Artikeldatenbank
Autor(en) | Titel | Zeitschrift | Ausgabe | Seite | Rubrik |
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Bischoff, Jean-Luc; Eberli, Martin | Grand Paris Express Lot 16 - Sustainable infrastructure development in Paris / Grand Paris Express Los 16 - Nachhaltiger Infrastrukturausbau in Paris | Geomechanics and Tunnelling | 6/2022 | 767-773 | Topics |
KurzfassungThe Grand Paris Express is an urban infrastructure project in the Paris agglomeration. The outer districts, which will be enlarged with 70,cp te000 new flats per year, are to be connected to the public transport network of the core city. At the same time, various economic centres are planned around the city, similar to the La Défense banking centre. The metro lines connect the suburban railways, three airports and various TGV stations as a large ring and with direct connections to other transport hubs. The 19.3 km Grand Paris Express Line 16.1 connects the suburbs north and east of Paris in the Seine-Saint-Denis department. The cramped construction sites require modern construction processes that are sustainable and can be implemented quickly. For the fully automatic and completely underground line the client, Société du Grand Paris (SGP), is using segmental linings made of steel fibre concrete. The designer Egis, the contractor Eiffage Génie Civil and the segment manufacturer Bonna Sabla optimised the original solution of the 9.5 m ring in terms of productivity and quality in order to complete the construction site within SGP's desired schedule. For the MC2010 performance class, the segments use C50/60 concrete reinforced with 40 kg/m3 of Dramix high performance steel fibres. The 0.75 mm thin fibres, with a tensile strength of more than 1800 N/mm2, form a massive network of 11.6 km fibres/m3 concrete. The entire project also saves over 10,000 t of CO2 due to less steel consumption. x | |||||
Hauzinger, Elisabeth; Galler, Robert; Schneider, Daniel; Benedikt, Michael; Ulrici, Luisa; Gutleber, Johannes; Charitos, Panagiotis | CERN Future Circular Collider - The Mining the Future competition / CERN-FCC Future Circular Collider - Der Wettbewerb Mining the Future | Geomechanics and Tunnelling | 6/2022 | 774-782 | Topics |
KurzfassungCERN (Conseil Européen pour la Recherche Nucléaire) is the world's largest research centre for high-energy and particle physics. The research infrastructure contributed to the greatest successes in the field of experimental physics. A new, approximatively 91 km long subsurface infrastructure connected to the existing particle accelerator complex is being conceived in the frame of the Future Circular Collider. It would serve a global community of researchers with two subsequently operated particle colliders until the end of the 21st century. Even at an early stage of such a project, comprehensive investigations have to be carried out into the nature of the subsoil in order to find an optimal utilisation strategy for the excavated material in accordance with the national and international regulations in order to promote the recycling of excavated tunnel material in terms of resource conservation and the improvement of the sustainability of underground construction projects. x | |||||
Starke, Roland | Tunnel excavation material and circular economy in Austria - General requirements, current situation and further developments from the waste management perspective / Tunnelausbruchmaterial und Kreislaufwirtschaft in Österreich - Rahmenbedingungen, Ist-Stand und weitere Entwicklungen aus Sicht der Abfallwirtschaft | Geomechanics and Tunnelling | 6/2022 | 783-791 | Topics |
KurzfassungExcavation material from tunnel constructions, which is generally regarded as waste, has to be disposed of properly, but is good input material for producing recycling aggregates or for on-site reclaiming or recycling action. Due to the large mass and potential contaminations from rock formations and/or tunnelling process, reclaiming or recycling has to be monitored. The waste law provides standardized examination methods and parameters, limit values, quality classes and requirements. In the course of the revision of the Austrian landfill ordinance and the Austrian circular economy strategy by the Federal Ministry Republic of Austria Climate action, environment, energy, mobility, innovation anf technology (BMK), adaptions regarding the promotion of circular economy for this material should be developed. This study provides a description of the technical and legal requirements, actual challenges and an outlook to possible changes of the requirements. x | |||||
