Artikeldatenbank
Autor(en) | Titel | Zeitschrift | Ausgabe | Seite | Rubrik |
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Schürch, Roberto; Perazzelli, Paolo; Moranda, Giuseppe; Spivak, Eldad | The Shazar caverns - Design challenges and construction experience | Geomechanics and Tunnelling | 6/2020 | 650-657 | Topics |
KurzfassungThe Shazar caverns (width 19 m, height of 29 m, length 270 m) are part of the first phase of a larger project called the “Jerusalem Gateway”. They will accommodate a road in the upper level and five parking floors in the lower levels. The geology in the project area is characterized by dolomite and dolomitic limestone, overtopped by decayed rock including significant clay masses and artificial filling. Overall, the rock mass is weathered due to strong karst activity. The peculiarities of the project are the small overburden (7 to 10 m) under poor ground conditions, the close vicinity between the caverns and existing/future buildings (2 to 5 m), the vicinity between the two caverns (3 to 5 m), the intense earthquake activity in the area and the presence of large karstic cavities. The resulting challenges require unique engineering solutions. This paper gives an overview on the project, it presents the adopted design approach and the elaborated design solutions and, finally, it shows the construction experience. x | |||||
Feinendegen, Martin; Ziegler, Martin | The significance of the LCPC test as a tool for the specification of homogeneous areas / Zur Aussagekraft des LCPC-Versuchs für die Festlegung von Homogenbereichen | Geomechanics and Tunnelling | 2/2018 | 113-122 | Topics |
KurzfassungWith the revision of the German contract conditions VOB in 2015, the previously usual soil and rock classes were replaced by homogeneous areas, into which the ground is to be divided according to the condition of soil and/or rock before excavation. Numerous properties and characteristic values also have to be specified with their determined bandwidths. In the tendering process for many works in specialised civil engineering, earthworks and tunnelling, the abrasiveness now always has to be assessed and, if necessary, tested for soil using the LCPC test according to the French standard NF P18-579. This test was originally designed to determine the abrasion and crushability of artificial aggregates and is normally carried out under conditions that are in most cases unrepresentative of the behaviour of natural (mixed grained) soils in-situ. Transfer of the results to the contractually binding ground report required by the VOB is therefore extremely critical, as this article points out based on new investigations with the LCPC test. x | |||||
Plank, Viktor; Poimer, Bernhard | The significance of the southern line on an European, national and regional scale - The strengthening of the corridor in the ÖBB target network 2025+ and beyond / Die europäische, nationale und regionale Bedeutung der Südstrecke - Die Stärkung des Korridors im Zielnetz 2025+ der ÖBB und darüber hinaus | Geomechanics and Tunnelling | 6/2017 | 651-659 | Topics |
KurzfassungIntegration of national railway systems into a European network is a prerequisite for a sustainable competitive edge of the railway sector. With its current extensive project portfolio and its role in the European Baltic-Adriatic Corridor, the southern line in Austria is positioned to successfully face future requirements. Furthermore, the establishment of new railway infrastructure is not only geared towards international transport operations in passenger and freight service, but also towards satisfying national and regional needs. The expansion of the southern line correlates with projects in the partner countries along the corridor and is in line with economic trends, both domestically and in greater Europe. Once a neglected line in the railway expansion program of recent decades, the southern line is now benefiting from considerable developments, including the on-going commissioning of several major projects in a 10 to 12-year period. Currently, the expansion strategy is based on the Transport Forecast Austria and the Target Network 2025+. Additional expansions for sections such as towards the Slovenian border as well as concepts for the existing southern line are subject to on-going evaluation with regard to actual traffic developments and will be developed in line with respective needs. x | |||||
Schermer, Detleff | The simplified calculation method of DIN EN 1996-3 in practice / Das vereinfachte Bemessungsverfahren von DIN EN 1996-3 in der Praxis | Mauerwerk | 6/2015 | 471-478 | Fachthemen |
KurzfassungThe design and detailing of masonry buildings was usually undertaken in the past using the simplified procedure in Section 6 of DIN 1053-1 (1996-11). With the changeover to the new European code, a new procedure has been made available with the simplified calculation method of DIN EN 1996-3, which promises similarly simple and safe handling for the user. The practical implementation of this new code has been underway for some time. The article investigates the standard design cases and explains the innovations and alterations compared to DIN 1053-1. x | |||||
