Artikeldatenbank
Autor(en) | Titel | Zeitschrift | Ausgabe | Seite | Rubrik |
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Maidl, Ulrich; Stascheit, Janosch | Real time process controlling for EPB shields / Echtzeit-Prozesscontrolling bei Erddruckschilden | Geomechanics and Tunnelling | 1/2014 | 64-71 | Topics |
KurzfassungThe contribution gives an overview of the state-of-the-art of process controlling in mechanised tunnelling. A web-based and ubiquitous integrated database forms the backbone of PROCON II, a software for the analysis of machine data, project specifications, shift reports and geodetic information stored in a temporally and spatially correlated data structure. The software helps to build a knowledge base that is fed by experience from the present as well as all previous projects and that helps optimising safety, efficiency and performance of a mechanised tunnelling project. Along with a brief summary of the program features of PROCON II, this contribution gives three examples of how the software can be employed to gain insight into the key mechanisms of Earth Pressure Balanced (EPB) shield tunnelling and how it can help to improve the tunnelling performance. x | |||||
Schindler, Steffen; Hegemann, Felix; Alsahly, Abdullah; Barciaga, Thomas; Galli, Mario; Lehner, Karlheinz; Koch, Christian | An interaction platform for mechanized tunnelling. Application on the Wehrhahn-Line in Düsseldorf (Germany) / Eine Interaktionsplattform für maschinelle Tunnelvortriebe. Anwendung am Beispiel der Wehrhahn-Linie in Düsseldorf - Application on the Wehrhahn-Line in Düsseldorf (Germany) / Anwendung am Beispiel der Wehrhahn-Linie in Düsseldorf | Geomechanics and Tunnelling | 1/2014 | 72-86 | Topics |
KurzfassungThis paper introduces a holistic product model for the interactive simulation of shield tunnelling machines. The underlying product model is based on the Building Information Modelling methodology and uses the Industry Foundation Classes to classify and structure the captured data. Data from design, measurements and numerical simulation components obtained from four sub-models (ground, tunnel, tunnel boring machine and building) are stored, classified and organized on commonly available servers. The very heterogeneous data structures found in each individual model are adjusted in advance using georeferencing, transformation or other suitable methods to increase compatibility. In particular, this article describes the methodological design of an interactive product model for mechanized tunnelling in soft soil, including its sub-models. Performance is demonstrated by a case study using data from the Wehrhahn-Line subway construction site in Düsseldorf, Germany. Here, the focus is on the verification of the product model and its use in the numerical simulations. The research presented is a central component of the Collaborative Research Center SFB 837 “Interaction Modelling in Mechanized Tunnelling” at the Ruhr University, Bochum. x | |||||
Düllmann, Jan; Alber, Michael; Plinninger, Ralf J. | Determining soil abrasiveness by use of index tests versus using intrinsic soil parameters / Bewertung der Abrasivität von Lockergesteinen mit Indexverfahren und herkömmlichen Bodenkennwerten | Geomechanics and Tunnelling | 1/2014 | 87-97 | Topics |
KurzfassungThe evaluation of the abrasiveness of soil is not unified or standardised at the moment. Mostly used are complex index processes with greatly simplified model bodies and simplified test conditions such as the LCPC abrasimeter test. These processes can however at best measure the efficiency of the wear mechanism and are not capable of reflecting the strength of the bonding of the internal fabric, an essential factor determining the level of operational demands, i.e. the resistance to excavation. These index processes therefore offer no advantages over evaluation processes based on conventional soil mechanics parameters. Quite the opposite, these mostly prototype tests imply new problems that are inevitable with the testing methods. The paper thus presents at the end an extended method of evaluating wear to excavation tools and the conveyance or transport of excavated spoil. x | |||||