Golser, Johann; Friess, Jakob; Luniaczek, Thomas | CO2 reduction in tunnelling from the point of view of construction design and implementation / CO2-Reduktion im Tunnelbau aus der Sicht der Planung und Umsetzung beim Bau | Geomechanics and Tunnelling | 6/2022 | 792-798 | Topics |
KurzfassungTunnel construction is not immune to the climate crisis - here too there is an urgent need to improve the carbon footprint. The production of concrete and consumption of cement cause climate-damaging CO2 emissions. A tunnel with a 10 m diameter, for example, generates around 10 t of CO2 per linear metre. The main priority is thus to reduce the amount of concrete and steel reinforcement used and to select low-carbon cements and binders, as well as employing single-shell construction methods suited to the requirements of the construction project. We need to consider practical approaches to reducing concrete volumes which go beyond structural requirements. CO2 reduction in tunnelling starts with the design and approval process, so financial incentives must be built into award criteria and construction contracts. This article aims to highlight ideas which in future will play an increasingly important role in the design of underground construction works than is currently the case. Although many well-established work practices and design details in underground construction are based on decades of experience and are bound by normative and contractual framework conditions, it is now time to re-examine the facts and consider new ideas that reflect the need to reduce CO2 in concrete construction. x | |||||
Aldrian, Wolfgang; Bantle, Annika; Juhart, Joachim | CO2 reduction in tunnel construction from a material technology point of view / CO2-Reduktion im Tunnelbau aus materialtechnologischer Sicht | Geomechanics and Tunnelling | 6/2022 | 799-810 | Topics |
KurzfassungTunnelling and underground construction is a material-intensive undertaking that involves the use of large quantities of concrete. Analyses of the life-cycle assessment of a new tunnel show that the carbon footprint is largely determined by cement and concrete consumption. Optimising the quantity used, composition and properties of this construction material is thus crucial to reducing ''grey'' emissions - CO2 emissions arising from the construction phase. While strength and durability requirements along with exposure classes are clearly set out in directives and tender specifications, CO2 emissions per cubic metre of concrete are not currently considered a relevant criterion when it comes to project design, award and implementation. And this, despite the fact that the current state of knowledge and research shows that substantially lower-carbon concretes could be used than is generally the case today. A paradigm shift is required to achieve the goal of carbon neutrality in the construction industry. x | |||||
Heissenberger, Roman; Grunicke, Urs H.; Raschendorfer, Jürgen; Holzer, Clemens | Sustainable Tunnelling - An infrastructure operator's, planner's, contractor's and scientist's perspective / Nachhaltigkeit im Tunnelbau - aus Sicht des Betreibers, des Planers, der Bauindustrie und der Wissenschaft | Geomechanics and Tunnelling | 6/2022 | 811-820 | Topics |
KurzfassungSustainability is a guiding principle for political, economic and ecological action, which in companies, societies and countries all over the world, is based on the following three pillars: ecology, economy and social aspects. With the associated worldwide efforts to reduce emissions, this topic has also arrived in the construction industry in general and thus in tunnel construction in particular. In addition to the actual planning, construction, use and maintenance of mined structures, tunnel builders certainly have a special role to play, since the creation of underground structures relieves overground structures and can also change living space for the better. However, the influences and impact must always be considered in the overall context of all three pillars of sustainability - and in our fast-paced times, this requires a considerable change in mindset as well as a clear change and expansion of the assessment standards. The following article draws a current picture of “sustainable tunnelling” on the basis of four sub-sections that describe selected tasks and approaches from the perspective of operators, planners, the construction industry and science as a basis for discussion. x | |||||
Innerhofer sen. ?, Guntram; Greiner, Richard; Innerhofer jun., Guntram; Innerhofer, Gerhard | Pressure shafts of hydro power plants - Bridging a single fissure in the rock mass / Druckschachtpanzerungen - Überbrückung eines Einzelrisses im Felsmantel | Geomechanics and Tunnelling | 6/2022 | 821-841 | Topics |
