Artikeldatenbank
Autor(en) | Titel | Zeitschrift | Ausgabe | Seite | Rubrik |
---|---|---|---|---|---|
Göbl, A. | The interaction of ground, TBM and segment lining with closed shield machines / Interaktion Untergrund, Tunnelvortriebsmaschine und Tübbingausbau bei geschlossenen Schildmaschinen | Geomechanics and Tunnelling | 5/2010 | 491-500 | Topics |
KurzfassungThe article explains the interaction of the overall system of ground, TBM and segment lining based on recent experience of projects using TBMs with active face support in Austria and abroad. The alternating dependencies and their consequences for tunnel construction are discussed in more detail. Of particular interest is the influence of the support medium and how it functions at the face and the tunnel side walls. The interaction of support pressure, thrust force and the centre of gravity of the TBM and its effect on steering behaviour are also considered. The effects of the compression of the segment tube by the TBM (prestress) are considered in relation to the improvement of the bedding and the problem of floating. x | |||||
Poisel, R.; Tentschert, E.; Preh, A.; Ostermann, V.; Chwatal, W.; Zettler, A. | The interaction of machine and rock mass analysed using TBM data and rock mass parameters / Interaktion Maschine-Gebirge analysiert mittels TBM-Daten und Gebirgskennwerten | Geomechanics and Tunnelling | 5/2010 | 510-519 | Topics |
KurzfassungStatistical investigations of TBM data and rock parameters have shown that interactions determined theoretically or in the laboratory are often not realistic because the interaction of the machine with the rock mass is considerably influenced by the type of machine in use, the machine driver and the characteristics of the rock mass. Evaluations of excavation data have shown that the maximum net advance rate is not produced by the maximum thrust force, even in the same rock type. Individualised optimisation of the interaction on the basis of continuously recorded machine data and basic information about the rock mass (type of rock, degree of jointing), which can be determined by geological and geophysical investigations during tunnelling, is therefore of particular significance for economical tunnelling. The evaluation of these data should not replace but rather supplement the control of the machine by the driver. x | |||||
Adelsberger, H.; Eicher, H. | The Koralm-Line as a Part of Wider European Railway Connections - Integrated in the Baltic-Adriatic-Axis | Geomechanik und Tunnelbau | 4/2008 | 250-255 | Topics |
KurzfassungSince antiquity, the land connection between Baltic and Adriatic Seas has been used for trading and cultural exchange. In medieval times, this “amber route”, passing east of the Alps, was shifted to a line following intra-Alpine valleys orientated southwest - north-east, the so called “Diagonal Passage”. The historical “Südbahn”, however, lead partly through the Alps, crossing Semmering, but then continuing to Trieste further south-east, via Graz and Laibach, today Ljubljana. Cut through after the big wars of the 20th century, the railway connection Vienna-Italy follows now the “Diagonal Passage” at all its length, leaving Graz offside, in a basin separated by mountain ranges to the north and west and open to the east and south. x | |||||
Hölzl, Harald; Pilgerstorfer, Thomas; Uschan, Robert; Wagner, Hanns; Moritz, Bernd | The Koralmtunnel underground emergency stop - Geotechnical design and construction / Die Nothaltestelle des Koralmtunnels - Geotechnische Planung und Bauausführung | Geomechanics and Tunnelling | 6/2017 | 711-721 | Topics |
KurzfassungThe Koralm Tunnel, a twin-tube single-track railway tunnel with an overall length of almost 33 km and a maximum overburden of about 1, 200 m, closes the most significant gap of the future high-capacity railway line from Graz to Klagenfurt, Austria. Located close to the tunnel centre, an emergency stop will provide the facilities for future travellers to be evacuated in case of an emergency. The paper discusses the challenges of the design and incorporates the current state of the ongoing construction works of the emergency stop. In addition, the structure and content of the geotechnical safety management plan, as well as the applied monitoring program are presented in detail, emphasizing the analysis of the observed system behaviour in connection with the encountered geological conditions. x | |||||
Zwittnig, Gerald | The Lavanttal area: Construction phase node point in the key area of the Koralmbahn / Der Raum Lavanttal: Knotenpunkt in der Bauphase im Kernbereich der Koralmbahn | Geomechanics and Tunnelling | 6/2015 | 518-526 | Topics |