Gschnitzer, Heinz | The Baltic-Adriatic corridor and the measures of the ÖBB to upgrade the Südbahn line / Die baltisch-adriatische Achse und die Maßnahmen der ÖBB im Rahmen der neuen Südbahn | Geomechanics and Tunnelling | 6/2013 | 635-640 | Topics |
KurzfassungThe Baltic-Adriatic Corridor, one of the most important north-south routes in Europe and the easternmost crossing of the Alps, connects the Baltic with the Adriatic. 455 km of the Baltic-Adriatic Corridor runs through Austria. Currently it only meets the requirements of an efficient international long distance transport connection in a few stretches. This is due above all to topography: in Austria, the corridor crosses the Alps. In addition, large sections of the line date from the era of the Austro-Hungarian Empire and only a few sections have been updated since then. Three bottlenecks on Austrian territory in particular massively limit the efficiency of the corridor: the Vienna hub, the crossing of the Semmering and the Neumarkter Sattel, a mountain pass where the railway line bypasses the Graz region in a big loop. To eliminate these bottlenecks in the corridor, Austria is currently pushing ahead with three key projects as well as a number of other construction plans: the Vienna Central Railway Station as a through station, the Semmering Base Tunnel and the Koralmbahn line. But further projects on the Baltic-Adriatic Corridor are also of great importance for Austria: the Terminal Inzersdorf, the upgrading of the Pottendorfer line, the repair of the line from Mürzzuschlag to Bruck/Mur and the improvement from Bruck/Mur to Graz. 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 | |||||
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 | |||||
Huber, Helmut; Kratochwill, Raimund; Otto, Richard | Use of recycled material for segments and inner lining - first experience of on-site processing on KAT 2 / Verwendung von Tunnelausbruchmaterial - von der TBM bis zum Tübbing, erste Erfahrungen mit der Materialaufbereitung vor Ort im Baulos KAT 2 | Geomechanics and Tunnelling | 6/2013 | 661-668 | Topics |
KurzfassungIn order to preserve the environment and save resources, Austrian Railways ÖBB have decided to recycle material excavated from contract KAT 2 of the 32.9 km long Koralm Tunnel and process it as aggregates for concrete production. This leads to a saving of gravel resources, reduction of transport routes and reduction of the required landfill areas. The rock mass, which is predominantly formed of schistose gneisses and gneisses with inclusions of mica schist, amphibolites and marbles, is being bored by tunnel boring machines. The material excavated from the tunnel is being recycled on site by processing for concrete aggregates. x | |||||
Radoncic, Nedim; Hölzl, Harald; Moritz, Bernd; Bacher, Wolfgang | Paierdorf ventilation facility - design and construction of a complex structure in challenging ground conditions / Das Lüftungsbauwerk Paierdorf - Planung und Herstellung eines komplexen Untertagebauwerks in anspruchsvollen Gebirgsverhältnissen | Geomechanics and Tunnelling | 6/2013 | 669-679 | Topics |
KurzfassungThe Paierdorf ventilation facility is a part and a preparatory contract for the Koralm Tunnel KAT 3 contract, and is situated approximately 3.7 km from the western portal. It consists of a vertical 120 m deep shaft, an 88 m long expanded section of the south tunnel, access tunnel/TBM entry cavern, an approximately 100 m section in the north tunnel and a ventilation tunnel having a length of around 93 m. The shaft, the access tunnel and the top heading of the south tunnel had already been constructed during the extended exploratory programme of the Koralm Tunnel. The TBM entry cavern, the segment of the north tunnel as well as the section in the south tunnel and the ventilation tunnel were then added in 2012. The ventilation tunnel crosses over the south tunnel with a minimal separation of 2.8 m and connects to the vertical shaft. x | |||||
Gobiet, Gerhard | The New Semmering Base Tunnel - project overview / Der Semmering-Basistunnel neu - das Projekt im Ãœberblick | Geomechanics and Tunnelling | 6/2013 | 680-687 | Topics |