KurzfassungIn a former paper of the authors a concept for dimensioning pressure shafts, considering the passive resistance of rock-mass, has been developed. The assumption made there was that many cracks are distributed evenly over the circumference. The width of a single fissure was estimated by a reduction factor on the cumulated width of cracks. This question was now investigated analytically on basis of common mechanical principles and was confirmed by FE calculations. On hand of examples a dimensioning concept for bridging a single fissure by the steel lining has been developed. In the annex questions frequently arising over the planning process are discussed. It is intended to facilitate an overall judgement of the individual system by better knowledge of the complex relations. x | |||||
Höss, Christian; Binder, Michael; Hofmann, Michael; Zmölnig, Martin; Reiter, Franz | Construction of the new Obervellach II - Rail traction power station / Neubau Bahnstromkraftwerk Obervellach II | Geomechanics and Tunnelling | 5/2022 | 456-466 | Topics |
KurzfassungIn the interests of climate protection, ÖBB Infrastruktur AG traditionally focuses on the sustainable use of hydro-electric power for the generation of traction current for the railways. After about 100 years in service, the existing Obervellach I and Lassach power stations will be replaced by the more efficient new Obervellach II and Kaponig plants. With an increased output of 38 MW and a regular working capacity of 125 GWh per year, around 30,000 high speed journeys from Villach to Vienna will be possible. x | |||||
Stech, Hans-Joachim; Achatz, Robert; Strasser, Peter; Thermann, Karsten; Caccavo, Gabriella; Gommel, Ulrich; Kamuf, Ingo | Construction of the new Forbach pumped storage plant / Neubau des Pumpspeicherwerks Forbach | Geomechanics and Tunnelling | 5/2022 | 469-477 | Topics |
KurzfassungThe Rudolf-Fettweis hydropower plant, owned and operated by EnBW Energie Baden-Württemberg AG, is situated in the Murg valley in the Northern Black Forest. The construction of a new underground Lower Basin is planned to upgrade the existing hydropower station. The in-situ rock mass consists of Forbach Granite with local weakness zones, as encountered in the boreholes. Considering the extent of the project area, a 3D geological prediction model was used to allow a better interpretation of the spatial relationships of weakness zones in the rock mass and to optimize the orientation of the underground caverns. Adverse effects for the public were counteracted at a very early stage, so that the project received a high level of public acceptance. The present paper describes the current state of the project. x | |||||
Schorn, Roland; Rieder, Christian; Hager, Andreas | Limberg III pumped storage power station project - special challenges posed by logistics and the tunnelling systems of a large-scale construction site in a high mountain region / Projekt Pumpspeicherkraftwerk Limberg III - besondere Herausforderungen an die Logistik sowie die Vortriebssysteme einer Großbaustelle im Hochgebirge | Geomechanics and Tunnelling | 5/2022 | 478-490 | Topics |
KurzfassungConstruction of the Verbund project Limberg III pumped storage power station is currently underway in the area of the Kaprun/Salzach power station group. Preliminary work started on 6 April 2021, the main construction work started on 7 January 2022 and the overall facility is scheduled to be commissioned the end of 2025. Kaprun has a long history in the construction of power stations. The Kaprun storage power stations in the 1950s were an outstanding engineering feat and is symbolic of the reconstruction efforts that took place in Austria in the wake of World War II. The power station facilities at the main and upper stage have been in existence since the 1950s and have since been continuously expanded. From 2006 to 2011 the all-year-round reservoirs Mooserboden and Wasserfallboden were extended to include the Limberg II pumped storage station. The group is currently expanding the Kaprun/Salzach power station group by building the Limberg III pumped storage station, for which the same design as Limberg II has been adopted for implementation purposes. In addition to the significant logistical challenges posed by the high mountain location of the construction site, this report also covers the tunnelling systems. x | |||||
Herzog, Peter; Voringer, Jürgen; Kühner, Walter; Reiter, Franz; Lang, Georg | The Tauernmoos pumped-storage hydro power plant - Energy storage for the Austrian railway / Das ÖBB-Kraftwerk Tauernmoos - Energiespeicher für die Bahn | Geomechanics and Tunnelling | 5/2022 | 491-501 | Topics |