Schaper, Lukas; Jörg, Fabian; Winkler, Rebekka; Kuhlmann, Ulrike; Knobloch, Markus | The simplified method of the equivalent compression flange - Development based on LTB tests and residual stress measurements | Steel Construction | 4/2019 | 264-277 | Articles |
KurzfassungExtended version of the Tomá Vraný SDSS Award 2019 x | |||||
Schober, Hans; Carpenter, James; Stein, Michael | The Sky Reflector-Net for the Fulton Center, New York | Stahlbau | 11/2014 | 790-798 | Fachthemen |
KurzfassungThe collaboration of architect and engineer has been of particular importance to Jörg Schlaich during his professional life. The prevailing attitude that the architect is responsible for the design and details and the engineer for the statics has always been absurd to him. He believes the highest level of design is achieved when the engineer is involved from the beginning of the design process, in the conceptual design phase when architect and engineer are prepared to listen to each other and build upon a collaborative process. Such a relationship exists between schlaich bergermann und partner and the studio of artist/designer James Carpenter - a relationship that started in the 1980’s on the design of bridges, sculptures and building elements. The impetus for this long collaboration has always been to minimize structure and maximize light as a defining characteristic of the public realm. x | |||||
Braun, C. | The sliding isolation pendulum - an improved recentring bridge bearing | Steel Construction | 3/2009 | 203-206 | Reports |
KurzfassungSliding isolation pendulum bearings, known as seismic isolators, with adaptations for the service condition, represent improved recentring bridge bearings. They are an attractive alternative to elastomeric bearings for the support of structures on recentring bearings, which lead to a better distribution of horizontal loads as well as to a reduction in constraints. In combination with a special sliding material and characterized by long life and high loadbearing capacity, sliding isolation pendulum bearings have small dimensions as well as the capability a exact presetting and for horizontal stiffness that is independent of load capacity, change of material characteristics due to temperature, ageing and manufacture. Further, the requirements in terms of serviceability of a bridge bearing are upheld. x | |||||
Knight, Martin | The social power of infrastructure design - 100 years of "Bautechnik" - building for future generations | Bautechnik | 8/2023 | 501-508 | Essays |
The Solar Updraft Tower - Aufwindkraftwerke zur solaren Stromerzeugung (Schlauch, J., Bergermann, R., Schiel, W., Weinrebe, G.) | Beton- und Stahlbetonbau | 10/2005 | 907-908 | Bücher | |
Benedikt, Johannes; Wagner, Hanns; Herzeg, Thomas | The St. Kanzian Chain of Tunnels - Tunnelling under very varied and extremely difficult conditions / Tunnelkette St. Kanzian - Tunnelbau unter sehr unterschiedlichen und extrem schwierigen Bedingungen | Geomechanics and Tunnelling | 5/2016 | 405-415 | Topics |
KurzfassungIn the course of the building of the new Koralmbahn railway line between Graz and Klagenfurt in Austria, six tunnels have to be built in a sensitive landscape on the Carithian side. The tunnels have lengths of between 230 and 2,100 m. All the tunnels are designed to resist water under pressure and have a two-track standard cross-section. Except for the 495 m long Kühnsdorf Green Tunnel, which has already been completed, all the tunnels are currently under construction. The Srejach and Untersammelsdorf Tunnels with lengths of 620 and 665 m respectively are being driven in very challenging ground conditions consisting of silty to fine sandy lacustrine sediments, and extensive specialised civil engineering works had to be carried out in advance of both these tunnels. The performance of extensive tests and investigations during the tendering phase turned out to be very valuable for the planning of the project. The longest tunnel, the Stein Tunnel with a length of 2,100 m, is characterised by its location in soft ground with shallow overburden and the sensitive hydrogeological and ecological conditions. The driving of the Lind Tunnel in phyllite required special measures due to the lacustrine sediments above the tunnel, which reached down to the tunnel crown. x | |||||
The St. Kanzian tunnel chain: AT-pipe umbrella support systems for difficult ground conditions / Tunnelkette St. Kanzian: AT-Rohrschirmsysteme mit Pressverbindung für schwierige Baugrundverhältnisse | Geomechanics and Tunnelling | 1/2018 | 87-88 | Product Informations | |
Anagnostou, Georgios; Perazzelli, Paolo | The stability of a tunnel face with a free span and a non-uniform support | geotechnik | 1/2013 | 40-50 | Fachthemen |
