EP1972753B1 - Method for enlarging a tunnel and device for executing the method - Google Patents

Abstract

A method for widening especially railway tunnels has a protective shield (6) positioned through the working area to enable a limited traffic on temporary rails while work progresses. The temporary tracks/carriageways are less than the original layout. The protective shield is moved as the work progresses, leaving the wider tunnel behind the work area. The temporary tracks also include access track for tunnel work. The widened tunnel is secured by cement spraying before fitting cladding panels.

Description

The invention relates to a method for expanding a tunnel from an old light room to a new light room according to the preamble of claim 1.

The invention further relates to an apparatus for carrying out the method according to the preamble of claim 7.

More recently, older tunnels, especially in the form of a railway tunnel already built in the penultimate century, must be widened from an old light room to a new light room with a larger cross-section compared to the old light room in order to meet more recent requirements and regulations. Usually, the tunnel to be dilated is blocked for the duration of the expansion work for the regular traffic in order to carry out the expansion work as quickly as possible. However, this procedure is particularly disadvantageous if there is no or only a time-consuming bypassing of the tunnel for the duration of the expansion work.

The railways of Europe operate in large parts up to the present day railway lines, whose routing fundamentals originate from the founding years of rail transport in the 19th century. The railway lines are integrated into the nature and the settlement structure in such a way that the large engineering structures such as bridges and tunnels can be renewed in most cases only in the existing routing. 380 of the 600 tunnels operated by Deutsche Bahn railways date back to the early days of rail transport. The railway tunnels are inspected by routine inspections of tunnel professionals in specified cycles and by appropriate Measures kept in a safe operating condition.

The early tunnels were created according to the respective building regulations of the Länderbahnzeit. These were very different. When tunneling, the premise was to build the cavity only as large as necessary in order to enable safe operation at the then low speeds. As a rule, tunnels were only routed in the regions where geology allowed a greater free-time of the mountains. The tunnel construction technique with wood construction as the main protection element did not allow the today's paths close to the surface in weathered mountains. A closed vault was not required in the early days of railroad operation because of the usually stable geology and therefore not common.

Summary cross-sectional basic data for double-track tunnels was a track spacing of 3.5 m and compliance with today's limit of the so-called EBO profile for non-electrified lines, which resulted from the largely uniform cross-sectional dimension of the vehicles. For the safety of the operating personnel niches in the tunnel wall were provided at different distances of approx. 25 m.

As a result, this results in a light tunnel cross-section used until today, which requires a semi-circular cross-section of about 8 m diameter above a height of 2.0 m to 2.2 m above rail level. Below this line, the tunnel masonry falls vertically downwards or slightly inwards to the Ulmenfuß. This results in 40 to 45 m ^{2 of} surface above rail level as a cross section. Today's building regulations require a track spacing of 4.0 m for new buildings up to a line speed of 230 km / h and an escape route of at least 1.2 m width for a tunnel length of more than 500 m per tunnel side.

In tunnels under 500 m, these escape routes are not provided. According to the specifications of the statutory accident insurance, danger areas and safety areas from the track axis are to be observed. The danger zone is 2.0 m to 3.0 m depending on the line speed. For the usual routes in double-track, non-electrified operation at 120 km / h, this value is 2.3 m. In addition to the danger area, there is a security room of at least 0.5 m, which can be used by operating personnel in exceptional cases. As a result, a minimum width is required at the level of the rail upper edge of double safety space plus double hazard area plus track distance. These are 2 x (2.3 m + 0.5 m) + 4.0 m = 9.6 m.

So far, existing tunnels are being renovated and renewed with relatively little construction effort. The route availability is the main parameter for tunnel renewals, so that the structural design is planned around the operational issues. In practice, this means that for the construction work, only the route-specific, natural train locking pauses in the nighttime from about 22 clock to about 5 clock are available. These may be extended by a few hours at the weekend. Only in the case of major structural changes in a tunnel is inevitable a longer track closure planned to make tunneling with massive interventions in the supporting vault.

