Artikeldatenbank
Autor(en) | Titel | Zeitschrift | Ausgabe | Seite | Rubrik |
---|---|---|---|---|---|
Kongresse - Symposien - Seminare - Messen | Beton- und Stahlbetonbau | 6/2020 | 482 | Veranstaltungskalender | |
Content: Geomechanics and Tunnelling 6/2020 | Geomechanics and Tunnelling | 6/2020 | Contents | ||
69th Geomechanics Colloquium / Johann Golser Colloquium | Geomechanics and Tunnelling | 6/2020 | Cover Pictures | ||
KurzfassungThe 25 km long Thames Tideway Tunnel, with an internal diameter of 7.2 m, is a large wastewater interceptor and storage tunnel designed to prevent several million cubic metres of untreated wastewater from spilling into the Thames each year. Access to the tunnel, which is driven at depths of between 30 and 60 metres, is via deep shafts and access tunnels. For the access shaft on the Victoria Embankment construction site, the AT - Pipe Umbrella System with innovative squeezed connection was used to secure an access tunnel at the base of the shaft (see page 665). (Photo: DSI Underground) x | |||||
Geomechanics and Tunnelling 6/2020 | Geomechanics and Tunnelling | 6/2020 | Imprint | ||
Schubert, Wulf; Moritz, Bernd | Virtual Geomechanics Colloquium / Virtuelles Geomechanik Kolloquium | Geomechanics and Tunnelling | 6/2020 | 583 | Editorials |
News: Geomechanics and Tunnelling 6/2020 | Geomechanics and Tunnelling | 6/2020 | 584-592 | News | |
KurzfassungBreakthrough of Rosenstein S-Bahn tunnel / Durchschlag für S-Bahntunnel Rosenstein x | |||||
Leinauer, Johannes; Jacobs, Benjamin; Krautblatter, Michael | Anticipating an imminent large rock slope failure at the Hochvogel (Allgäu Alps) | Geomechanics and Tunnelling | 6/2020 | 597-603 | Topics |
KurzfassungCosts for installation and maintenance of protective structures are increasing while alpine hazards progressively threaten alpine communities, infrastructure and economics. Thus, reliable process-based anticipation and early warning strategies offer a cost-effective and smart solution for alpine societies in the near future. However, only few comprehensive pre-failure observations of alpine rock slopes have been reported so far. This paper demonstrates pre-failure observations of a rapidly deforming rock mass (potentially 260,000 m3) at the Hochvogel (Allgäu Alps, 2,592 m a.s.l.) and a geotechnical monitoring and warning concept. This is implemented in the complementary multi-method approach of the AlpSenseBench project and the basis for an effective and reliable early warning system. Since 2014, overall displacement rates in the range of 2 to 10 mm/month in the main decametre deep fracture are observed. It is expected that predictive acceleration patterns will appear in the final pre-failure stage. A detailed knowledge of multiple anticipative signals in correlation with accelerating rock slope deformations will contribute to an advance in accuracy and reliability of rock slide early warning. x | |||||
Illeditsch, Mariella; Preh, Alexander | The concept of design block size - A critical review of ONR 24810 "Technical Protection against Rockfall" | Geomechanics and Tunnelling | 6/2020 | 604-611 | Topics |
KurzfassungIn Austria, the Guideline for “Technical Protection against Rockfall”, named ONR 24810 provides guidance to assess rockfall hazard (at object scale) by determining a so-called design block size. The aim of this article is to critically review the concept of design block size and to suggest alternatives. The design block size is derived from a block size distribution and event frequency, both of which may be very uncertain. Modelling a single “constant” design block may result in trajectories far away from reality. The design approaches of ONR 24810 and Eurocode 7 are compared. A case study is presented and discussed. Reducing input parameters at the beginning of the design approach results in apparent characteristic energy levels and bounce heights, which are not characteristic, as defined by EC7. By disregarding all small and the biggest blocks, valuable information of maximum energy levels and bounce heights is lost. The entire block size distribution should be used for rockfall simulations, rather than a single block size. Fragmentation should be considered, if applicable. x | |||||