KurzfassungWe investigate the effects of the support pressure distribution and of the free unsupported span on the stability of the tunnel face by means of limit equilibrium computations, which are based upon the so-called method of slices. Design equations and diagrams are introduced for the estimation of the necessary support pressure taking into account these effects assuming a linear pressure distribution. Furthermore, the errors introduced by the common assumption of support pressure uniformity are discussed for the typical distributions of face support pressure in tunnelling by slurry shields, EPB shields and compressed air shields. The error is less than 10% in the case of closed-shield tunnelling but may be significant in the case of face reinforcement. x | |||||
Schubert, Wulf; Moritz, Bernd | The state of the art in monitoring and geotechnical safety management for shallow and deep tunnels | Geomechanics and Tunnelling | 5/2015 | 409-413 | Topics |
KurzfassungDue to uncertainties in the ground model and the spread of geotechnical properties, prediction of the exact system behaviour of underground structures is difficult in many cases. In order to manage this problem, the so-called observational approach is often applied. Monitoring plays an important role to verify or falsify design assumptions, to adjust excavation and support measures to the actual conditions and to assess the stability of the system. For the management of the residual risk a geotechnical safety management plan is implemented. The OeGG has recently published a handbook summarizing the state of the art in tunnel monitoring and geotechnical safety management. x | |||||
Xiao, Jianzhuang; Li, Long; Tam, Vivian W.Y.; Li, Hong | The state of the art regarding the long-term properties of recycled aggregate concrete | Structural Concrete | 1/2014 | 3-12 | Technical Papers |
KurzfassungThis paper reviews the long-term properties of recycled aggregate concrete (RAC), including long-term strength, shrinkage, creep, carbonation resistance, antifreeze resistance, impermeability, abrasion resistance, alkaline aggregate reactions, sulphate corrosion and fatigue behaviour. Most studies have shown that the long-term properties of RAC are inferior to those of natural aggregate concrete (NAC), and some researchers have observed that the long-term properties are better than those of NAC. RAC's long-term properties are affected by many factors such as recycled coarse aggregate (RCA) replacement percentage, water-cement ratio, mineral admixtures and mix proportions. The long-term properties of RAC can be improved through better control of these factors. This paper will be helpful for a comprehensive understanding of and further research on RAC, and provides an important basis and references for the engineering applications of RAC. x | |||||
Yanev, B. S. | The steel bridges of New York (Die Stahlbrücken von New York City) | Stahlbau | 2/2002 | 110-116 | Fachthemen |
KurzfassungDas Stadtbild von New York im 20. Jahrhundert ist von Hochhäusern und Großbrücken aus Stahl geprägt. Zwar hält die Stadt heute in keiner der beiden Kategorien den Höhen bzw. Längenrekord, aber der überwiegende Teil der ehemaligen Rekordinhaber leistet weiterhin seinen Dienst. Die Priorität liegt inzwischen nicht mehr auf dem Brechen von Rekorden des Höher und Weiter, sondern auf der unter anspruchsvollen städtischen Bedingungen angepaßten optimierten Leistungsfähigkeit. Dichte, Bedeutung und Alter des Netzwerks an Brücken stellt unter den heutigen Verkehrsverhältnissen einzigartige Herausforderungen in bezug auf Design und Management, auf die in diesem Artikel näher eingegangen wird. x | |||||
Feldmann, Markus | The steel construction spirit | Steel Construction | 4/2020 | 251 | Editorials |
Reis, A.; Cremer, J. M.; Lothaire, A.; Lopes, N. | The steel design for the new railway bridge over the River Sado in Portugal | Steel Construction | 4/2010 | 201-211 | Article |
KurzfassungThe new railway crossing over the River Sado at Alcacer do Sal in Portugal required a 2.7 km long bridge, comprising two approach viaducts and a main bridge. Steel-concrete composite decks were adopted, the approach viaducts having plate girder decks with 45 and 37.5 m spans, and the main bridge three spans of 160 m each with a box girder deck. The main bridge, with a continuous deck over 480 m, consists of three continuous bowstrings with a single plane of hangers on the bridge axis. The main aspects of the bridge concept design are described and the steel design in particular is discussed. x | |||||
Kido, Ewa Maria; Cywin'ski, Zbigniew | The steel-glass art of railway stations in Japan | Stahlbau | 6/2018 | 611-621 | Fachthemen |
KurzfassungWith authors'sincere thanks to Dr.-Ing. E.h. Karl-Eugen Kurrer Karl-Eugen Kurrer on closure of his service as Editor-in-Chief of STAHLBAU x | |||||
Creütz, Mikael; Osterman, Fredrik | The Stockholm Bypass - Design and execution of grouting works - Pre-excavation grouting by means of rock fissure grouting with cementitious grouts | Geomechanics and Tunnelling | 2/2019 | 147-157 | Topics |