KurzfassungIn 2004, ÖBB-Infrastruktur AG started the first studies for the construction of a pumped-storage hydro power plant between the two largest reservoirs of the existing Stubach Valley power plant group in Salzburg's Pinzgau region. Two reversible pump-turbine units including a full converter with a total capacity of 170 MW and a maximum flow of 80 m3/s are planned. The construction of the 335 million. euro project started in 2020 and will be completed by autumn 2025. In addition to a 50,000 m3 cavern, an 11.5 km tunnel system including the access tunnels and the power water ways have been built. Most of the 11.5 km tunnel system is situated in stable gneiss. A greater challenge is the construction of the two inlet and outlet structures in the high mountain region during the winter season, when the lakes can be held on the lowest reservoir level. Since the remaining construction work is also carried out at an altitude of 1500 to 2250 m above sea level in alpine terrain, the construction company has been facing recurring problems such as snow, cold, wind, mudslides and the associated logistical difficulties. Despite these challenges, the excavation work was completed in summer 2022. The main focus is currently placed on the concrete works in the cavern, which is scheduled to be completed in autumn 2023. This will be followed by the installation of mechanical and electrical equipment as well as the control systems. x | |||||
Schwalt, Markus; Stolz, Daniel | Witznau power station, grouting tests for upgrading the headrace tunnel / Kraftwerk Witznau, Verpressversuche zur Ertüchtigung des Druckstollens | Geomechanics and Tunnelling | 5/2022 | 502-514 | Topics |
KurzfassungIn response to spalling of concrete parts, the headrace tunnel was to be strengthened section by section and made fit for the years to come. Since little information was available on the condition of the tunnel and the cause of the spalling, possible damage patterns and causes were analyzed and grouting in combination with concrete rehabilitation were defined as strengthening measures. During a break in operation of approx. 2 months in June 2020, cement injections were tested in grouting trials in different variants to determine their suitability and optimize the parameters and the work to be carried out. The tests and the investigations carried out revealed interesting findings about the condition of the tunnel. The grouting was carried out at low pressure, at different distances and drilling depths, testing important parameters for the subsequent execution and enabling optimization. The porosity of the lining was significantly reduced by grouting, thus improving the quality of the shell. A before-and-after measurement with georadar investigation demonstrated the improvement of the lining due to the grouting. x | |||||
Perzlmaier, Sebastian; Holzmann, Michael; Bauer, Steffen | Foundation of the 140m high Kühtai Dam in the Längental valley / Zur Gründung des 140 m hohen Staudamms Kühtai im Längental | Geomechanics and Tunnelling | 5/2022 | 516-524 | Topics |
KurzfassungKühtai Dam is an embankment dam with a central earth core that is founded on rock. The rock surface is treated by shaping, adding dental concrete and, finally, grouting. A large excavation was required to expose the rock in the earth core foundation. Before starting the excavation, the Längentalbach stream had to be diverted. The upstream and downstream shells of Kühtai Dam are founded on the remaining overburden. Under the earth core, an inspection tunnel is located along the dam axis. The tunnel serves to accommodate measuring equipment and decouple fill and grout curtain works in terms of sequence of construction. In deviation from the tender project, the inspection gallery on each side of the valley is constructed as a combination of two conventional adits and two raise-boring shafts. To connect the adits and shafts, reinforced concrete structures are situated at half dam height, on which the earth core is founded directly similar to an inspection gallery in trench type. On the one hand, this adjustment is the result of a geological fault detected during the preliminary excavation works in 2020. The fault crosses the core footprint in the orographic left flank of the valley. On the other hand, the subdivision of the two long conventional shafts will eliminate the construction time constraint resulting from the requirement to not start grouting in the dam foundation until the conventional tunnelling below the dam has been completed. x | |||||
Thienert, Christian; Ouschan ?, Michael; Wenighofer, Robert; Könemann, Frank; Klaproth, Christoph; Gabriel, Patrick; Villeneuve, Marlene; Pechhacker, Robert | Potentials and limitations of using artificial intelligence to predict grouting parameters - Results of a case study in a tunnel project in Scandinavia / Potenziale und Grenzen der Prognose von Injektionsparametern mittels Künstlicher Intelligenz - Ergebnisse einer Fallstudie bei einem Tunnelprojekt in Skandinavien | Geomechanics and Tunnelling | 5/2022 | 525-534 | Topics |
