Proceedings of LTLGB 2012 © Springer 

Research on Railway Tunnel Construction

Scheduling Technique based on LSM

Liqiang Liu1, Yisheng Liu1, Yuanjie Tang2, Qing Li2

1
School of Economics and Management, Beijing Jiaotong University
2
State Key Laboratory of Rail Traffic Control and Safety, Beijing Jiaotong University
bslys@263.net, {liuliqiang, 10114224, 11125552}@bjtu.edu.cn

Abstract：This paper analyzed the lack of schedule techniques for railway

tunnel construction project. According to the linear project characteristics of the
railway tunneling, attribute data standard for linear schedule of railway tunnel
project have been studied. Moreover, an algorithm of railway tunnel project
scheduling based on the Linear scheduling method is given. The algorithm is
applied to an example of railway tunnel project to validate its effect.
Keywords：Railway construction, Tunnel project, Linear Scheduling Method,
Scheduling technique

1 Introduction
Tunnel project is typically linear construction project. Currently, the scheduling
technique for the tunneling mainly adopts Network Planning Technology, among
which Critical Path Method (CPM etc) is the most frequently used. Traditional
scheduling methods such as CPM works highly effectively in schedule making for the
discrete and non-successive complex projects, but have found to be inappropriate for
application to scheduling for linear and successive construction project[1]. Since CPM
describes construction progress of projects only at one-dimensional coordinate of time,
it breaks the continuity of work for resources from one stage of an activity to another
of linear construction project, and in no way could reflect accurately situations like
spatial features, production rates [2]. As for Tunneling, the planers pay more attention
to the relationship between time, geographical position, the relationship between
successor and predecessor activities, and production rates corresponding to different
construction stages of activities. Linear scheduling method (LSM), has been
developed specifically for linear construction projects [3][4].
This study made a comparison of current scheduling techniques railway tunneling.
it also studied on the theory and data of linear scheduling model for railway tunneling
according to the linear project characteristics of railway tunneling. Furthermore, an
algorithm to schedule railway tunneling based on the LSM is given. An example of
China railway tunneling is applied the algorithm to validate its effect.

341
 Proceedings of LTLGB 2012 © Springer 

2 Interview
As for linear projects, people responsible for management care more about activities’
geographical positions and production rates [5].LSM have been developed specifically
for linear construction projects. Linear construction projects are spatially continuous
and consist of a few activities (usually with large quantities) that must be done in the
same order or sequence [6]. LSM works as a highly effective tool to make linear
projects schedule. In reference to characteristics, time and spatial location of linear
project, LSM establishes the rectangular coordinate system, in which “X” stands for
distance, “Y” for time, slope for “product rate”. Each activity is drawn up at a
time-space two-dimensional coordinate system in a LSM chart，in which the slope of
the slanting line indicates the working speed [7]. Compared with CPM, LSM ensures
the continuity of the construction activity or resources usage [8], and this provides the
powerful guarantee for the progress management and period control at the
construction site.
Extensive research on theory and application of LSM has been carried out in
Foreign Countries. Harmelink had developed the LSM to provide a level of analytical
capability to the linear scheduling process (1995), and provided a method by which a
controlling activity path can be determined in a linear schedule (1998). Ammar
researched the control path of LSM(2001). Yamin provided a comparison of the CPM
and LSM by identifying critical path. Mattila and Park compared the critical paths of
RSM and LSM and concluded that their results, for simple activity configurations
coincide (2003). Kallantzis presented a scheduling method for determining the critical
path based on the time and distance relationships of activities (2004). Though the
LSM has the above advantages in linear construction project compared with CPM, it
has not found a wide acceptance in the construction industry. One main reason might
be the lack of software package that is capable of enabling LSM[9], and the lack of
management theory system and data standard of linear construction schedule
especially corresponding to specific construction project.
This paper investigate partial project as the research object, establish schedule
model of the railway tunnel project based on LSM. The China Tunnel Construction
Quality Acceptance Standard criteria railway tunneling activities are divided into
eight categories.

3 Linear Scheduling Model for Railway Tunnel Project

3.1 The Category of Railway Tunnel Project Activities

Based on if the activity is throughout the entire project or not, the activity in the
implementation process is continuous or intermittent, tunnel activities could be
divided into: Continuous full-span linear (CFL), Intermittent full-span linear (IFL),
Continuous partial-span linear (CPL), Intermittent partial-span linear (IPL), Full-span
block (FB), Partial-span block (PB), Bar (B), as shown in fig.1. According to this
category standard, classified the linear feature of the railway tunneling activities and
coded them after investigating the railway tunneling properties as shown in table1.
342
Proceedings of LTLGB 2012 © Springer 

3.2 Railway Tunneling Activities Constraints

It is not allowed to have two construction activities at the same time at the same
tunnel construction location. Adjacent construction activities can be carried out in
accordance with the finish to start or the start to the start logical relationship. Since
construction safety, environments, technologies, and resources should be taken into
account, we need have a certain space or time buffer to prevent interference from each
activity. Time buffer (TB) is a time interval of two adjacent activities in a specific
spatial location. For example, template cannot be removed before the concrete sets.
Distance buffer (DB) is the distance separated by the horizontal level from the
representatives of the two operations, i.e. tunneling line will not start until tunnel
excavation reaches at 80 m to make sure operation safety. The relationship between
two processes is determined by Least Time Interval (LT), Coincident Duration (CD)
and Least Distance Interval (LD). For LT, it usually appears at the endpoints of two
adjacent processes or the turning point of changing construction speed which is along
Y axis in the figure. CD means the time range between two adjacent processes that
are done at the same time. LD refers to the shortest distance of two adjacent processes
which is along X axis direction in figure 2.