KurzfassungThe New Semmering Base Tunnel (SBTn) has been designed with a flat gradient to meet the requirement for uniform high-speed rail infrastructure for the new Südbahn line, which is considered an internationally significant transport corridor for Austria as an industrial location. The 27.3 km tunnel is divided into a number of construction sections with separate contracts due to the geological and hydrogeological conditions. In addition to the tunnel drives from the Gloggnitz portal, the tunnel will also be driven from three intermediate starting points. The individual tunnelling contracts will be started at intervals of about one year. The first tunnelling contract starts in 2014 in the Fröschnitzgraben, the drives in Gloggnitz and the intermediate starting point at Göstritz in 2015 and the tunnel drive in Grautschenhof from 2016. From 2021, when all tunnelling works have been completed and the structure of the two running tunnels has been completed, the installation of the tunnel equipment will start. Opening for service is intended for the end of 2014. x | |||||
Müller, Jörg R.; Zettl, Nina M.; Schachinger, Tobias | The preparatory works for the new Semmering Base Tunnel / Die Vorarbeiten für den Semmering-Basistunnel neu | Geomechanics and Tunnelling | 6/2013 | 688-700 | Topics |
KurzfassungExtensive preparatory works for the new Semmering Base Tunnel (SBTn) project have been underway in Styria since March 2012 and in Niederösterreich since April 2012, in numerous construction sections and contracts. In the Gloggnitz construction section (PGG) on contract PGG1, one of six contracts in Gloggnitz, the works included two rail bridges, two trough structures, one road bridge, various flood protection works, a landfill for excavated spoil and three lifts at Gloggnitz station. The contract also dealt with landscaping for land rehabilitation and the site facilities area. In the construction section Tunnel Fröschnitzgraben (SBT2), contracts SBT2.2 and SBT2.3 include a drinking water supply plant, the infrastructure for the site facilities area at Fröschnitzgraben, a temporary site access road from the S06 Semmering Schnellstraße, two site roads, improvement of the L117 Pfaffensattelstraße, noise protection measures and extensive preparations for the landfill site in the Longsgraben. The section with contracts SBT2.5 and SBT2.4 also made extensive felling work and planting and reforestation necessary. On contract PGG1, an extensive slope cutting was formed for the construction of the Gloggnitz Portal area, and contract SBT2.3 constructed extensive embankments as reinforced earth retaining structures. Geotechnical safety management is applied to ensure the geotechnically safe and economic implementation of these measures. x | |||||
Daller, Josef; Nipitsch, Gernot; Wagner, Oliver K. | Special features of tendering contract SBT2.1 - Fröschnitzgraben Tunnel / Besonderheiten der Ausschreibung des Bauloses SBT2.1 - Tunnel Fröschnitzgraben | Geomechanics and Tunnelling | 6/2013 | 701-712 | Topics |
KurzfassungThe first call for tenders for the three tunnelling contracts of the New Semmering Base Tunnel is one of the highest value tendering processes in the Second Austrian Republic. The enormous magnitude of the construction works and access and development of the site for the tunnelling works represent a great logistical challenge. This situation also had to be considered in the form of contract. x | |||||
Macheiner, Klaus; Döller, Herbert; Jachs, Wilhelm; Kienast, Gerhard; Kühtreiber, Norbert; Eder, Arnold; Fleckl-Ernst, Johannes | SBTn basic surveying for tunnelling / SBTn Grundlagenvermessung für den Tunnelvortrieb | Geomechanics and Tunnelling | 6/2013 | 713-724 | Topics |
KurzfassungMajor tunnel projects like the new Semmering Base Tunnel require intensive design work long before construction can start. Design work is based on basic surveying, which is subject to particular requirements on major projects of engineering geodesy. The most important basis is a homogeneous and stress-free basic control network for position and height, represented by suitable stabilised points. The conception and implementation of this basic control network poses stringent requirements for the surveyor. On the one hand, great precision and reliability are required, and on the other hand design requirements have to be considered along with the numerous geodetic and geophysical considerations. The most challenging work, which has to be undertaken above ground for the later tunnelling works, is described in detail in this article x | |||||