KurzfassungGreat importance is attached to 'pressure-volume records' for the execution, documentation and billing of rock grouting. In this context, special digital data management systems are now available which can provide data in a structured and consistent format that is also suitable for artificial intelligence (AI) approaches. Using datasets from a tunnel project in Scandinavia, this paper shows that artificial neural networks can be used to reliably predict the evolution of pressure-volume records or the volume of grout injected at the end in the interests of construction site efficiency. Taking into account the technical feasibility of using AI to support tunnel grouting, we then show which contractual modifications would be required in order to make effective use of corresponding developments. x | |||||
Zirgulis, Giedrius; Ghafar, Ali Nejad; Chaudhari, Ojas Arun | Development of dynamic grouting under laboratory and field conditions | Geomechanics and Tunnelling | 5/2022 | 535-539 | Topics |
KurzfassungWhen it comes to underground structures, water ingress from the surrounding formations leads to several environmental, economic and sustainability issues. To obtain the sealing, the grouting of rock fractures is done. Today, in the grouting operations, which are commonly conducted in almost all the tunnel and subsurface infrastructure projects, the pressure applied is static. This type of applied pressure might be suitable for the large fracture apertures >100 &mgr;m, but it has been acknowledged that it is difficult to obtain sufficient penetration through smaller apertures, where filtration of cement particles starts to occur. Research is already done to overcome this issue by applying dynamic grouting pressure instead of static. It was proved that this approach erodes the formed filter cakes and improves grout penetrability in fractures below 100 &mgr;m. This research focuses on low-frequency rectangular pressure impulse as an alternative to other methods. The goal is to improve grout spread in micro-fractures (especially in apertures < 70 &mgr;m). During the investigation, a prototype dynamic injection equipment was built and tested under laboratory conditions. The 4 m variable aperture long slot (VALS) was used in the experiments to simulate rock fractures. The test showed better grout penetrability using dynamic pressure approach. At the current time of writing this article, preparation works are done for field test of prototype equipment at SKB Hard Rock Laboratory (HRL) at Äspö, Sweden. x | |||||
Maroschek, Philipp; Weber, Florian; Rathenböck, Florian; Özkoral, Florian | Automated execution and control of compensation grouting / Automatisierte Ausführung und Steuerung von Kompensationsinjektionen | Geomechanics and Tunnelling | 5/2022 | 540-549 | Topics |
KurzfassungConstruction projects such as the construction of a new metro system can require extensive compensation grouting measures for existing buildings. A comprehensive monitoring system and corresponding data management system (DMA) are crucial monitoring elements throughout the construction process. Elevation grouting prevents any impact the construction measures may have on buildings located in the vicinity. For this purpose, tubes-à-manchettes are installed in a tight grid underneath the buildings. Double packers are used to achieve stabilisation at an early stage, i.e. contact grouting. Therefore, if tunnel driving causes the subsoil to settle, elevation grouting can be introduced as a countermeasure. By using the data provided by water level gauges, the system automatically proposes a measure, which is transmitted to the grouting platform following the check and approval by the responsible engineer. The machine operator selects the sleeve and starts the fully automated grouting process. Each grouting process is recorded, transmitted to the DMS, analyzed in real time, checked and visualized. All parties involved in the project are able to view the data via the web platform at any time and are provided with comprehensive information. x | |||||
Gollegger, Johannes | Experience from pre-excavation and leakage closing injections obtained in the Follo Line Project | Geomechanics and Tunnelling | 5/2022 | 550-554 | Topics |