Fig. 1 the Category of linear activities Fig. 2 Constrains of LSM

After studying the tunnel project organization design and standard procedure
project specifications, proposed the constraint rules and relationship between
adjacent activities as shown in table1.
Table 1 Constraints of railway tunneling activities
Sequence Activity name Activity type Predecessor Constraints
A Portal B -- --
B Excavation & early support CFL A LT
C lining CFL B LD
D Waterproofing and drainage CFL C LT
E service gallery and affiliated chamber IFL D LT
F subsidiary facilities IFL E LT
G open cut tunnel PB -- LT
H Site clearance B E LT

343
 Proceedings of LTLGB 2012 © Springer 

3.3 Attribute Data of Railway Tunnel Activities

Table 2 Attribute data collect description of the railway tunnel project activities
Data name Variables Unit Data type Data source
Start mileage SM km Spatial data Design document
Finish mileage FM km Spatial data Design document
Activity distance LEN m Spatial data Design document
Minimize
LD m Spatial data Construction specifications
distance
Start time ST day Time data Formula calculation
Finish time FT day Time data Formula calculation
Activity duration DUT day Time data Formula calculation
Minimize time LT day Time data Construction specifications
Thematic
Activity name ACT -- Construction specifications
data
Thematic
Activity type AT -- Construction specifications
data
Thematic
Production rate RAT m/day Construction specifications
data
The railway tunneling partial project as activities In the LSM model of are usually
described by time data, spatial data and thematic data. These data determine the
spatial and temporal characteristics of each of the construction activities and adjacent
activities constraints, which is the foundation of scheduling modeling based on LSM:
Spatial data, Time data, and thematic data. As shown in table 2, a portion of the data
acquisition source have been given, such as mileage information from design file,
while the other part need formula, calculation formula is as follows:
DUT ji  LEN ij / RAT ji (5)
RAT ji Production rate of activity i in section j

ST ji  ST ji1  DUTji (2)

LEN ij Quantity of work for activity i in section j
DUT ji
Duration of activity i in section j
Start date of linear activity type i in section j
ST  ST
i i 1
 LTi (3) ST jii
j j
FT j Finish date of linear activity type i in section j
DUT ji Duration of linear activity type i in section j
FT ij  ST ji  DUT ji (4)

3.4 Linear Schedule Algorithm for Railway Tunnel Project

Progress management based on the schedule, using the engineering data compilation
the LSM progress of the Planning railway tunnel project schedule management is the
core work of this paper. This paper designed a LSM algorithm of railway tunneling
using by using Railway tunneling activities’ Data collection standard in the table 2.
Fig 3 illustrates the algorithm.

344
Proceedings of LTLGB 2012 © Springer 

Fig. 3 Linear Schedule Algorithm

Step 1: Collected and input data. The dividing of construction activities are
defined according to the characterization of tunnel project.
Step 2: establish the coordinate system. Select the first quadrant of plane
rectangular coordinate system as LSM coordinate system, the abscissa (X axis) for
spatial location axis of linear activities，the vertical axis (Y axis) for Timeline of
linear activities. The x and y axis take the same unit length in general case, the
interval scale scales selection should obey the follow principle:
i. The Origin marks "0", identify spatial location of linear activities along the
X axis, identifies duration of linear activities along the timeline (y-axis).
ii. Spatial axis generally use tunnel project unit of measurement "meter" or
milestones “DK” as coordinate value, the minimum scale with “m” integer
times generally, the max scale value should be length of the tunnel project.
iii. Time axis generally use time unit of measurement" day" as the coordinates
value, with "day" integer times as the minimum scale, with duration as the max
scale value.
Step 3: Procedure of drawing railway tunneling schedule with LSM.
i. The activities drawing order according to the sequence of railway tunnel
project activities. The first activity without predecessor activities will be drawn
into the coordinate system on the basis of the attribute data and linear type
directly.

345
 Proceedings of LTLGB 2012 © Springer 

ii. Then choose second activity, judging whether the activity has precedence
activities or not. If not, painted directly into the coordinate system, if
predecessor activities exist, judge the constraints with predecessor activity,
then draw the activity into the coordinate system with the attribute data and
linear type. Then adjust the quantitative between adjacent activities of the
initial LSM graph with the consideration of activities to meet the constraints.
iii. Draw the activities orderly. When all tunnel activities were completed,
that means all tunnel activities have been compiled into LSM schedule, the
loop end.
Step 4: The linear schedule of railway tunnel project generate, output the
scheduling.