The alternating execution of railway operations during the day and tunneling at night leads to the fact that at the end of the morning every working day a constructionally safe state is to be established. All work steps have to be planned additionally with a time reserve, so that the end of each suspension break can be kept punctually. Effective performance in terms of the tunnel task is thus possible for a maximum of five to six hours. This time restriction causes that work must be done in small sections so that only the existing profile can be restored by blocking masonry and injecting shotcrete. A profile expansion to modern cross-sections is almost impossible with such a method. The short working time per working day leads to very high costs. These result mainly from the long storage costs of the construction equipment and the high personnel costs due to a large proportion of unproductive hours. For the railway operation of Deutsche Bahn, this project execution means very long construction times with correspondingly long operational restrictions due to the construction project.

Such a procedure is over JP 2003 064979 A known. In this method, a region of the new tunnel is created to expand a tunnel from an old light room to a new light room to the side of the old tunnel. In this case, a self-supporting lining is built to support the entire Alttunnelwand. The newly created Neutunnelbereich is then secured with laying a makeshift traffic route with a partition wall against the still to be widened Alttunnel. Then, removing the lining, the area around the old tunnel is finally widened to form, together with the previously created area of the new tunnel, a final new light space.

In the EP 0 334 262 A1 When extending an old tunnel, a temporary traffic route is protected with a movable enclosure in a work area. In the work area, the old tunnel wall is dismantled and the tunnel extended to the new light room.

JP 2003 269074 A discloses the expansion of a tunnel from an old light room to a new light room using an enclosure for the protection of the lying in the Altlichtraum traffic routes.

WO 2008/034415 A1 discloses accordingly JP 2003 269074 A extending a tunnel from an old light room to a new light room while protecting traffic routes in a work area through a sliding housing carrying mining tools. Schildvortriebverfahren and devices are still known, with almost any tunnel cross section can be produced ( DE 31 28 278 A1 . DE 689 07 339 T2 ). All these devices have a variety of backward devices for removing the overburden.

In DE 39 42 013 C2 a tunnel boring machine for expanding a stud is described, wherein these two by means of a feed device relative to each other displaceable parts, a particular attack in the tunnel to be expanded fixture, a rotatably mounted, drivable extension drill head and at least one extendable and retractable support supporting device has for the inner part and the drill head on the outer part and the bracing arranged directly on the inner part and the supporting device and the bracing device are connected to the inner part ( DE 39 42 013 C2 ).

The invention has for its object to provide a method for expanding a tunnel from a Altlichtraum on a Neulichtraum and an apparatus for performing the method of the aforementioned types, which is characterized by a high reliability and a relatively high operating speed.

This object is achieved in a method of the type mentioned according to the invention with the characterizing features of claim 1.

This object is further achieved in a device of the type mentioned according to the invention with the characterizing features of claim 7.

Characterized in that in the inventive method and the device according to the invention in a central arrangement of the or each Behelfsverkehrsweges and a successive displacement the enclosure a supporting the Alttunnelwand is performed in a forward direction before the excavation section flow section, can be achieved with a constant throughout the expansion process arrangement of the or each Behelfsverkehrsweges by only temporarily supporting the Alttunnelwand only in the lead section a very reliable and yet expansive expansion ,

Advantageous embodiments of the invention are the subject of the dependent claims.

Basic requirement for the implementation of the method according to the invention in the case of use in rail transport is the intervention in the railway operation by structural change. The railway operations in the tunnel section including the tunnel aprons will be reduced to a single-track operation, which with timely pre-planning and incorporation into the timetable will not lead to any major restrictions on passenger traffic. In the twin-track tunnel, the necessary working space is created by extending the first and by laying the second track into the center of the tunnel. From a railway operating point of view, the main new development is the use of stationary enclosures in the area of the tunnel portals and a movable enclosure in the area of the tunnel itself.