KurzfassungMore and more projects use single-shell segmental lining for rock support as well as water and frost protection. Unless the potential water pressure is very high, i.e., above several hundreds of meters, these lining structures are usually built as undrained fully watertight tunnels. The Follo Line Project included a considerable amount of pre-excavation grouting to reduce the water ingress during construction and invested a lot in injections to close leakage points after the tunnel excavation had finished. This article discusses the various types of injections and reflects critically the use of single-shell linings for tunnels with high water pressure. x | |||||
Di Salvo, Giuseppe; Granata, Raffaella | Grouting at Lonato tunnel | Geomechanics and Tunnelling | 5/2022 | 555-560 | Topics |
KurzfassungThe planned Brescia-Verona high-speed/high-capacity railway line is a key project of the Milan-Verona railway link. Between Brescia and Verona, the new line is about 48 km long, running mostly alongside the A4 highway. Near Lonato (south of Garda Lake), the line goes under A4 and other buildings and structures, through twin tunnels bored by the tunnel boring machine (TBM). The soil consolidation project is deemed necessary to protect the road from subsidence before the TBM is deployed. On site, the soil is extremely heterogeneous but always characterized by a silty sand matrix. The poor capacity of the soil to be permeated led to reshaping the borehole mesh and selecting both cementitious and silicate-based grout mixes designed to obtain rheological features leading to better permeation capability. The operation to prevent subsidence involved injecting some 10,000 m3 of grout mixture, through about 90, 000 m of sleeved pipes, in multi-directional geometries. x | |||||
Hauer, Hannes; Ekici, Zafer; Entfellner, Manuel; Puttinger, Andreas; Passmann, Svend; Hofmann, Thomas; Peintner, Christine; Wannenmacher, Helmut; Kratz, Thorsten | The drilling and grouting works at contract SBT 1.1 - Tunnel Gloggnitz / Die Bohr- und Injektionsarbeiten des Bauloses SBT 1.1 - Tunnel Gloggnitz | Geomechanics and Tunnelling | 5/2022 | 562-570 | Topics |
KurzfassungThe Semmering Base Tunnel (SBT), which has a total length of 27.3 km, is one of the most important construction projects in the Baltic-Adriatic railway corridor. The base tunnel crosses the foothills of the Eastern Alps and connects the two federal states of Lower Austria and Styria. Due to the complex rock conditions, extensive and novel grouting systems are used. The primary target of the grouting is to reduce the permeability of the rocks and reduce the water entry (peak water ingress in the tunnelling area up to 300 l/s), as well as to improve the rock mass strength in some parts. x | |||||
Buschendorf, Phil; Schorr, Joshua; Olarte, Andrés Alfonso Peña | Calculation of the failure probability of slopes with consideration of the soil variability / Berechnung der Versagenswahrscheinlichkeit von Böschungen unter Berücksichtigung der Bodenvariabilität | Geomechanics and Tunnelling | 5/2022 | 572-581 | Topics |
KurzfassungThe soil is a heterogeneous three-phase system with varying mechanical properties. It is usually abstracted to a subsurface model with homogeneous layers. The basic data for this model are individual probings/boreholes. Assumptions are made to describe the structure of the unsampled areas and the general scatter of the soil properties within the layers is not taken into account. This results in an approximation of the real conditions, which leads to uncertainties. In order to compensate this, the soil variability can be covered by a number of different parameter combinations. In the field of geotechnical engineering, this approach is called the Random Finite Element Method (RFEM). x | |||||
Schneider-Muntau, Barbara; Dai, Xiaoru; Fellin, Wolfgang | Sensitivity analyses of the different influencing factors on numerical investigations of landslides / Sensitivitätsanalyse der unterschiedlichen Einflussfaktoren auf numerische Untersuchungen von Hangrutschungen | Geomechanics and Tunnelling | 5/2022 | 582-595 | Topics |
KurzfassungCalculation approaches, shear strength approaches, material parameters and external influences have a significant impact on the results of slope stability analyses. This influence can be quantified as influence on the safety factor in sensitivity analyses. As expected, a lower shear strength of the soil or a higher groundwater flow through a slope lead to lower factors of safety. In the two case studies considered here, it is evident that the parameter with the highest sensitivity of the safety factor is not unique. This most influencing parameter depends on the boundary conditions and the geometry of the landslide. In addition to the safety factor, the above parameters also strongly influence the geometry of the failure mechanism. Here, for example, different permeability coefficients for stratified soil and the consideration of a nonlinear shear strength criterium show significant changes in the failure geometry. Therefore, the modelled failure geometry has to be considered in addition to an certain safety factor for the validation of a landslide modelling. x | |||||