Schneider-Muntau, Barbara | Modelling of the interaction between structures and creeping slopes / Die Modellierung der Interaktion von Bauwerken und Kriechhängen | Geomechanics and Tunnelling | 6/2020 | 612-619 | Topics |
KurzfassungTo quantify the interaction between structures and creeping slopes, 3D calculations under consideration of a time-dependent material behaviour are necessary. In this paper 3D finite element calculations are performed on a hypothetical creeping slope. The time-dependent material parameters are determined by back calculation on a slope without any structures. Subsequently, the influence of a retaining wall and of a tunnel structure built in the creeping slope are investigated. The results of the modelling show that the structures locally decrease the creeping velocity of the slope. The influence of the tunnel structure is more pronounced due to its spatial extension. At the same time the stresses on the structures increase over time. Linear time-dependent material models do not consider the hydrostatic pressure in their formulation. Non-linear time-dependent material models, which are based on soil mechanical principles and which take the hydrostatic pressure into account, are therefore better suited to represent the time-dependent soil-structure interaction. x | |||||
Riepler, Franz | Felbertauern rockfall - avalanche gallery: Geological conditions and safety measures / Felssturz Felbertauern - Schildalmgalerie: Geologische Verhältnisse und Sicherungsmaßnahmen | Geomechanics and Tunnelling | 6/2020 | 620-627 | Topics |
KurzfassungOn 14 May 2013 a massive rockfall occurred approximately 1, 100 m south of the Felbertauern Tunnel, which destroyed the avalanche gallery “Schildalm” of the P1 Felbertauernstraße over a length of 130 m. At an elevation of 1,770 m a.s.l. around 10,000 m3 of rock mass dislodged and cascaded down about 190 m of elevation onto the Gallery, which protected the three lane road below. The rock fall debris deposited in the rock fall track, on the road and down to the edge of the valley bottom some 70 m further below the road. As a part of the safety- and remedial measures instable rock masses of approximately 10,000 m3 at the head scarp were removed by blasting. To protect the remaining slopes, rockbolts, steel wire meshes, anchor beams and a rock fall protection barrier were installed. The access to the site was of particular challenge, therefore all tools, machinery and material had to be transported to site by helicopter. x | |||||
Pläsken, Regina; Keuschnig, Markus; Krautblatter, Michael | Permafrost rocks and high-alpine infrastructure: Interrelated, interconnected, interacting | Geomechanics and Tunnelling | 6/2020 | 628-633 | Topics |
KurzfassungOver the last few decades, pronounced changes of mountain environments during exceptionally warm summers have raised strong awareness towards changing cryospheric conditions in high mountain areas. Alpine regions are considered particularly sensitive to climate change, observations as well as projections report a significantly higher temperature rise in comparison to lowland areas. Rising sub-zero temperatures were demonstrated to alter rock- and ice-mechanical strength, namely compressive and tensile intact rock strength, friction, ice creep and fracturing of rock-ice interfaces as well as elastic moduli. So far benchmark studies have only investigated the impact on rock masses irrespective of the interaction with high-alpine infrastructure. This study investigates the interconnection between a high-alpine cable car station and its permafrost-affected surroundings. For engineering applications, the understanding of the state of natural systems is combined with numerical modelling of interactions between constructions and their frozen subsoil. This enables an improved design of high-alpine infrastructures in the long run. x | |||||