The movable enclosure makes it possible to effectively protect railway operations at every point in the tunnel from the work of tunneling, thus ensuring 24-hour operation of the tunnel construction site. It must be constructed in such a way that all essential work of tunneling is possible from it. These include the demolition of the existing masonry, the clearing of the rear packing and the eruption of the mountains by excavating, chiselling or blasting. The enclosure is also a working tool for reinforcement and shotcrete work in which the required equipment is mounted on radial and longitudinally displaceable guides and thus the accessibility of each operating point to ensure. Before the enclosure, the old masonry support ring secures the tunnel. Behind the enclosure, the new shotcrete shell with anchors serves to secure the mountains until the permanent inner shell of sheared concrete is installed.

Irrespective of the scope of the project, preliminary preparatory work is possible to carry out the tunnel widening. This can reduce the number of implements to be mounted on the enclosure. This decoupling brings more flexibility into the construction process and does not hinder the use of the movable housing.

From a railway operating point of view, the enclosure must be designed so that it reliably keeps clear the clearance required for train traffic. This must be ensured even in the case of extraordinary loads such as subsequent breakage or improper operation of the device, which despite all care can happen. For this it is necessary that enclosure and superstructure for the track lying in the middle form a unit. In the case of a displacement of the enclosure, the operating track moves with, so that the required clearance is always available.

The advantage of this whole process is that only with a few works devices protrude into the free space of light or the operating track is required for rail-bound work. These few jobs can be performed reliably in the natural shutdown periods of railway operations.

With the method according to the invention, other cross-sectional sizes can be produced according to the same principle.

The workflow is as follows.

The track is laid in the center of the tunnel and braced by the strip foundations with back anchoring to a cofferdam. The expanded area behind the enclosure is provided with a massive impact protection to protect the railway operations.

The protective housing is mounted in front of the tunnel portal and moved on with the driving position. The tunneling area will be located in the middle of the enclosure, which is at least 15 meters long, so that the protection of the railway operation is ensured by a platform at least 6 meters long in every direction and on the side of the enclosure.

The system anchorage is carried out with top plates and the tunnel shell is cut by saw cuts into defined lengths of 1.0 m or 2.0 m. In the working space remaining next to and above the housing, when using the method according to the invention with conventional devices, the Outbreak and securing the cavity to be made with reinforced shotcrete.

After completion of the tunneling work, a 35 cm thick tunnel inner shell made of waterproof concrete is concreted using a formwork carriage on locally prepared foundation beams, which together with the integrated cable duct later serves as a walkway.

Alternatively, the expansion can be carried out with prefabricated reinforced concrete components (tubbing) or with shotcrete lining or by means of combinations of these methods in the area of the enclosure.

The inventive method allows the production of a new, modern tunnel cross-section with, for example, 52 m ² cross-sectional area above the rail top. The inner radius can, for example, be increased from 4.0 m in the actual state to a planned radius of 4.97 m. With this structure, several m ^{2 of} additional cross-sectional area are available. All current building specifications for tunnel profiles can be considered and the tunnels are available for all new developments without restriction. The clearance gauge GC, together with the compliance with the requirements of the danger zone and the security room, even offers the option of track electrification.

• die Tunnelerweiterung kann im 24-Stunden-Betrieb durchgeführt werden,
• es treten nur geringe Einschränkungen des Bahnbetriebes ein des Verfahren ist sehr effektiv zu betreiben,
• eine Anpassung des Tunnelquerschnittes an das aktuelle Regelwerk ist problemlos durchführbar,
• der erweiterte Tunnelquerschnitt ist bzgl. der Querschnittsgestaltung und der Dauerhaftigkeit mit einem Neubau vergleichbar,
• die herzustellenden Tunnelquerschnitte sind an die örtlichen Gegebenheiten wegen Streckenradius, Tunnellänge, Streckengeschwindigkeit etc. anpassbar,
• durch das erfindungsgemäße Verfahren sind ebenso Tunnel, die wegen hoher Zugbelastungen auch in den Nachtzeiten nie zur Erneuerung geplant wurden, in bestehender Trasse erneuerbar.

