High in-situ stress evaluation and disaster case analysis for the Sichuan–Tibet railway
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摘要: 川藏铁路沿线高地应力问题突出，导致硬岩岩爆和软岩大变形等灾变现象频发，严重影响川藏铁路隧道建设。搜集川藏铁路雅林段沿线地应力实测数据366组以及川藏铁路沿线区域内28座隧道灾变案例，从应力分区角度刻画沿线地应力特征，梳理总结高地应力灾变案例，并对川藏铁路廊道沿线区域的高地应力特征进行评价。研究结果表明，川藏铁路雅林段所经过的B218、B219和B222应力分区，最大水平主应力（SH）和最小水平主应力（ Sh）随埋深（Z）增加而增大，埋深1000 m的SH和Sh范围分别为30.80~37.50 MPa和21.40~23.56 MPa，埋深2500 m的 SH和 Sh范围分别为69.80~90.00 MPa和48.40~56.56 MPa；其SH优势方向分别为北西西向、北西向和北东向，并与震源机制解结果基本一致，局部有所偏转。侧压力系数（kH/kh）普遍大于1，表明川藏铁路沿线主要受SH影响。各应力分区应力值在埋深
小于500 m时，主要深部范围表现为SH>垂直应力（SV）>Sh，表明该沿线地应力状态主要为走滑型；最大剪应力与平均应力的比值（μm）均集中在0.3附近，表明该沿线地应力积累水平较低。28个隧道灾变案例中（12个为硬岩岩爆、16个为软岩大变形），发生岩爆的隧道最小埋深为700 m，发生大变形的隧道最小埋深为275 m；其中有9座隧道地应力评价等级为高，19座隧道地应力等级评价为极高，表明高地应力是灾变频发的根本原因。通过对比各类隧道灾变判据与实际隧道灾变等级，得出相对适用于川藏铁路隧道岩爆预测和大变形预测的判据，为后续川藏铁路隧道建设提供了案例依据。研究结果为川藏铁路沿线区域的地应力状态分析与高地应力灾变防控提供了关键依据，对提升隧道工程安全性和施工效率具有重要工程指导意义。 Abstract:Objective The challenges posed by high in-situ stress along the newly constructed Sichuan–Tibet railway are significant, characterized by frequent catastrophic events such as rock bursts and large deformations in soft rocks, which substantially impact tunnel construction for the Sichuan–Tibet railway. Method Based on 366 sets of in-situ stress measurement data from the Yalin section of the Sichuan–Tibet railway and 28 documented cases of tunnel catastrophes in the areas along the Sichuan–Tibet railway, this study analyzes the characteristics of in-situ stress along the route, categorizes the catastrophic events, and evaluates the high in-situ stress conditions of the Sichuan–Tibet railway. Results In the B218, B219, and B222 stress divisions traversed by the Yalin section of the Sichuan–Tibet railway, the maximum (SH) and minimum (Sh) horizontal principal stresses increase with depth. Within a burial depth of 1000 m, SH and Sh range from 30.80–37.50 MPa and 21.40–23.56 MPa, respectively. At a burial depth of 2500 m, SH and Sh increase to 69.80–90.0 MPa and 48.40–56.56 MPa, respectively. The preferred orientations of SH are NWW, NW, and NE, consistent with focal mechanism solutions, albeit with some local deviations. The lateral pressure coefficient (kH/kh) is generally greater than 1, indicating that the Sichuan–Tibet railway is predominantly influenced by SH. Stress values in each stress division exhibit the pattern SH > SV > Sh, reflecting a strike-slip fault stress state in the deeper regions below 500 m burial depth. The stress accumulation level (μm) values for each