KurzfassungThe new Koralm railway line between Graz and Klagenfurt will connect the Lavanttal region in Lower Carinthia to the European railway network. This area is already a sensitive junction point, where activities for the adjacent tunnel building contracts and the future InterCity station overlap concerning construction time and available space. Activities will intensify in the technical equipment installation phase and demand well coordinated preliminary planning. Extensive framework conditions and requirements were already taken into account in the planning of the railway line to the new station, which is to fulfil development and intermodal connection functions resulting in a purposeful and modern configuration, also taking maintenance and tunnel rescue into account. The construction, equipment and activation phases in the Lavanttal region are being coordinated with detailed planning of procedures and logistics, with regular updates and refinements. x | |||||
Muttoni, Aurelio; Ruiz, Miguel Fernández | The levels-of-approximation approach in MC 2010: application to punching shear provisions | Structural Concrete | 1/2012 | 32-41 | Articles |
KurzfassungIn order to address how new knowledge influences design expressions, design codes have in most cases become significantly more complex over the last decades. However, this tendency is leading to codes that are too complicated for preliminary design but still not sufficiently accurate for assessing existing structures (where even more realistic models of behaviour are sometimes required). An alternative code strategy is that proposed by codes based on a levels-of-approximation (LoA) approach. This approach is based on the use of theories based on physical parameters where the hypotheses for their application can be refined as the accuracy required increases. The approach proposes adopting safe hypotheses during the first stages of design, leading to relatively quick and simple analyses. In cases where such a degree of accuracy is not sufficient (e.g. design of complex structures, assessment of existing structures, significant potential economic savings), the hypotheses can be refined in a number of steps, leading to better estimates of the behaviour and strength of members. This approach, recently adopted in the first complete draft of Model Code 2010 for a number of design issues, is discussed within this paper with reference to punching shear provisions. x | |||||
Engelhardt, Stephan; Schwarz, Jürgen; Thewes, Markus | The lifecycle cost concept for implementation of economic sustainability in tunnel construction / Das Lebenszykluskostenkonzept zur Umsetzung der ökonomischen Nachhaltigkeit von Tunnelbauwerken | Geomechanics and Tunnelling | 5/2014 | 593-600 | Topics |
KurzfassungSustainability denotes careful stewarding of available resources, observing ecological, economic and social criteria over the entire lifecycle. From the economic point of view, it is not sufficient to base a design on construction costs alone. Rather all costs incurred over the lifecycle should be taken into consideration using lifecycle cost estimation. x | |||||
Trautz, M.; Weber, F. | The Light - ein pneumatisch gestützter Turm aus Feuerwehrschläuchen | Bautechnik | 1/2008 | 79-81 | Berichte |
Balmer, Olivier | The logistic and construction challenges of an autobahn tunnel with only one accessible portal / Logistische und bautechnische Herausforderungen eines Autobahntunnels mit nur einem zugänglichen Portal | Geomechanics and Tunnelling | 2/2012 | 107-119 | Topics |
KurzfassungThe Graitery Tunnel is about 2.5 km long and lies on the route of the A16 autobahn through the Jura Mountains. It was originally planned to excavate the tunnel from both portals, but geological problems at the south portal have delayed the drive from that end for years. A new logistic plan was required for inner lining and tunnelling. A mobile bridge construction over 60 m long was used in the tunnel, which made it possible to start the lining works while tunnelling was still underway. Due to newly available geological information, the structural calculations for the south drive and the tunnelling scheme were checked. The latter was thoroughly revised with a change to partial-face excavation in five stages. Although some works will now be completed years later than planned, the tunnel will be handed over to the client for fitting out with not even one and a half years of delay against the original schedule. x | |||||
Köpf, Manfred; Uschan, Robert; Goliasch, Robert | The logistical challenges of the long tunnel drives on contract KAT 2 / Die logistischen Herausforderungen der langen Tunnelvortriebe des Bauloses KAT 2 | Geomechanics and Tunnelling | 6/2013 | 651-660 | Topics |
KurzfassungThe largest construction lot of the Koralmtunnel project, which will be executed by the joint venture KAT 2 (Strabag - Jäger Bau), has been under construction for almost three years. The key tasks thus far were the edification of the twin shafts to a depth of 60 m, approximately 4.5 km tunnel by drill and blasting, the assembling and implementing of the two tunnel boring machines, as well as the installation of the above- and underground logistic-infrastructure. This report describes the development of the logistics concepts, the work preparation for the maximum excavation length of up to 17 km, as well as the first experiences of their implementation. x | |||||
Gobiet, Gerhard; Nipitsch, Gernot | The long path to approval of the Semmering Base Tunnel and the effect on construction progress / Der lange Weg zur Genehmigung des Semmering-Basistunnels und Auswirkungen auf den Bauablauf | Geomechanics and Tunnelling | 6/2015 | 547-553 | Topics |