KurzfassungThe E4 Stockholm Bypass is a new route for the European highway (E4) past the Swedish capital Stockholm. The bypass will connect the southern and northern parts of Stockholm. To reduce the impact on the surroundings, 18 km of the total of 21 km of the Stockholm Bypass are being constructed in tunnels. The Bypass will be one of the longest road tunnels in the world, with a construction cost of 3.1 billion Euro (2009 prices). x | |||||
Gasser, Oliver; Haidenthaller, Christoph; Magnusson, Robert; Laubreiter, Felix | The Stockholm bypass project / Förbifart, Umfahrung Stockholm | Geomechanics and Tunnelling | 6/2021 | 697-707 | Topics |
KurzfassungThe Stockholm bypass (E4 Förbifart Stockholm) is being built by the Swedish Transport Administration (Trafikverket) - the office responsible for transport infrastructure in Sweden. The project aims to improve connections between the regional town centres and reduce congestion on the main urban roads. The route, which runs mainly underground, employs numerous contractors and has a planned construction period of 14 years, preceded by a 10-year planning phase. This article looks at three projects: the FSE 61 Akalla Interchange, the FSE 309 Lovön Interchange and in particular, the FSE 613 Akalla Tunnel. The Akalla Tunnel is driven as a conventional full-face excavation with pre-grouting and supported with rock bolts and steel-fibre-reinforced shotcrete. The tunnel excavation is followed by the interior work comprising precast concrete walls, a suspended membrane reinforced with shotcrete, ceiling foundations and the carriageway structure. x | |||||
Berenbak, J.; Lanser, A. | The structural design of the "British Airways London Eye" (Zum Tragwerksentwurf des "British Airways London Eye") | Stahlbau | 4/2002 | 285-288 | Fachthemen |
KurzfassungWegen der sehr kurzen Lieferzeit mußte der Tragwerksentwurf des "British Airways London Eye", die Berechnungen, Fertigung, Zusammenbau und die Bauüberwachung, in eine schnelläufige Projektentwicklung eingefaßt werden. Des weiteren mußte die Dimension des Bauwerks dem schon bestellten Material, den möglichen Auflagergrößen, den Fertigungsmöglichkeiten sowie der Montagemethode angepaßt werden. Gegenstand dieses Beitrages sind die durchgeführten strukturmechanischen Untersuchungen. x | |||||
di Prisco, Marco; Martinelli, Paolo; Dozio, Daniele | The structural redistribution coefficient KRd: a numerical approach to its evaluation | Structural Concrete | 3/2016 | 390-407 | Technical Papers |
KurzfassungStructures made of a material with a very high standard deviation, such as fibre-reinforced concrete, exhibit an exceptionally safe prediction of the maximum bearing capacity when this is derived from characteristic values identified by means of small specimens. This is emphasized when the structures are characterized by high redundancy. In this regard, two reference tests representing two extreme situations are considered: a) simply supported unnotched full-scale beams characterized by a statically determinate loading scheme and b) full-scale slabs on the ground characterized by a statically indeterminate loading scheme. The Italian standard and, more recently, the fib Model Code for Concrete Structures 2010 have introduced a coefficient (structural redistribution factor) that is able to take into account the reduced variability of mechanical bearing capacity when associated with a large volume involved in the failure process and/or when the structure is able to redistribute stresses significantly, thus favouring the average rather than the minimum strength. A numerical procedure taking into account the expected heterogeneity of the mechanical characteristics in the structure is introduced for the first time to evaluate the redistribution factor. x | |||||
Camus, Thomas; Therville, Fabrice | The Sydney North West Rail Link project tunnelling challenge with four double shield TBMs | Geomechanics and Tunnelling | 5/2015 | 402-408 | Topics |
KurzfassungNFM Technologies has designed and delivered four 6.99 m-diameter Double Shield TBMs that are excavating the North West Rail Link project, an extension to the Sydney rapid transit network. The project is led by a consortium comprising Thiess, John Holland and Dragados, acting on behalf of the Government of New South Wales Transport Authority. Altogether, the TBMs will build 15 km of twin tunnels in rock that is mainly formed of abrasive sandstone. TBMs 1 and 2 bore the 9 km section between the Bella Vista and Cherrybrook stations, while the remaining 6 km from Cherrybrook to the Epping interchange are bored by TBMs 3 and 4. x | |||||
Weidinger, F.; Lauffer, H. | The Tauern tunnel first and second tubes from the contractor´s viewpoint / Tauerntunnel erste und zweite Röhre aus der Sicht des Bauausführenden | Geomechanics and Tunnelling | 1/2009 | 24-32 | Topics |
KurzfassungThe construction of the first tube of the Tauern tunnels in the years 1970 to 1975 was a milestone in the development of the NATM and of modern tunnelling. Completely new methods were introduced and used successfully to overcome the strongly squeezing rock, which was the only possibility of mastering the large rock deformations and completing tunnelling within the planned deadline. 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 |