stress division are concentrated around 0.3, suggesting a low regional stress accumulation level. Among the 28 documented tunnel catastrophe cases (12 involving rock bursts and 16 involving large deformations in soft rocks), the minimum burial depth for tunnels experiencing rock bursts is 700 m, while the minimum burial depth for tunnels experiencing large deformations in soft rocks is 275 m. Six tunnels are rated as under high stresses, and eight tunnels are rated as under extremely high stresses. High in-situ stress serves as the energy source and the fundamental cause of frequent catastrophes. Conclusion Through comparing the actual grades of tunnel disasters, the most appropriate criterion for predicting rock burst and large deformations in Sichuan–Tibet railway tunnels is determined after comparison and selection. Therefore, they should be prioritized in the studies for the subsequent construction of Sichuan–Tibet railway tunnels as a reference basis. [ Significance ] The research findings offer crucial evidence for the analysis of in-situ stress states and the prevention and control of high in-situ stress disasters in the regions along the Sichuan–Tibet railway, and possess significant engineering guiding significance for enhancing the safety of tunnel engineering and construction efficiency. -
Key words:
- Sichuan–Tibet railway /
- high in-situ stress /
- stress division /
- rock burst /
- large deformation
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图 1 川藏铁路沿线应力分区及测点位置图
Figure 1. Stress division and stress measurement locations along the Sichuan-Tibet railway
图 2 各应力分区主应力值随埋深变化图
SH—最大水平主应力；Sh—最小水平主应力；SV—垂直应力；Z—埋深a—B218分区；b—B219分区；c—B222分区
Figure 2. Variation of principal stress values with burial depth in different stress division
(a) B218 stress division; (b) B219 stress division; (c) B222 stress division SH–maximum horizontal principal stress; Sh–minimum horizontal principal stress; SV–vertical principal stress; Z–burial depth
图 3 各应力分区实测数据最大水平主应力方向
a—B218分区；b—B219分区；c—B222分区
Figure 3. Orientation of maximum horizontal principal stress based on measured data in different stress division
(a) B218 stress division; (b) B219 stress division; (c) B222 stress division
图 4 各应力分区震源机制解数据最大水平主应力方向
a—B218分区；b—B219分区；c—B222分区
Figure 4. Orientation of maximum horizontal principal stress based on focal mechanism solutions in different stress division
(a) B218 stress division; (b) B219 stress division; (c) B222 stress division
图 5 各应力分区侧压力系数随埋深变化图