Further advantages of the invention are:

• the tunnel extension can be carried out in 24-hour operation,
• there are only minor restrictions of the railway operation of the process is very effective to operate
• an adaptation of the tunnel cross-section to the current regulations is easily feasible,
• the extended tunnel cross-section is comparable to a new building in terms of cross-sectional design and durability,
• The tunnel cross-sections to be produced can be adapted to the local conditions because of the route radius, tunnel length, line speed etc.,
• Tunnels, which were never planned for renewal due to high tensile loads even in the nighttime, can be renewed in existing lines by the method according to the invention.

Fig. 1

in einer anschaulichen Seitenansicht die wesentlichen Elemente eines Ausführungsbeispiels einer erfindungsgemäßen Vorrichtung beim Durchführen des erfindungsgemäßen Verfahrens in einem einen Vorlaufabschnitt, einen Abbauabschnitt, einen Nachstabilisierungsabschnitt sowie einen Bewehrungs- und Auskleidungsabschnitt aufweisenden Arbeitsbereich,

Fig. 2

eine Ansicht der Anordnung gemäß Fig. 1 mit Blick in Längsrichtung des Tunnels im Bereich des Vorlaufabschnittes,

Fig. 3

eine Ansicht der Anordnung gemäß Fig. 1 mit Blick in Längsrichtung des Tunnels im Bereich des Abbauabschnittes,

Fig. 4

eine Ansicht der Anordnung gemäß Fig. 1 mit Blick in Längsrichtung des Tunnels im Bereich des Nachstabilisierungsabschnittes,

Fig.5

eine Transporteinheit der erfindungsgemäßen Vorrichtung zum Transport von Tübbingelementen und Bewehrungskörben in dem Bewehrungs- und Auskleidungsabschnitt,

Fig. 6

die Transporteinheit gemäß Fig. 5 beim Anordnen von Ulmentübbingelementen und

Fig. 7

die Transporteinheit gemäß Fig. 5 nach dem Setzen eines Firsttübbingelementes.

Further expedient refinements and advantages of the invention are the subject of the following description of an expedient embodiment of the invention with reference to the figures of the drawing. Show it:

Fig. 1

in a descriptive side view of the essential elements of an embodiment of a device according to the invention in carrying out the method according to the invention in a forward section, a mining section, a Nachstabilisierungsabschnitt and a reinforcement and lining section having work area,

Fig. 2

a view of the arrangement according to Fig. 1 looking in the longitudinal direction of the tunnel in the region of the forward section,

Fig. 3

a view of the arrangement according to Fig. 1 looking in the longitudinal direction of the tunnel in the area of the mining section,

Fig. 4

a view of the arrangement according to Fig. 1 looking in the longitudinal direction of the tunnel in the region of the Nachstabilisierungsabschnittes,

Figure 5

a transport unit of the device according to the invention for transporting tubbing elements and reinforcement cages in the reinforcement and lining section,

Fig. 6

the transport unit according to Fig. 5 when arranging Ulmentübbingelementen and

Fig. 7

the transport unit according to Fig. 5 after setting a ridge tubbing element.

Fig. 1 shows a side view of an embodiment of an apparatus according to the invention for carrying out the method according to the invention, with this embodiment for expanding a railway tunnel 1 as a tunnel with two control tracks as regular traffic routes in a propulsion direction 2 still originating from the 19th century Altlichtraum 3 to one according to the latest regulations to be reshaped Neulichtraum 4 is widening with respect to the Altlichtraum 3 larger gauge space.

In the embodiment of the method according to the invention a single makeshift track was created as Behelfsverkehrsweg after removal of the two control tracks in the middle of the tunnel 1, so that in each case a working space remains on both sides of the makeshift track. The temporary track is set up so that limited temporary traffic in the tunnel 1 is still possible.