Entacher, Martin; Galler, Robert | Development of a disc cutter force and face monitoring system for mechanized tunnelling / Ortsbrustmonitoring und Leistungsprognose bei TBM-Vortrieben | Geomechanics and Tunnelling | 6/2013 | 725-731 | Topics |
KurzfassungThe loading on the tools of a TBM can usually only be estimated through the global thrust force, which gives a typical force of about 250 kN for 17” discs. The actual loading is however highly variable, with peak loads that can be many times the nominal load. In the present paper the development and implementation of a method is presented, which makes it possible to measure disc forces in-situ and in real time. It turns out that the measured forces are unevenly distributed over the area of the face and can be correlated with geological/geotechnical features in the face. Furthermore, a method is presented which makes it possible to document the face photographically. Single images or videos are combined to an overall image by means of digital image processing. The quality of the pictures obtained in this way can provide a significant improvement of the geological documentation of TBM drives. x | |||||
Rudin, Christoph; Eckmann, Bruno | Comparison of safety and ventilation aspects of emergency stations in very long railway tunnels / Sicherheits- und lüftungstechnische Gegenüberstellung von Nothaltestellen sehr langer Eisenbahntunnel | Geomechanics and Tunnelling | 6/2013 | 732-742 | Topics |
KurzfassungIn very long rail tunnels (> 20 km), emergency stations (NHS) are provided for trains to stop in case of an incident. Emergency stations are constructionally detailed and equipped so that the passengers can be evacuated quickly and safely in case of an incident such as a fire in a train. Such emergency stations are provided in the existing Lötschberg Base Tunnel (CH, opened 2007) and similar tunnels that are currently under construction, the Gotthard Base Tunnel (CH), Brenner Base Tunnel (A), new Semmering Base Tunnel (A) and Koralm Tunnel (A). The present article compares and explains in detail the ventilation and safety aspects of emergency stations and the construction detailing, ventilation and safety equipment, which have to be considered in the design of an emergency station. x | |||||
Dietzel, Martin; Purgstaller, Bettina; Leis, Albrecht; Reichl, Peter; Stadler, Hermann; Niedermayr, Andrea; Rinder, Thomas; Wagner, Hanns | Current challenges for scaling of tunnel drainage systems - Modelling approaches, monitoring tools and prevention strategies / Aktuelle Herausforderungen bei der Versinterung von Tunneldränagen - Modellierungsansätze, Monitoringwerkzeuge und Präventionsstrategien | Geomechanics and Tunnelling | 6/2013 | 743-753 | Topics |
KurzfassungScaling of tunnel drainage systems comprises complex reaction mechanisms, which are essentially caused by the interaction of water with cement-based materials and the atmosphere. The resulting precipitation of CaCO3 in the drainage is an economically highly challenging task for tunnel operators with respect to maintenance and cleaning action. Hydrochemical modelling is used to decipher reaction mechanisms and thus to provide quantifications, which are required to develop monitoring tools, like in-situ alert systems, and prevention strategies, like application of low-eluting shotcrete and inhibitors. x | |||||
Krenn, Harald; Roner, Manfred; Bauert, Michael; Wannenmacher, Helmut | Deformation measurement and long-term behaviour of passively prestressed pressure tunnels through the example of the Niagara Tunnel Facility Project / Verformungsmessung und Langzeitverhalten von passiv vorgespannten Druckstollen am Beispiel des Niagara Tunnel Facility Projekt | Geomechanics and Tunnelling | 5/2013 | 398-406 | Topics |