Table 3 the activity attribute data for linear scheduling of a tunnel project
No RA DU LE
ACT AT ST FT LD/ LT SD FD
. T T N
DK85+9 DK85+9
A1 Inlet portal B -- 0 6 6 -- 0
05 05
DK85+9 DK85+9
4.2 6 18 12 52
05 57
10 DK85+9 DK86+3
5 18 82 408
0 57 65
Excavation
CF 10 13 DK86+3 DK86+4
B and early 3 33 LTAB=0 100
L 0 4 65 65
support
13 17 DK86+4 DK86+6
5 38 190
4 2 65 55
17 22 DK86+6 DK86+8
3 49 147
2 1 55 02
Outlet 22 22 DK86+8 DK86+8
A2 B -- 5 -- 0
portal 1 6 02 02
DK85+9 DK85+9
4.2 51 63 12 52
05 57
14 DK85+9 DK86+3
5.2 63 78 408
1 57 65
LDBC=
CF 14 17 DK86+3 DK86+4
C Lining 3.5 29 80 100
L 1 0 65 65
17 20 DK86+4 DK86+6
5.2 37 190
0 7 65 55
20 24 DK86+6 DK86+8
3.5 42 147
7 8 55 02
Waterproofi
CF 25 DK85+9 DK86+8
D ng and 4.5 57 199 LTCD=6 897
L 6 05 02
drainage

346
Proceedings of LTLGB 2012 © Springer 

Service
gallery and 28 DK85+9 DK86+8
E IFL 4 64 224 LTDE=7 897
affiliated 8 05 02
chamber
Subsidiary 3.4 33 LTEF=1 DK85+9 DK86+8
F IFL 75 260 897
facilities 5 5 1 05 02
Site 33 35 DK86+8 DK86+8
H B / 15 LTFH=0 --
clearance 5 0 02 02
Illustration: Duration rounding up the figure.There is no open cut tunnel in the
unit project.

4 Application

The example tunnel project is a unit project of a railway construction project in

western China. The construction mileage is DK85 +905 to DK86 +802, with total
length of 897 meters, imports at DK85 +905, exports at the DK86 +802, with curved
walls with invert the structure of reinforced concrete lining. Tunnel-way excavation is
in one direction with parallel flow shop way. Each construction activity must be
carried out in accordance with the lap logical relations.
In the illustrated example, according to the established standards of attribute data
be collected. The activity attribute data for linear schedule of tunnel project as shown
in table 3. This paper utilizing the data given in Table 4, using the proposed algorithm,
compiled the schedule of tunnel project based on LSM, as shown in Figure 3.

Fig. 3 Linear scheduling of a tunnel construction based on LSM

347
 Proceedings of LTLGB 2012 © Springer 

5 Conclusions

This study presents an algorithm for compiling railway tunnel project schedule as
linear project by LSM. It also provides the standard of data acquisition for railway
tunnel activities, and realizes the formulation of linear schedule of railway tunnel
project. The algorithm is applied to an example of China railway tunneling to validate
its effect.

References

1. Rene´ A. Yamı´n，David J. Harmelink.: Comparison of linear scheduling model(LSM) and

critical path method(CPM).J ． Journal of Construction Engineering and Management,
(2001)，112(4)：476-491．
2. Chrzanowski E N ， Johnson D W.: Application of Linear Scheduling[J] .: Journal of
Construction Engineering and Management，ASCE，(1986)，112(4)：476-491．
3. Johnston D.: Linear Scheduling Method for Highway Construction[J] .: Journal of
Construction Engineering and Managemem，ASCE，(1981)，107(2)：247-261．
4. D.J. Harmelink, J.E. Rowings.: Linear scheduling model: development of controlling activity
path.: Journal of Construction Engineering and Management， (1998) ， 124 (4) 263-268.
5. Kris G. Mattila, A.M.ASCE, and Amy Park.: Comparison of Linear Scheduling Model and
Repetitive Scheduling Method.: JOURNAL OF CONSTRUCTION ENGINEERING AND
MANAGEMENT，(2003)，56-64．
6. Alamed Hassanem.: Planning and Scheduling Highway Construction Using GIS and
Dynamic Programming.: PhD thesis, Concordia University Montreal,Quebec,Canada,2002.
7. Vorster, M. C, Beliveau, Y. J, and Bafna.T.: “Linear scheduling and visualization” ．Transp.
Res. Rec. 1351, Transportation Research Board, Washington, D.C., (1992) 32–39.
8. Harmelink, D. J.: Linear scheduling model: The development of a linear scheduling model
with micro computer applications for highway construction project control .: PhD thesis,
Iowa State University, Ames, Iowa.
9. Saleh Mubarak.: Construction Project Scheduling and Control. John Wiley & Sons, Inc.,
Hoboken, New Jersey . Canada. (2010),287-288.

348