Sigl, Oskar | Special construction methods for tunnels with very shallow overburden - Challenge for innovation | Geomechanics and Tunnelling | 6/2020 | 634-640 | Topics |
KurzfassungInfrastructure in large cities is getting denser over time. Therefore, interferences with existing structures and complying to project constraints are fast becoming a very common feature during the implementation process of new projects in urban areas. As a consequence, actual geotechnical challenges often require application of innovative methods of construction in order to minimize potential construction impact or disruption. The paper intends to direct the focus on the application of unusual construction methods and will highlight and discuss some very specific solutions to some major challenges of constructing underground projects in urban environments. This is presented in the form of examples applying unusual construction methods for underground structures related to shallow overburden situations such as passenger linkways, which do not normally stand in the forefront of the attention. The paper is written from the viewpoint of a practitioner, who is deeply involved in the actual design for the implementation of such projects. x | |||||
Gschnitzer, Ernst; Wenger, Julian; Raine, Andy | Woodsmith project - Construction of a 37 km long mineral transport system for the world's largest Polyhalite resource | Geomechanics and Tunnelling | 6/2020 | 643-649 | Topics |
KurzfassungRapidly increasing and urbanized world populations require the use of fertiliser for more efficient food production. Polyhalite provides this by sustainable and low carbon means. The world's largest known high-grade Polyhalite deposit is located under the North York Moors National Park in the north-east of England at a depth of about 1,550 m. In order to protect the national park, the mineral is processed outside the park on the coast near Wilton, Teesside. The mineral is transported there on a conveyor belt running in a 37 km long tunnel between the Woodsmith mine and the portal in Wilton. Strabag was awarded with the design and construction of the 37 km long tunnel, including the mineral transport system. The total contract value amounts to several hundred million Euros with a 100 % share for Strabag. The biggest challenges for this very long tunnel drive are especially the logistics. High safety standards and a tight time schedule, funding issues and contractual changes have resulted in additional challenges. Close cooperation with the Client's team on site has been key for achieving best results for the project. x | |||||
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 | |||||
Panwar, Akshay; Manvani, Jitendra; Muniyappa, Prathap; Krenn, Florian | Design of a NATM crossover at Mumbai metro line 3 | Geomechanics and Tunnelling | 6/2020 | 658-663 | Topics |
KurzfassungThe construction of underground structures in metro rail projects is always challenging as the project works normally affect a large number of adjacent surface structures with stringent settlement criteria and protection requirements. Project implementation becomes even more complex when the overburden is shallow and the area of the cross-section is comparatively large. In the case of design and build metro rail projects, the Client provides a tender stage design to the Contractor's designer; this initial design is often based on limited data and does not consider the construction phase in detail. This is a significant challenge for the Contractor's