KurzfassungWith the ruling of the Austrian federal administrative court in May 2015, all necessary permits have now been issued for the construction of the Semmering Base Tunnel. The project is one of the most reviewed projects in Austria, and as the other authorities had done previously, the federal administrative court once again confirmed the environmental acceptability of the project. Until the judgement of the constitutional high court with the revocation of the construction permit (served on 10 February 2014), all necessary preliminary works had been carried out on schedule and within budget since 2012. The preliminary works started in the Fröschnitzgraben in January 2014 could however only be continued with limitations on the basis of official notifications issued without preliminary investigation. No construction could take place at the landfill site due to the lack of a decision under the waste management law. Only after the ruling by the federal administrative court could the construction works be resumed at full pace. Works started soon after in the Gloggnitz tunnel section in Lower Austria on 1 July 2015. Construction works for the third and final tunnel section, Grautschenhof , were officially tendered on 2 September 2015. By 2016, all tunnel construction contracts should be continuously under construction. x | |||||
Schoch, Torsten | The M1 Energy-efficiency building Plus - Conclusion of monitoring / Das M1 Energieeffizienzhaus Plus - Abschluss des Monitorings | Mauerwerk | 2/2015 | 93-109 | Fachthemen |
KurzfassungThe M1 energy-efficiency building Plus was to render practical proof that the advantages of solid construction such as carrying capacity, fire protection and sound protection could be connected to state-of-the-art and future energy efficiency standards in the scope of a pilot project. With simple and thought-through planning details and a coordinated system technology, energy plus solid houses are no longer merely visions. The M1 project mostly focuses on the claim to economic efficiency and saleability of the product, points out new possibilities for implementation to consumers, planners and executing companies. x | |||||
Schoch, Torsten | The M1 energy-plus masonry house / Das M1 Energieeffizienzhaus Plus | Mauerwerk | 3/2014 | 118-138 | Fachthemen |
KurzfassungMasonry construction - the dominant construction style for new residential buildings in Germany - can and must demonstrate its sustainability in terms of energy-efficiency. The M1 energy-plus masonry house is a pilot project that provides the first practical demonstration of how the benefits of masonry construction - such as its loadbearing capacity, fire safety and sound insulation - can be combined with current and anticipated energy-efficiency standards. A compound blockwork system with different bulk densities and strength classes has been used here for the first time, combining all the advantages of high thermal insulation and heat storage in a monolithic construction (YTONG Energy ). With simple, well-thought-out design details and carefully matched technical construction equipment, masonry energy-plus houses are no longer just a vision. The main focus of the M1 project is to develop a cost-efficient and saleable product which opens up new opportunities for consumers, designers and developers alike. x | |||||
Harer, Gerhard; Schneider, Klaus M. | The main Koralm Tunnel contracts - current state of works / Die Großbaulose des Koralmtunnels - Aktueller Stand der Arbeiten | Geomechanics and Tunnelling | 6/2013 | 641-650 | Topics |
KurzfassungThe twin-tube Koralm Tunnel with a length of about 32.9 km is the key structure on the new high-speed line between Graz and Klagenfurt. The Koralm Tunnel passes through the mountain massif of the Koralpe with a maximum overburden of about 1,200 m. The two tunnel bores have a standard inner radius of 3.95 m and run at a spacing of about 40 m, connected by cross-passages every 500 m. In the middle of the tunnel is an emergency station. Construction works on the main contracts started with the completion of investigation works at the end of 2008. The structure of the tunnel should be completed by 2019 with the start of operation being planned for 2023. x | |||||
Burdin, J.; Monin, N. | The management of excavated materials from the Lyon-Turin rail link project / Materialbewirtschaftung am Projekt Eisenbahnverbindung Lyon-Turin | Geomechanics and Tunnelling | 5/2009 | 652-662 | Topics |
KurzfassungThe Lyon-Turin rail link project is a major part of the European Corridor no. 5, Lisbon-Kiev. The management and use of the excavated materials have been identified as one of the major issues concerning project approval since the very first stage of the study. The following paper describes the methods chosen by the French and Italian authorities to improve the use of some 20 million t resulting from the excavation of 150 km of tunnels, representing 60 million t of materials. The presentation mainly focuses on two tunnels, the Chartreuse tunnel - 24.7 km, two tubes - and the base tunnel Maurienne-Ambin - approx. 53 km, two tubes - under the Alps between France and Italy. All the tools today available are being used by the designer in order to prepare the tender documents, including industrial test production of concrete aggregates. The important role of the owner of the project is also mentioned with the aim of optimising the management and recycling of the excavated materials. x | |||||