Out Fig. 1 can be seen that in a direction indicated by an arrow propulsion direction 2 front part of the Altlichtraum 3 is present with the originally narrow cross-section of the tunnel 1, which widen in the propulsion direction 2 rear Neulichtraum 4 with an enlarged cross-section is. According to the invention, a housing 6, which completely surrounds the temporary track in the working area 5, is arranged in a working area 5. The work area 5 is sealed at the front in the direction of advance 2 side of the housing 6 with a front dust wall 7.

In Vortriebsrichtung 2 on the back of the front side dust wall 7 stabilizer press units 9 a front Stabilisatorplattenpositionieranordnung to the housing 6 are mounted in a forward section 8, with which front stabilizer plates, as shown here, a front ridge stabilizer plate 10, against which usually made of quarrystone masonry and a Backfill existing Alttunnelwand 11 is pressable. The flow section 8 is closed on its side facing away from the front side dust wall 7 side of a protective wall 12.

In the direction of propulsion 2 on the back of the forward section 8 begins a mining section 13, in which a number of mining tools 14 a degradation order the old tunnel wall 11 and the old tunnel wall 11 upcoming geology in a mining space 15 and expand the Altlichtraum 3 expand. In the excavation space 15 on both sides of the housing 6 fallen down overburden 16 is arranged with both sides of the housing 6 arranged Sohlräumern 17 as Abbaumaterialabtransporteinheiten in the form of conveyor belts against the advancing direction 2 from the excavation section 13. In this case, at each Sohlräumer 17 a front in the advancing direction 2 blade 18 is arranged to form in the lateral bottom side edge regions of the working area 15 foundation trenches 19.

In the advancing direction 2 on the back of the dismantling section 13, the working area 5 a Nachstabilisierungsabschnitt 21, in which with a rear Stabilisatorplattenpositionieranordnung back stabilizer plates, visible here lateral back stabilizer plates 22 and preferably also provided rear ridge stabilizer plates 23, for stabilizing against the expanded tunnel wall in the region of a shield cover 24 are pressed. In the drive direction 2 on the back of the mining section 13, a rear-side dust wall 20 is present, which seals the working space 15 to the post-stabilization section 21.

In the direction of propulsion 2 on the back of Nachstabilisierungsabschnittes 21 is followed by the work area 5 final reinforcement and lining section 25, in which one reinforcing baskets 26 inserted into the foundation trench 19 and as reinforced concrete precast Ulmentübbingelemente 27, which are arranged laterally, and Firsttübbingelemente 28, the deck side be positioned for lining the tunnel 1 to create the Neulichtraumes 4.

Alternatively or additionally, it is provided to provide shotcrete and / or a formwork for lining with local concrete.

In the reinforcing and lining section 25, propulsion presses 29 that are supported on the back side of already set elemental segmentation elements 27 and ridge segmentation elements 28 are arranged in the direction of propulsion 2 as components of a propulsion system, in order to provide an advance in FIG Fig. 1 to produce shown arrangement in the advancing direction 2.

Fig. 2 shows the arrangement according to Fig. 1 in the region of the forward section 8 with a view in the longitudinal direction of the tunnel 1 against the advancing direction 2. Off Fig. 2 It can be seen that in the tunnel 1 in the middle of the two rails 30, 31 formed Behelfsgleis 32 is located, in each case a working space 33, 34 is provided by the removal of two originally present in the tunnel two control tracks on both sides of the temporary track 32 , Both sides of the rails 30, 31 are Work rails 35, 36 are arranged, on which the housing 6 is mounted rolling.