designer as the new design has to consider all relevant parties and boundary conditions with respect to the compatibility of other parts of the project. This paper describes such a challenge at Mumbai metro line 3, where a crossover structure had to be implemented during the detailed design as a change of scope. The initially proposed crossover cavern was re-arranged during the detailed design. The main emphasis of this paper is to explain the revised crossover arrangement, for optimized construction feasibility, construction staging and geotechnical stability of the excavation. After the options presented by the Contractor's designer met the original objectives, the detailed design of the primary support and modified construction sequence was carried out in accordance with the principles of NATM design. x | |||||
Site Reports: Geomechanics and Tunnelling 6/2020 | Geomechanics and Tunnelling | 6/2020 | 665-666 | Site Reports | |
KurzfassungThames Tideway Tunnel: AT - Pipe Umbrella System with innovative squeezed connection secures access tunnel / Thames Tideway Tunnel: AT - Rohrschirmsystem mit innovativer Pressverbindung sichert Zugangsstollen x | |||||
Anchor protection with silicate resin: Fast, safe and cheap anchoring / Ankerkersicherung mit Silikatharz: Schnell, sicher und günstig Ankern | Geomechanics and Tunnelling | 6/2020 | 667-668 | Product Informations | |
Diary of Events: Geomechanics and Tunnelling 6/2020 | Geomechanics and Tunnelling | 6/2020 | 669-670 | Diary of Events | |
Titelbild: Stahlbau 6/2020 | Stahlbau | 6/2020 | Titelbild | ||
KurzfassungZum Titelbild: Der westlich der Insel Sylt gelegene Offshore-Windpark Butendiek ist seit 2015 am Netz. Die Sicherstellung der vorgesehenen Standzeiten von 20 bis 30 Jahren erforderte qualitativ hochwertige Korrosionsschutzbeschichtungssysteme auf einer Gesamtfläche von 140000 m2. Als erster Windpark setzte Butendiek hier auf die lösemittelfreie Foundation- und Monopilebeschichtung der Sika Deutschland GmbH. Doch nicht nur das Beschichtungssystem, auch die Reparatursysteme von Sika für die mechanisch beschädigten Flächen des Windparks sind nachhaltig und liefern hervorragende Ergebnisse. Das belegt eine jährliche Begutachtung der Arbeiten an den Transition Pieces. (Foto: Sika) x | |||||
Inhalt: Stahlbau 6/2020 | Stahlbau | 6/2020 | Inhalt | ||
Kuhnhenne, Markus | Ãœber Sprint, Marathon und Zehnkampf | Stahlbau | 6/2020 | 503 | Editorials |
Ridder, Daniela; Tekinbas, Yesim; Hachul, Helmut; Weiland, Finn; Kirchner, Maik; Giovannetti, Federico | Energetisch aktivierte Stahlsandwichelemente mit Mineralfaserkern | Stahlbau | 6/2020 | 504-601 | Aufsätze |
KurzfassungIn Zeiten globalen Warenhandels und digitaler Verfügbarkeit spielen Lager- und Gewerbebauten eine zunehmend wichtigere Rolle. Allein in der BRD werden lt. IFBS-Geschäftsbericht jährlich im Bereich von Dach- und Fassadenflächen Stahlsandwichelemente mit einem Polyurethan- oder Mineralfaserkern in einer Größenordnung von 20 Mio. m2 verbaut. In Europa sind dies lt. Forschungsinstitut für Wärmeschutz e. V. München sogar 130 Mio. m2. Diese Bauelemente sind aus Gründen der Wirtschaftlichkeit, Energieeinsparung und Durabilität erste Wahl. Laut EU-Gebäuderichtlinie 2010 sind Neubauten so zu errichten, dass für Heizung, Kühlung und Lüftung möglichst keine Energie verbraucht wird. Dieses Ziel wird ebenso im neuen Gebäudeenergiegesetz festgeschrieben. Neben den bisherigen Strategien, Energieverluste durch größere Bauteildicken einzudämmen, wird im Folgenden die Option der thermischen Bauteilaktivierung aufgezeigt. Drei Ziele werden primär verfolgt: 1) Durch solare Gewinne soll Heizenergie reduziert, CO2 eingespart werden. 2) Mittels energetischer Gewinne soll die Dämmstärke reduziert, Ressourcen geschont werden. 3) Die energetischen Gewinne müssen in einem gebäudetechnischen Szenario valide abgebildet werden, die Wirtschaftlichkeit ist zu prüfen. Die wissenschaftliche Untersuchung fand im FOSTA-Forschungsprojekt “Gebäudeintegrierte solare Stahlsandwichelemente für den Industrie- und Gewerbebau mit Mineralwollkern” (P1253; IGF Nr. 19520 N) statt. x | |||||