KurzfassungThe recently completed Niagara Tunnel Facility Project in the province of Ontario in Canada is an extension of the Sir Adam Beck hydropower station originally built in the 19th century. The project includes the construction of a diversion tunnel to supply the existing hydropower station with an additional 500 m3 of water per second. The long-term stability of the unreinforced concrete lining is assured by a passive prestressed concrete lining according to the principles of Seeber. The operational water pressures reach 13 bar at the deepest point of the tunnel. In order to be able to monitor the slight deformations of the lining in the course of the prestressing process, an innovatively thought-out method of surveying had to be developed. The results of the deformation and long-term monitoring are presented. x | |||||
Gerstner, Reinhold; Netzer, Elmar; Vigl, Alois | Long-term behaviour of pressure tunnels / Langzeitverhalten von Druckstollen | Geomechanics and Tunnelling | 5/2013 | 407-421 | Topics |
KurzfassungThe pressure tunnels of Alpine hydropower stations have been designed for a long lifetime and often give good service for long periods, making no further measures necessary except for regular maintenance. But in some pressure tunnels, damage to the lining has been discovered after some decades of use and this leads to repair works of varying extent. The article gives an overview of the damage patterns and the repairs, with serveral examples. x | |||||
Vigl, Alois; Gerstner, Reinhold; Bartimoccia, Francesco; Cruciani, Marco | Headrace tunnel and tailrace tunnel of the Beles MPP in Ethiopia / Druckstollen und Unterwasserstollen des Wasserkraftwerks Beles in Äthiopien | Geomechanics and Tunnelling | 5/2013 | 422-433 | Topics |
KurzfassungThe Beles Multipurpose Project, with a total installed capacity of 460 MW, is located in the Lake Tana region in the northwest of Ethiopia. The headrace system consists of the low pressure headrace tunnel and a 270 m deep vertical shaft with a power cavern at its lower end. A tailrace tunnel transports the turbine water to the Beles river where it is used again for agricultural purposes. x | |||||
Lumetzberger, Martin; Kitzler, Christian | Detailed surveys of the existing condition of the Bärenwerk pressure tunnel for plant renewal / Detaillierte Bestandserhebung für den Druckstollen Bärenwerk zur Anlagenerneuerung | Geomechanics and Tunnelling | 5/2013 | 434-445 | Topics |
KurzfassungThe “KW Bärenwerk” power station project is currently being implemented by the Salzburg AG. This article reports in detail how extensive surveys of the existing condition formed the basis for innovative decisions making by the company. The investigations carried out above and below ground in the period 2009-2010 were the basis for an objective consideration of the decision whether to repair the existing tunnel system or construct a new tunnel. x | |||||
Leblhuber, Peter; Bonapace, Paul | New penstock at the Kaunertal hydropower station - site investigation and grouting concept / Neubau Druckschacht KW Kaunertal - Baugrunderkundung und Injektionskonzept | Geomechanics and Tunnelling | 5/2013 | 446-455 | Topics |
KurzfassungThe penstock and the surge tank are being renewed at the two existing hydropower stations of Tiwag (Tiroler Wasserkraft AG) in the Kaunertal valley. The core of the works is the bored pressure shaft about 1,430 m long with an excavation diameter of 5.54 m and armourings of 4.3 m diameter, which is being installed inside a segment lining. When a tunnel is continuously bored by a shield TBM, the system restricts the scope for reaction to changes in rock mass behaviour. Special measures outside normal operation are expensive and time-consuming. In geomechanically difficult sections of the tunnel, the situation has to be assessed continuously to establish whether the expected ground conditions could significantly disrupt the tunnelling system. For this purpose, hammer drilling was undertaken systematically during the advance and seismic investigations were carried out, as well as core drilling. x | |||||
Schleiss, Anton | Competitive pumped-storage projects with vertical pressure shafts without steel linings / Konkurrenzfähige Pumpspeicherwerkprojekte dank ungepanzerter, vertikaler Druckschächte | Geomechanics and Tunnelling | 5/2013 | 456-463 | Topics |