Wagner, Horst | The management of heat flow in deep mines (part 2) | Geomechanics and Tunnelling | 2/2011 | 157-163 | Topics |
KurzfassungIn Part 1 of “The Management of Heat Flow in Deep Mines” the sources of heat, mechanism of heat transfer and strategies of controlling heat transfer have been discussed. Part 2 deals with the effects of heat on the human body and mine cooling strategies for deep mines. In detail the effects of heat on a worker are examined, heat stress and heat tolerance discussed and methods of assessing heat stress in different mining situations presented. Experiences from deep South African gold mines highlight the adverse effects of heat stress environment on safety and labour productivity. The principal methods of cooling of deep and ultra deep mines are discussed. It is shown that auto-compression of ventilation air is a deciding factor governing the choice of surface or underground cooling of ventilation air. In the case of deep and ultra deep mines, the use of chilled service water and ice slurry has shown to be the most cost effective means of mine cooling. In the case of ice slurry as cooling medium advantage is taken of the latent heat of ice which significantly reduces the amount of water required for mine cooling and hence the cost of pumping the water to surface. Cooling strategies for moderately deep, deep and ultra deep mines are discussed. Examples of cooling of deep long mine tunnels are given. x | |||||
Wagner, H. | The management of heat flow in deep mines / Management von Wärmeströmen in tiefliegenden Bergwerken | Geomechanics and Tunnelling | 5/2010 | 609-621 | Topics |
KurzfassungWith the ever-increasing depth of mines, the management of heat has become a key issue for their design and operation. There are two main sources of heat: heat transfer from the rock mass into the mine workings and heat associated with mining operations. The principles of heat transfer from the rock mass are discussed and basic relationships presented. Sources of heat linked to mining operations are discussed. It is shown that in deep-level mines, heat transfer from the rock mass accounts more than 75 % of total mine heat load. In highly mechanized coal mines, heat from the use of mining machinery is also significant. Some models of heat flow prediction for deep gold mines are presented. It is shown that in the case of deep mines, control of heat flow is more important than increasing refrigeration capacity. Examples of heat flow management methods are given. x | |||||
Brameshuber, Wolfgang | The Masonry journal is becoming international / Die Zeitschrift Mauerwerk wird international | Mauerwerk | 1/2015 | 1-2 | Editorial |
Imbrenda, Andrea | The MAST (Manufacture Arts Experimentation Technology) multipurpose building - steel structures for urban transformation | Steel Construction | 4/2014 | 262-266 | Reports |
KurzfassungThe linear architecture of the MAST (Manufacture Arts Experimentation Technology) multipurpose building in Bologna hides a complex combination of functions and spaces surrounding the core of the building and forms its raison d’être: the sublimation of innovation in manufacturing industry within the retrospective heritage of art and its projection in human memory. In this way, factors normally regarded as secondary to industrial activity become a central part of it and are acknowledged as its true roots and instinctive vision. The building acts as the vehicle for a declaration that there are no innovative ideas other than those arising from the interaction between memory and the capacity to project. The functional distribution traces a passage from emotive education (nursery) through formal teaching (classrooms) and the conservation of memory (museum and exhibition area) to listening (auditorium). Each function is acknowledged, not as a self-contained unit, but rather as a component part of the driving force of innovation, which propels a capacity for technological process that is anything but sterile. In such a setting, the steel structures are the very symbol of the transition from tradition to innovation [1]. x | |||||
Lorenc, Wojciech | The model for a general composite section resulting from the introduction of composite dowels | Steel Construction | 2/2017 | 154-167 | Articles |