Czerwonka-Schröder, Daniel; Gaisecker, Thomas | The permanent three-dimensional data acquisition of geotechnical structures by means of a web-based application of terrestrial LiDAR sensors / Die permanente dreidimensionale Datenerfassung geotechnischer Strukturen mittels webbasierter Anwendung terrestrischer LiDAR-Sensorik | Geomechanics and Tunnelling | 5/2022 | 596-604 | Topics |
KurzfassungAs part of the i2MON research project, an integrated monitoring service was developed for the identification and evaluation of soil and slope movements in the context of coal mining. The focus was on the correct integration (to give reliability, accuracy and integrity) of a long-range laser scanner into a web-based monitoring system from an engineering geodetic point of view. A web-based application of terrestrial laser scanners has been developed by cooperation between DMT GmbH & Co. KG and RIEGL Laser Measurement Systems GmbH. x | |||||
Marte, Roman; Hofmann, Robert | Reservoirs and streams affected by slow moving landslides / Speicheranlagen und Wildbäche im Einflussbereich von langsam ablaufenden Großmassenbewegungen | Geomechanics and Tunnelling | 5/2022 | 605-616 | Topics |
KurzfassungSlow moving landslides are a common phenomenon in the Alps. Often built-up areas, infrastructure such as motorways, water storage or stream control structures are affected by such landslides. In this paper two case studies are discussed to present a decision-making system for the evaluation and handling of such slow-moving landslides. x | |||||
Holzmann, Michael; Perzlmaier, Sebastian | Impact of an exceptionally rapid snow melt on the deformation characteristics of a rockslide interacting with a reservoir / Auswirkungen der außergewöhnlichen Schneeschmelze 2019 auf den Speicherhang Hochmais | Geomechanics and Tunnelling | 5/2022 | 617-625 | Topics |
KurzfassungThe rockslide systems along the Gepatsch reservoir in the Kaunertal valley are among the best investigated and monitored slopes in the Alps since TIWAG began operating the Kaunertal power plant in 1964. The rockslide systems consist of several individual slabs with variable activity. Only the deformation characteristics of the Hochmais slab shows transient behaviour and depends on external influences such as reservoir operation. No effects from heavy precipitation or snowmelt on the deformation characteristics were observed prior to 2019. The large amount of precipitation accumulated as snow in the winter of 2018/2019, combined with cool spring weather and low reservoir level, resulted in an increased deformation rate of the Hochmais slab due to excessive snowmelt in June 2019. The maximum deformation rate of several mm per week was the highest activity of the Hochmais slab since the end of the first impoundment period in 1966. In response to this exceptional situation, the engineers at TIWAG, in conjunction with external experts and the competent authorities, temporarily restricted the reservoir operation. The increased rates of deformation of the Hochmais slab decreased to the expected level in the late summer of 2019 x | |||||
Drucker, Petra; Hofmann, Robert; Mayer, Harald; Stadelmann, Udo | Stabilisation of a creeping slope for the widening of the S31 Burgenland expressway / Stabilisierung eines Kriechhangs für den Sicherheitsausbau der S31 Burgenland Schnellstraße | Geomechanics and Tunnelling | 5/2022 | 626-634 | Topics |
KurzfassungDuring the construction of the S31 Burgenland expressway in the 1980s, a deep-seated landslide was activated in the Sieggraben area (Central Burgenland, Austria) on the E8 cutting slope over a length of about 200 m. At that time, the high movement rate of the landslide could only be controlled by flattening the slope significantly. At the beginning of the 2000s, additional stabilising piles (dowels) were installed in combination with a deep groundwater drainage system. Although the landslide was stabilised by these measures, discrete zones of weakness, i.e. shear zones, remained in the subsoil due to the original slope movement. For widening the expressway in 2018 to 2021, the toe of the E8 embankment had to be set back by up to about 6 m. Due to this change in the existing stress condition, it was feared that the pre-existing shear zones would be reactivated. In order to maintain the safety level, structural reinforcement measures as well as a monitoring concept based on the Observational Method were needed during the construction phase. x |