KurzfassungFor the highly loaded pressure tunnels and shafts that are used for the extension of storage power plants with pumped storage and to increase installed capacity, alignments of the waterway system with high overburden are of great importance from the economical and safety points of view. With the development of the raise-boring method, vertical pressure shafts can now be drilled up to 800 m in one step. x | |||||
Kummerer, Clemens | Building protection for the inner city tunnel excavation for the Metro in Rome / Bauwerksschutz für den innerstädtischen Tunnelbau am Beispiel der Metro in Rom | Geomechanics and Tunnelling | 5/2013 | 464-470 | Topics |
KurzfassungFor the construction of the Metro B1 line in Rome, special settlement reduction measures were implemented for settlement-sensitive structures beside deep excavations with depths of up to 45 m. These measures were necessary due to the excavation of tunnels with 6.8 and 9.8 m diameter under challenging soil and groundwater conditions. The originally designed jet grouting bodies were replaced by compensation grouting. This enabled all works to be performed from eight shafts (maximum 24 m depth), limiting the public space requirement. The efficiency of compensation grouting was demonstrated in two full-scale field trials and the advantages of active settlement compensation were proved during tunnel excavation. x | |||||
Vrettos, Christos; Vassilakopoulou, Georgia; Rizos, Dimitris | Design and execution of special foundation works for the deep excavations of the Thessaloniki Metro / Projektierung und Anwendung von Spezialtiefbaumethoden bei den tiefen Baugruben der Metro Thessaloniki | Geomechanics and Tunnelling | 5/2013 | 471-478 | Topics |
KurzfassungThe new metro line in Thessaloniki includes, besides the excavation of two twin tunnels, the construction of 13 stations with central platform in settlement-reducing top-to-down construction method. Due to restrictions in available space, it was necessary to dispense with the construction of an inner shell. Further constraints were the soft and highly inhomogeneous soil, the large excavation depths in groundwater, and the earthquake-resistant design of the structures. The special foundation works executed for permanent uplift safety as well for the soil strengthening in front of the excavation walls are described for representative stations. x | |||||
Nikolic, Alex; Cook, Jim | Overcoming congestion below ground with a D-shaped pile / Beherrschung von begrenzten Platzverhältnissen durch Ausführung eines D-förmigen Pfahls | Geomechanics and Tunnelling | 5/2013 | 479-486 | Topics |
KurzfassungThe paper describes some of the challenging geotechnical issues related to the redevelopment of a central London site in Tottenham Court Road. The London Underground station is being upgraded, and proposed tunnels of the Crossrail project and the Denmark Place project also have to be accommodated, which led to significant difficulties due to spatial restraints underground. Innovative solutions have been adopted for the design and installation of some of the piles together with an unprecedented low clearance between piles and a running tunnel of the Northern Line and the proposed Crossrail tunnel respectively. For one pile, a D-shaped section had to be chosen due to space limitations in the ground. x | |||||
Seegers, Jörg; Schmeiser, Josef; Erdmann, Paul | Metro Line U5 in Berlin - design challenges due to complex geotechnical conditions / U-Bahnlinie U5 in Berlin - besondere Herausforderungen für die Planung aufgrund der komplexen geotechnischen Gegebenheiten | Geomechanics and Tunnelling | 5/2013 | 487-493 | Topics |
KurzfassungAn approx. 2.2 km long section of the U5 in the city centre of Berlin is currently under construction to close the gap between the existing underground structures at the Berliner Rotes Rathaus and Brandenburger Tor stations. Construction started early 2012 and the connection between Alexanderplatz and Brandenburger Tor is planned to open in 2019. The alignment starts from the newly built Rotes Rathaus Metro station, passing under the River Spree, the planned new Berliner Schloss and the Spree channel, and then follows the street Unter den Linden before arriving at the Brandenburger Tor. Three new stations have to be constructed at Rotes Rathaus, Museumsinsel and Unter den Linden, with the centrepiece being the Museumsinsel station where ground freezing techniques are being used. x |