Finally, you can Fig. 2 see very clearly how the already in Fig. 1 represented front stabilizer plate 10 as a front side stabilizer plate and both sides of the front ridge stabilizer plate 10 arranged front Seitenstabilisatorplatten 37 create the Alttunnelwand 11 by the action of Stabilizerpresseneinheiten 9 to stabilize the Alttunnelwand 11 in particular in immediately adjacent to the mining section 13 part of the lead section 8, thus a uncontrolled large, caused by the mining tools 14 burglary of the Alttunnelwand 11 in the lead section 8 avoided if possible.

Out Fig. 2 Furthermore, it can be seen that geology 38 adjacent to the old tunnel wall 11 is adjacent, which as a rule is self-supporting due to the techniques available at the time of tunneling.

Fig. 3 shows the arrangement according to Fig. 1 in the area of the mining section 13 facing the direction of advance 2. Off Fig. 3 can be seen that on the housing 6 a circular segment-like design holder guide 39 is mounted, are mounted on the tool holder 40, 41 slidably. At each tool holder 40, 41 a removal tool 14 is attached, with which, as from Fig. 3 seen, in addition to the Alttunnelwand 11 also directly adjacent to the Alttunnelwand 11 geology 38 is degradable. For a stable mounting of the holder guide 39, the housing 6 rests in the region of the dismantling section 13 on the work rails 35, 36 overlapping base pieces 42, 43, which are supported on the Arbeitsschienenfundamenten 44, 45, the two sides of a makeshift track 32nd supporting track foundation 46 arranged and designed to be particularly sustainable.

Fig. 4 shows the arrangement according to Fig. 1 in the area of the post-stabilization section 21. Off Fig. 4 It can be seen that in the Nachstabilisierungsabschnitt 21 which are supported on the housing 6 side rear stabilizer plates 22 and rear ridge stabilizer plates 23. The rear side stabilizer plates 22 and the rear ridge stabilizer plates 23 lie on the inside of the shield cover 24 in order to support them against the upcoming geology 38.

Fig. 5 shows a transport unit 47 of the device according to the invention, which is mounted on a detachable from the housing 6 and on the working rails 35, 36 slidably mounted Einhausungsmobilabschnitt 6 'as part of the housing 6. The Einhausungsmobilabschnitt 6 'is, for example, as shown here with a working on the makeshift 32 working locomotive 48 or self-propelled in the tunnel 1 from a rear in tunneling direction 2 tunnel end to the reinforcement and lining section 25 and moved back, expediently this method during a short break the temporary transport takes place and in self-drive mode even parallel to the temporary traffic can be done without line closure.

Out Fig. 5 It can be seen that the Ulmentübbingelemente 27 and the Firsttübbingelement 28, which are to be obstructed in the drive direction 2 back of the Nachstabilisierungsabschnittes 21, are sucked on E-reactor plates 49 which are displaceable over the Einhausungsmobilabschnitt 6 'associated sliding cylinder 50. Further, on the transport unit 47, the reinforcing cages 26 held in the reinforcing and lining section 25 for forming in the illustration according to FIG Fig. 5 already created as elm foundations 51 inserted into the foundation trench 19.

Fig. 6 shows the arrangement according to Fig. 5 in the area of the reinforcing and lining section 25 with laterally outwardly moving Ulmentübbingelementen 27, which are now pressed by the jacking presses 29 against the already installed adjacent Ulmentübbingelemente 27. During the installation of the Ulmentübbingelemente 27, the Firsttübbingelement 28 is still in a lowered position.

Fig. 7 shows the arrangement according to Fig. 6 with the Firsttübbingelement 28 in the end position in which it rests on the Ulmentübbingelementen 27 and is also pressed by jacking presses 29 against the already installed adjacent Firsttübbingelement 28. In this arrangement, the Ulmentübbingelemente 27 and the Firsttübbingelement 28 are finally secured together and sealed, so that in connection with Fig. 5 apparent final shape of the new light space 4 of the tunnel 1 results.