Reger, Vitali; Kuhnhenne, Markus; Ebbert, Thiemo; Hachul, Helmut; Blanke, Tobias; Döring, Bernd | Nutzung erneuerbarer Energien durch thermische Aktivierung von Komponenten aus Stahl | Stahlbau | 6/2020 | 512-519 | Aufsätze |
KurzfassungDie Versorgung von Neubauten soll möglichst weitgehend unabhängig von fossilen Energieträgern erfolgen. Erneuerbare Energien spielen dafür eine gewichtige Rolle. Eine gute Möglichkeit, erneuerbare Energien ohne viel zusätzlichen Aufwand nutzbar zu machen, ist, bereits vorhandenen Komponenten im Gebäude zusätzliche Funktionen zu geben. Hier kann bspw. die Fassade oder das Dach solarthermisch aktiviert oder durch Fotovoltaikmodule ergänzt werden. Auch Tiefgründungen können neben der statischen Funktion noch eine geothermische Funktion zur Aufnahme oder Abgabe von Wärme erhalten. Neben der Erzeugung bietet sich auch für die Verteilung der Wärme oder Kälte im Gebäude die Integration in Bauteile an. Hier kann bspw. der Boden durch eine Fußbodenheizung oder die Decke durch Deckenstrahlplatten aktiviert werden. x | |||||
Kemper, Frank; Friehe, Mirko; Fontecha, Robert; Feldmann, Markus | Konzepte für Tragstrukturen von Windenergieanlagen an Beispielen | Stahlbau | 6/2020 | 520-530 | Aufsätze |
KurzfassungAnhand dreier Beispiele aus eigener Forschung und Entwicklung werden Herausforderungen und Potenziale im Bereich der Planung und Konzeption innovativer Tragstrukturen für Windenergieanlagen dargestellt. Dabei ist die Ermüdung ein zentrales Thema. Durch die windrichtungsscharfe Bestimmung der Beanspruchungszyklen, die aus den Betriebslasten resultieren, lassen sich die berechneten Schädigungswerte gegenüber einer monodirektionalen Windmodellierung deutlich reduzieren. Durch die Nutzung automatisierter Berechnungswerkzeuge können in der Phase des Variantenstudiums auch Modelle für besonders hohe Gittermasten numerisch generiert und hinsichtlich Entwurf und Bemessung optimiert werden. Ein wichtiger Punkt ist, dass die deutlichsten Kosteneinsparungen bei Turmtragwerken sehr großer Höhen im Bereich von “Selbsterrichtungskonzepten” erzielt werden, worauf der Beitrag auch eingeht. Die Randbedingungen dieser Beispiele, die eingeschlagenen Lösungswege sowie eine Auswahl der erzielten Ergebnisse werden vorgestellt. x | |||||
Richter, Carl; Pak, Daniel; Rebelo, Carlos; Mohammadi, Mohammad Reza Shah | Integrierter Hebeprozess für hybride Gittermastrohrtürme der Windenergie | Stahlbau | 6/2020 | 531-540 | Aufsätze |
KurzfassungHöhere Ausbeute an Windenergie bedeutet höhere Windtürme. In einem vom Research Fund for Coal and Steel (RFCS) geförderten Projekt “Steel Hybrid Onshore Wind Towers Installed with Minimal Effort” (SHOWTIME) wurde sich mit der Frage beschäftigt, wie sehr große Nabenhöhen (> 180 m) wettbewerbsfähig in Stahlbauweise realisiert werden können. Als Lösung wird ein Stahlhybridturm mit einem unteren Teil in Gittermastbauweise und einem oberen Teil in Rohrvollwandbauweise angestrebt. Da Mobilkräne zur Erreichung solcher Nabenhöhen teuer und teilweise gar nicht verfügbar sind, wurde nach alternativen Möglichkeiten gesucht, den Turm zu errichten. So wurde ein integriertes Hebekonzept entwickelt, mit dem das obere Rohrteil am Übergangsstück per Litzenhub nach oben gehoben wird. Wichtig in diesem Zusammenhang ist auch die temporäre Verbindung der beiden Turmteile im Übergangsstück während des Hebevorgangs, da ein Verkippen des Rohrturms während des Hubs verhindert werden muss. In diesem Beitrag werden der innovative Hebevorgang und verschiedene Schritte zur Auslegung des Hebevorgangs und des Übergangsstücks sowie der durchgeführte Demonstrationsversuch vorgestellt. x |