterwards (Fig. 12). ? A longterm increase of the measured data by redistribution of stresses from the overburden cannot to be recognised yet. 5. CONCLUSION In the New Schl252。chtern Tunnel the first time an extensive measurement programme for tracing stresses in the segmental lining of a tunnel under construction was installed. The aim of these measurements is to analyse the stresses in the joints between segments that occur during the excavation and the TBM advance process. The measurements start right from the beginning of the construction of the segment rings and include additionally the earth and hydraulic pressure. The measurements are carried out by STUVA, the German Research Association for Underground Transportation Facilities. The measured stresses which occur directly during the excavation process and also in the subsequent stages are pared with the analytical assumptions taken during the design phase. Using the results obtained by the measurements will facilitate for future a more economic dimensioning of the segmental lining with regard to the shortterm effects generated during the construction phase. The results obtained so far can be summarized as follows. The first results lead to the conclusion that theloads and calculation methods applied for the dimensioning of the segments at the New Schl252。chtern Tunnel are adequate and incorporate a sufficient safety level. However, from the results it can also be derived that an optimisation of the dimensioning concerning the economic efficiency can be achieved. An exemplary calculation of the normal forces from the measured earth and hydraulic pressures in the longitudinal joints show that they are substantially lower than the normal forces, which are calculated from the overburden. In addition, the constructionrelated influences have to be followed. The thrust of the TBM could not be proved in the annular ring joint in the same size. The measured grouting pressures in the annular gap are in the same magnitude as the vertical loads imposed by the overburden. The pressures remain constant after the 2nd day and are also not affectedby the tunnel heading. Figure 11. Measured pressures versus calculated stresses in the longitudinal joint (invert in measuring section 1) Figure 12. Measured earth pressures versus advance of TBM (invert and crown of measuring section 2) The measurements carried out so far show that the observation of the real stresses in a segment cladding is a plex and demanding engineering task. Concerning an optimisation of segment linings in tunnels the measurements carried out at the New Schl252。chtern Tunnel can be used to optimise the dimensioning concerning a realistic estimation of impacts. REFERENCE 1. Breidenstein, Wirtz (2020): Neubau des Schl252。chterner Tunnels: Aktueller Stand und Erfahrungen aus den Spannungsmessungen imTunnelausbau, Presentations at the STUVAConference 2020 “Connections by Tunnels” (Forschung + Praxis 42), pp. 118122. BIOGRAPHICAL DETAILS OF THE AUTHORS . Roland Leucker graduated in Civil Engineering from the Aachen University of Technology in 1990. He obtained a . in Civil Engineering at the same University in 1995. From 1995 to 2020 he w