kH/kh—侧压力系数；Z—埋深a—B218分区；b—B219分区；c—B222分区
Figure 5. Variation of lateral pressure coefficients with burial depth in different stress division
(a) B218 stress division; (b) B219 stress division; (c) B222 stress division kH/kh–lateral pressure coefficient; Z–burial depth
图 6 各应力分区应力积累水平μm值
a—B218分区；b—B219分区；c—B222分区
Figure 6. Stress accumulation level (μm) values in different stress division
(a) B218 stress division; (b) B219 stress division; (c) B222 stress division
图 7 川藏铁路沿线灾变隧道位置图
a—川藏铁路拉林段灾变隧道位置图；b—川藏铁路雅林段灾变隧道位置图
Figure 7. Location map of catastrophic tunnels in the Sichuan-Tibet railway
(a) Location map of catastrophic tunnels in the Lhasa–Linzhi section of the Sichuan–Tibet railway; (b) Location map of catastrophic tunnels in the Ya'an–Linzhi section of the Sichuan–Tibet railway
表 1 各应力分区主应力值拟合结果
Table 1. Fitting results of principal stress values in different stress division
应力分区 主应力
类型拟合关系式 应力增加梯度/
(MPa/100 m)埋深500 m
应力值/ MPa埋深1000 m
应力值 /MPa埋深1500 m
应力值 /MPa埋深2000 m
应力值 /MPa埋深2500 m
应力值 /MPaB218 SH SH=0.032Z+1.50 3.20 17.50 33.50 49.50 65.50 81.50 Sh Sh=0.022Z+1.56 2.20 12.56 23.56 34.56 45.56 56.56 B219 SH SH=0.035Z+2.50 3.50 20.00 37.50 55.00 72.50 90.00 Sh Sh=0.022Z+1.56 2.20 12.56 23.56 34.56 45.56 56.56 B222 SH SH=0.026Z+4.80 2.60 17.80 30.80 43.80 56.80 69.80 Sh Sh=0.018Z+3.40 1.80 12.40 21.40 30.40 39.40 48.40 
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表 2 灾变等级划分
Table 2. Classification of catastrophe levels
灾变等级 灾变现象及工程影响 非常严重 岩爆：强烈岩爆段较多，岩爆时间具有延续性并向深部扩展，严重威胁施工人员、设备安全，施工效率影响很大
大变形：严重大变形段较多，变形速率很快，变形量很大，支护措施受损非常严重严重 岩爆：强烈岩爆段多，岩爆持续时间较长，威胁施工人员、设备安全，施工效率影响较大
大变形：严重大变形段多，变形速率较快，变形量较大，支护措施受损严重中等 岩爆：中等岩爆段多，岩爆持续时间长，对施工人员、设备安全有一定威胁，施工效率影响大
大变形：中等大变形段多，变形速率快，变形量大，支护措施受损轻微 岩爆：轻微岩爆段多，岩爆零星间断，施工效率影响小
大变形：轻微大变形段多，变形速率缓慢，围岩轻微挤出，支护措施未受损无 无灾变或缺省
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表 3 川藏铁路灾变案例及其地应力等级评价
Table 3. Evaluation of Sichuan-Tibet railway catastrophe cases and their in-situ stress levels
隧道名称 灾变类型 隧道总长/m 隧道最大
埋深/m最大地应力/
MPa岩石单轴抗压
强度/MPa地层岩性 灾变等级 地应力等级
评价结果桑珠岭隧道 岩爆 16499 1500 43.80 160.00 闪长岩、花岗岩 非常严重 极高 巴玉隧道 岩爆 13047 2080 58.88 170.00 花岗岩 非常严重 极高 岗木拉隧道 岩爆 11660 1814 51.96 95.00 闪长岩、片麻岩 轻微 极高 祝拉岗隧道 岩爆 7684 1237 36.96 115.00 花岗岩 轻微 高 达嘎拉隧道 岩爆 17324 1760 50.56 115.00 花岗岩 轻微 高 布喀木隧道 岩爆 9240 1381 40.71 100.00 片麻岩 轻微 高 孜拉山隧道 岩爆 30370 1480 43.28 120.00 片麻岩、花岗岩 非常严重 高 色季拉山隧道 岩爆 38014 1680 48.48 156.20 花岗岩、闪长岩及片麻岩 非常严重 高 易贡隧道 岩爆 42488 1400 41.20 160.00 片麻岩、花岗岩 轻微 高 折多山隧道 岩爆 20870 1251 46.29 160.00 黑云母花岗岩 轻微 高 藏噶隧道 大变形 8775 778 25.03 8.00 蚀变花岗岩 非常严重 极高 巴杰若隧道 