KurzfassungA new form of shear connection, so-called composite dowels, first appeared in Europe in last decade. It enabled economic construction of steel-concrete composite bridges without an upper steel flange, using a direct connection between steel web and concrete slab. It finally resulted in new economic structural forms and composite sections that had not been used in bridge engineering before. In 2010 the European Commission launched an international project to build three different innovative bridges in three different European countries (Germany, Poland, Romania). Each bridge project was supported by a national consortium consisting of design office, general contractor and university. This economic technology has developed fast: by the end of 2016, at least 34 bridges using composite dowels had been constructed in Europe (13 in Germany, 11 in Poland, 4 in Czech Republic, 4 in Austria, 2 in Romania). These structures use different kinds of composite section that in many cases are not covered by standard design procedures for composite structures. The need for a consistent design method was evident. This leads to a clear design concept that covers the contribution of concrete slabs in transmitting part of the vertical force in composite sections and finally breaks with the concept of a “steel skeleton” constituting the fundamental part of the composite beam. The approach proposed here needs to be as simple and clear as possible, so it assumes some simplifications at this stage. It is intended to cover many types of composite section, externally reinforced section and conventional composite section. x | |||||
Schmid, Gerd | The Modern Teahouse  - a contemporary nomadic building | Steel Construction | 2/2011 | 121-126 | Report |
KurzfassungThe Modern Teahouse is a small nomadic building formTL designed together with Kengo Kuma. It is used for Japanese tea ceremonies in the garden of the ”Museum für Angewandte Kunst” in Frankfurt am Main. The mattress-like structure can be erected and taken down by just four people. The internal air pressure of this single-chamber air house is 1500 Pa - only 1 % that of a high-pressure beam but five times higher than a normal pneumatic structure. The Modern Teahouse ”wanders” between the entrance hall of the museum and a little hill in the museum garden. When it is not in use, it is packed away on a trolley. x | |||||
Maghsoudi, Mohammad; Maghsoudi, Aliakbar; Heshmati, Arash Ali | The monitored and theoretical ultimate moment and ductility of pre-tensioned HSSCC bridge girders | Structural Concrete | 5/2016 | 883-895 | Technical Papers |
KurzfassungSelf-compacting concrete (SCC) is defined as highly flowable and non-segregating concrete that does not require mechanical vibration during application. Load testing of bridge girders was investigated on full scale T-beams of pre-tensioned high strength self-compacting concrete (PHSSCC). The girders were monitored by fixing different types of sensors at different locations. x | |||||
Bufalini, Maurizio; Dati, Gianluca; Rocca, Manuela; Scevaroli, Riccardo | The Mont Cenis Base Tunnel | Geomechanics and Tunnelling | 3/2017 | 246-255 | Topics |
KurzfassungThe New Lyon-Turin Line (NLTL) is an essential component of the “Mediterranean Corridor”, one of the nine TEN-T network corridors, the future “European metropolitan railway” that will promote the movement of people and goods by rail, an ecological mode of transport. The goal is to reduce road transport, which increases pollution and greenhouse gas emissions. The core element of the new line is the 57.5 km Mont Cenis Base Tunnel. The reference geological model is based on the data obtained during the excavation of the inclined access adits at Saint-Martin-La-Porte, La Praz and Modane, including the La Maddalena exploratory tunnel. With the planned investigations completed, all the collected data will allow a technical and economical optimization of the construction phase and operation and maintenance of the line. The impact on water resources is minimized by using a full-round waterproofing system up to a hydrostatic pressure of 10 bar. The expected residual water flows at the portals will be exploited for both drinking water and heating purposes. With 12 % of the tunnels already excavated, there are currently 800 people working on the NLTL. This unique project, with its extraordinary history and innovative features, has been proposed as the subject of an international case study. x | |||||
Hitz, Arthur; Kruse, Matthias | The mountain from the mountain - On dealing with excavated material / Der "Berg aus dem Berg" - Bewirtschaftung des Tunnelausbruchmaterials | Geomechanics and Tunnelling | 2/2016 | 139-145 | Topics |
KurzfassungThe article describes how the great challenge of managing the material excavated during the construction of the Gotthard Base Tunnel was overcome. The recycling of material from mechanized tunnelling as high-grade aggregates and the development of high-quality concrete mixes demanded new methods and set new standards. At the same time, the environmental impact could be considerably reduced and considerable cost savings were achieved. x | |||||
Bengtsson, O.; Jansson, B.; Sala, D.; Walser, P. | The Munkedal Bridge across the - River Örekil | Steel Construction | 2/2009 | 89-94 | Articles |
KurzfassungThis 477 m long steel composite bridge is situated approximately 90 km north of Gothenburg and forms part of the 3000 km long European route E6, which connects Southern Sweden with Northern Norway. The 24.2 m wide steel composite deck is carried by a concrete arch spanning 225 m. x |