Claims (9)

1. Method of enlarging a tunnel (1), and in particular a railway tunnel, which encloses a number of normal routes for traffic such as railway tracks which, before the enlargement, occupy the useful width of the tunnel (1), the enlargement taking place from an old clearance (3) to a new clearance (4), the method having the following steps;

   - production of a number of temporary routes for traffic (32), the number of temporary routes for traffic (32) being smaller than the number of normal routes for traffic,

   - positioning of an enclosure (6) which completely surrounds the or each temporary route for traffic (32) in a working area (5),

   - demolition of an old tunnel wall (11) and the adjoining geology (38) in the region of the enclosure (6) in a demolition section (13), starting from one end of the tunnel and working in a direction of driving (2),

   - completion of the tunnel (1), to the rear of the demolition section (13), at the new clearance (4), characterised in that

   - the or each temporary route for traffic (32) is produced in the centre of the tunnel (1), so that a working space (33, 34) is left on each of the two sides of the temporary route for traffic (32) or on each of the two sides of the temporary routes for traffic situated on the outside, and characterised by the following steps

   - before the step of positioning the enclosure (6), supporting of the old tunnel wall (11) in a preliminary section (8) which is situated ahead of the demolition section (13) in the direction of driving (2), using stabilising plates (10, 37, 38) which can be pressed against the old tunnel wall (11) and/or by means of shotcrete and

   - performing the steps of supporting the old tunnel wall (11), positioning the enclosure (6), doing the demolition and completing the tunnel, in the direction of driving (2), until the entire tunnel (1) has been enlarged to the new clearance (4).
2. Method according to claim 1, characterised in that there are two normal routes for traffic before and after the enlargement and one temporary route for traffic (32) during the enlargement.
3. Method according to claim 1 or claim 2, characterised in that each normal route for traffic and the or each temporary route for traffic (32) takes the form of a railway track.
4. Method according to one of claims 1 to 3, characterised in that the step of completing the tunnel (1) comprises the application of shotcrete and/or the installation of prefabricated parts (27, 28) of reinforced concrete and/or the placing of formwork for the purpose of lining with in-situ concrete.
5. Method according to one of claims 1 to 4, characterised in that the steps of the possible positioning of the enclosure (6) if the enclosure (6) only surrounds the working area (5), of doing the demolition and of completing the tunnel, in the direction of driving, are carried out in the direction of a single direction of driving (2).
6. Apparatus for carrying out a method according to one of claims 1 to 5, having an enclosure (6) which surrounds the or each temporary route for traffic (32), having a demolition arrangement (14) which is situated ahead of a shield hood (24) in the direction of driving (2), which is arranged in a demolition section (13) situated in the working area (5) and which is set up to enlarge the tunnel (1) starting from the old clearance (3), having a driving arrangement (29) for moving the demolition arrangement (14) in the direction of driving (2), and having a supporting unit which is arranged in the part of the shield hood (24) which is at the rear in the direction of driving (2) and by which an enlarged area of the tunnel (1) of a new clearance (4) can be supported, characterised in that, ahead of the demolition arrangement (14) in the direction of driving (2) there are or is an arrangement for positioning front stabilising plates by which a number of front stabilising plates (10, 37, 38) can be pressed against the old tunnel wall (11), and/or a shotcrete applying unit for applying shotcrete.
7. Apparatus according to claim 6, characterised in that there is an arrangement for positioning rear stabilising plates which is situated to the rear of the demolition arrangement (14) in the direction of driving (2) and by which a number of rear stabilising plates (22, 23) can be pressed against the enlarged tunnel wall.
8. Apparatus according to claim 6 or according to claim 7, characterised in that the supporting unit has a tubbing positioning unit by which the area of the new clearance (4) can be lining with tubbing (27, 28), and/or a shotcrete applying unit for applying shotcrete, and/or a formwork arrangement for lining with in-situ concrete.
9. Apparatus according to one of claims 6 to 8, characterised in that there are, on both sides of the enclosure (6), units (17) for transporting away demolished material by which spoil (16) can be transported out of the working area (5) in the opposite direction to the direction of driving (2).

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