大变形 2105 334 13.48 8.00 千枚岩 严重 极高 令达拿隧道 大变形 2515 1200 36.00 8.00~12.00 千枚岩 严重 极高 藏日拉隧道 大变形 3964 392 14.99 8.00 千枚岩、板岩 严重 极高 朗镇二号隧道 大变形 2652 305 12.73 8.00~12.00 千枚岩、砂岩 中等 极高 江木拉隧道 大变形 8700 1493 43.62 8.00 板岩、千枚岩 中等 极高 米林隧道 大变形 11560 1200 36.00 17.40 砂质泥岩、英安岩 中等 极高 东嘎山隧道 大变形 3722 840 26.64 12.00 千枚岩、砂岩 轻微 极高 康定2号隧道 大变形 20193 1215 45.03 8.00 粉砂质板岩 非常严重 极高 高尔寺山隧道 大变形 18820 1125 41.88 4.00 板岩、千枚岩 严重 极高 海子山隧道 大变形 33090 1230 45.55 10.00 板岩 严重 极高 多吉隧道 大变形 24188 1845 52.77 20.00 砂岩、板岩 严重 极高 多木格隧道 大变形 15695 1600 46.40 20.00 砂岩、灰岩 中等 极高
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表 4 川藏铁路廊道邻近公路隧道灾变案例及其地应力等级评价
Table 4. Evaluation of adjacent highway tunnel in Sichuan–Tibet railway corridor catastrophe cases and their in-situ stress levels
隧道名称 灾变类型 隧道总长/m 隧道最大埋深/m 最大地应力/MPa 岩石单轴抗压强度/MPa 地层岩性 灾变等级 地应力等级评价结果 二郎山隧道（雅康高速） 岩爆 13459 1500 49.50 180.00 花岗岩 轻微 高 雀儿山隧道（G317） 岩爆 7083 700 23.00 90.00 花岗岩 轻微 高 得荣1号隧道（G215） 大变形 2100 275 12.13 16.60 强风化云母片岩 中等 极高 德达隧道（G318） 大变形 659 700 27.00 2.50 炭质千枚岩 中等 极高 矮拉山隧道(G317) 大变形 4810 1200 36.00 4.60 软弱凝灰岩 轻微 极高
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表 5 岩爆判据方法及分级
Table 5. Rock burst criterion methods and classifications
判据指标 岩爆等级 《铁路隧道设计规范》
（国家铁路局，2016 ）宫凤强判据
(宫凤强等，2022)张镜剑判据
(张镜剑和傅冰骏，2008)徐林生判据
(徐林生和王兰生，1999)Rc/σ1>7 Rc+8σ1≤220 σ1/Rc<0.15 σθ/Rc<0.3 无岩爆 4<Rc/σ1<7 220≤Rc+8σ1≤320 0.15<σ1/Rc<0.2 0.3≤σθ/Rc<0.5 轻微岩爆 2<Rc/σ1<4 320≤Rc+8σ1≤540 0.2<σ1/Rc<0.4 0.5≤σθ/Rc<0.7 中等岩爆 1<Rc/σ1<2 540≤Rc+8σ1≤730 σ1/Rc >0.4 σθ/Rc≥0.7 严重岩爆 Rc/σ1<1 Rc+8σ1≥730 非常严重岩爆 注：σ1为最大主应力，σ3为最小主应力，此次分析中取σ1=SH；Rc为岩石单轴抗压轻度，使用软件Roclab进行估算；σθ为洞壁最大切向应力，可由σ1、σ3计算得出（张士安等，2024）。
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表 6 各岩爆判据评价结果及对比
Table 6. Evaluation results and comparison of various rock burst criteria
岩爆隧道 判据指标 判据方法及结果 实际岩爆等级 Rc/σ1 Rc+8σ1 σ1/Rc σθ/Rc 《铁路隧道
设计规范》
（国家铁路局，2016 ）宫凤强判据
(宫凤强等，2022)张镜剑判据
(张镜剑和傅冰骏，2008)徐林生判据
(徐林生和王兰生，1999)桑珠岭隧道 3.20 490.40 0.31 0.72 中等岩爆 中等岩爆 中等岩爆 强烈岩爆 非常严重岩爆 巴玉隧道 2.38 611.04 0.42 0.97 中等岩爆 严重岩爆 高岩爆 强烈岩爆 非常严重岩爆 岗木拉隧道 4.62 655.71 0.22 0.50 轻微岩爆 严重岩爆 中等岩爆 轻微岩爆 轻微岩爆 祝拉岗隧道 4.87 475.70 0.21 0.47 轻微岩爆 中等岩爆 中等岩爆 轻微岩爆 轻微岩爆 达嘎拉隧道 4.75 644.48 0.21 0.49 轻微岩爆 严重岩爆 中等岩爆 轻微岩爆 轻微岩爆 布喀木隧道 5.90 565.65 0.17 0.39 轻微岩爆 严重岩爆 轻微岩爆 轻微岩爆 轻微岩爆 孜拉山隧道 2.77 466.24 0.36 0.83 中等岩爆 中等岩爆 中等岩爆 强烈岩爆 非常严重岩爆 色季拉山隧道 3.22 544.04 0.31 0.72 中等岩爆 严重岩爆 严重岩爆 强烈岩爆 非常严重岩爆 易贡隧道 3.88 489.60 0.26 0.59 中等岩爆 中等岩爆 中等岩爆 中等岩爆 中等岩爆 折多山隧道 3.46 530.28 0.29 0.72 中等岩爆 中等岩爆 中等岩爆 严重岩爆 严重岩爆 二郎山隧道 3.64 576.00 0.28 0.63 中等岩爆 严重岩爆 中等岩爆 中等岩爆 中等岩爆 雀儿山隧道 3.91 274.00 0.26 0.59 中等岩爆 轻微岩爆 中等岩爆 中等岩爆 中等岩爆 注：σ1为最大主应力，σ3为最小主应力，此次分析中取σ1=SH；Rc为岩石单轴抗压轻度，使用软件Roclab进行估算；σθ为洞壁最大切向应力，可由σ1、σ3计算得出（张士安等，2024）。
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表 7 大变形判据方法及分级
Table 7. Criteria methods and classifications for large deformation
判据指标 大变形等级 刘志春判据（刘志春等，2008） Jethwa判据（Jethwa et al.，1984） Goel判据（Goel et al.，1996） 丁秀丽判据（丁秀丽等，2023） Rcm/σ0>0.5 Rcm/p0>2.0 ε<2% ε<2.5% 无大变形 0.25<Rcm/σ0<0.5 0.8<Rcm/p0<2.0 2%<ε<4% 轻微大变形 0.15<Rcm/σ0<0.25 0.4<Rcm/p0<0.8 4%<ε<5% 2.5%<ε<5% 中等大变形 Rcm/σ0<0.15 Rcm/p0<0.4 5%<ε<7% 5%<ε<10% 严重大变形 ε>7% ε>10% 非常严重大变形 注：Rcm为岩体单轴抗压强度，可使用软件Roclab进行估算；σ0为初始地应力，此次分析中取σ0=SV；p0为原地应力，此次分析中取3SH–Sh（王成虎等，2011），ε为围岩相对变形量。
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表 8 各大变形判据评价结果及对比
Table 8. Evaluation results and comparison of various large deformation criteria
大变形隧道 判据指标 判据方法及结果 实际大变形等级 Rcm/p0 Rcm/σ0 ε/% 刘志春判据
（刘志春等，2008）Jethwa判据
（Jethwa et al.，1984）Goel判据
（Goel et al.，1996）丁秀丽判据
（丁秀丽等，2023）藏噶隧道 0.05 0.14 10.84 严重大变形 严重大变形 非常严重大变形 非常严重大变形 非常严重大变形 巴杰若隧道 0.05 0.17 6.96 中等大变形 严重大变形 严重大变形 严重大变形 严重大变形 令达拿隧道 0.06 0.16 8.09 中等大变形 严重大变形 非常严重大变形 严重大变形 严重大变形 藏日拉隧道 0.06 0.19 5.40 中等大变形 严重大变形 严重大变形 严重大变形 严重大变形 朗镇二号隧道 0.07 0.25 3.27 中等大变形 严重大变形 轻微大变形 中等大变形 中等大变形 江木拉隧道 0.08 0.20 4.89 中等大变形 严重大变形 中等大变形 中等大变形 中等大变形 米林隧道 0.10 0.25 3.16 中等大变形 严重大变形 轻微大变形 中等大变形 中等大变形 东嘎山隧道 0.20 0.54 0.69 轻微大变形 严重大变形 轻微大变形 轻微大变形 轻微大变形 康定2号隧道 0.07 0.25 3.24 严重大变形 严重大变形 轻微大变形 中等大变形 中等大变形 高尔寺山隧道 0.04 0.13 11.11 严重大变形 严重大变形 非常严重大变形 非常严重大变形 非常严重大变形 海子山隧道 0.09 0.31 2.12 严重大变形 严重大变形 轻微大变形 轻微大变形 轻微大变形 多吉隧道 0.16 0.41 1.20 中等大变形 中等大变形 轻微大变形 轻微大变形 轻微大变形 多木格隧道 0.19 0.47 0.90 中等大变形 中等大变形 轻微大变形 轻微大变形 轻微大变形 得荣1号隧道 0.58 2.28 0.04 无大变形 无大变形 轻微大变形 轻微大变形 轻微大变形 德达隧道 0.04 0.13 11.01 严重大变形 严重大变形 非常严重大变形 非常严重大变形 非常严重大变形 矮拉山隧道 0.06 0.14 9.56 严重大变形 严重大变形 非常严重大变形 严重大变形 严重大变形 注：Rcm为岩体单轴抗压强度，可使用软件Roclab进行估算；σ0为初始地应力，此次分析中取σ0=SV；p0为原地应力，此次分析中取3SH–Sh（王成虎等，2011），ε为围岩相对变形量。
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表 9 川藏铁路沿线区域实测地应力值与预测值对比分析
Table 9. Comparative analysis of measured and predicted in-situ stress values along the Sichuan–Tibet railway region
隧道名称 隧道最大埋深/m 地层岩性 SH实测值/MPa SH预测值/MPa 预测准确度 拉月隧道 2080 闪长岩、片麻岩 58.88 52.63~66.92 一致 折多山隧道 1124 黑云母花岗岩、石英砂岩 34.02 30.13~41.93 一致 色季拉山隧道 1406 花岗岩、闪长岩及片麻岩 41.36 37.37~49.87 一致 鲁朗隧道 1470 花岗岩、片麻岩 43.02 39.71~52.76 一致 岗木拉隧道 1814 闪长岩、片麻岩 51.96 47.51~61.31 一致 祝拉岗隧道 1237 花岗岩 36.96 32.10~44.08 一致 达嘎拉隧道 1760 花岗岩 50.56 47.88~61.66 一致 布喀木隧道 1381 片麻岩 40.71 36.60~44.50 一致 通麦隧道 1107 片麻岩 45.52 31.86~39.70 低判
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