Journal articles
Author(s) | Title | Journal | Issue | Page | Category |
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Vardijan, Tomas; Pradel, Michael | The technical solution for working beneath the protected DB directorate building on the major Stuttgart 21 project / Darstellung der technischen Lösung zur Unterfahrung der denkmalgeschützten DB Direktion im Großprojekt Stuttgart 21 | Geomechanics and Tunnelling | 2/2017 | 194-203 | Topics |
AbstractBuilt in 1914, the listed Reichsbahn directorate building was formerly used as an administrative building by Deutsche Bahn AG in Stuttgart. The Stuttgart 21 Project requires new tracks from the Feuerbach and Bad Cannstatt Tunnels to be built, which branch off from 4 to 8 tracks in the area beneath the DB directorate. Complete demolition of the directorate building was not possible due to the objection of the listed monument authorities, the city administration, the municipal council of architects and the former building owner Vivico. In view of this the preservation of the main building was specified in the planning decision of 28/01/2005. x | |||||
Wittke, Walter; Wittke, Martin; Erichsen, Claus; Wittke-Schmitt, Bettina; Wittke-Gattermann, Patricia; Schmitt, Dieter | AJRM as basis for design and construction of more than 70 km of tunnels of the Railway Project Stuttgart-Ulm | Geomechanics and Tunnelling | 2/2017 | 204-211 | Topics |
AbstractThe tunnels of the railway project Stuttgart-Ulm are located in sedimentary rock of the Keuper Formation, the Black Jurassic, the Brown Jurassic and the White Jurassic formation. The two longest tunnels are excavated by tunnel boring machine over most of their length. The remaining tunnels, which the authors are involved in, are excavated by conventional tunnelling. All tunnels are designed on the basis of the AJRM-method. This method is based on an anisotropic, elasto-viscoplastic model for jointed rock and corresponding FE-software, which has been extended to seepage and swelling. The method has been applied to practical projects for the last 40 years. By means of rock mechanical test programs and back-analyses of projects in a variety of rocks, the reliability of the predictions is quite high and the application leads to safe and economic solutions. x | |||||
Sellmeier, Bettina; Thuro, Kurosch | Comparison of two 3D rockfall codes on behalf of a case study in the Bavarian Alps | Geomechanics and Tunnelling | 1/2017 | 15-23 | Topics |
AbstractRockfall events along main traffic routes in alpine regions emphasize the necessity of enhancing hazard assessment, especially in terms of rockfalls. In the field of regional rockfall modelling it becomes more and more important to work with 3D rockfall codes to account for morphological structures. Due to the general scale of regional rockfall modelling it is in most cases not possible to collect quantitative field data. Thus the input parameters are determined according to disposition models like in the Bavarian hazard map. The current paper deals with a detailed rockfall study which was accomplished during rockslope scaling works in the Bavarian Alps. The rock slope consisting of the Hauptdolomite-Formation extends along the federal road B 305 north of the village of Schneitzlreuth in Bavaria. Due to attending rockslope scaling works in cooperation with the State Agency for Construction in Traunstein, a quantification of block dimensions according to real rockfall field tests was possible. After having determined the three main block axes for over 300 rocks, rockfall modelling were accomplished applying the 3D rockfall codes Rockyfor3D and RAMMS::Rockfall. One part of the parameter studies covers the main proportion of the detected block sizes using Rockyfor3D. The second part of the study presents a comparison of the Rockyfor3D and RAMMS::Rockfall outcomes, taking the same block class for both codes into account. This paper demonstrates the limits and possibilities of using different 3D rockfall codes taking detailed field data into account. x | |||||
Mölk, Michael; Rieder, Benedikt | Rockfall hazard zones in Austria. Experience, problems and solutions in the development of a standardised procedure / Steinschlag-Gefahrenzonen in Österreich. Erfahrungen, Probleme und Lösungsansätze bei der Entwicklung einer standardisierten Vorgangsweise | Geomechanics and Tunnelling | 1/2017 | 24-33 | Topics |
AbstractThe Österreichische Raumordnungskonferenz (ÖROK) set up a partnership in 2011 to deal with “Risk management for gravitational natural hazards in landuse planning”. As gravitational natural hazards have a decisive influence on development in the Alpine Region, standard procedures were developed for the assessment of the relevance of these processes for landuse planning. This paper describes the recommended procedure for the assessment of hazards affecting permanent settlements from rockfall in a top-down approach. The first step to define potential conflicts between the maximum run-out of rockfall processes and the presence of settlements is a conservative empirical assessment based on rock outcrops serving as potential detachment zones and the maximum reach of such rockfalls, leading to a hazard indication map. This approach is only based on existing cartographic information, field investigations are not necessarily involved at this stage. To ensure conservative results, the use of a high-resolution 1 m ground model to identify rock outcrops is recommended. The next step includes a thorough examination of those areas in the hazard indication map with conflicts between the maximum reach/run-out of falling blocks and settlements. This stage includes field investigations with mapping of maximum reach blocks, block size distributions, underground conditions of the transit zone and the condition of rock outcrops that act as potential detachment zones. All this information is subsequently integrated into a 3D rockfall simulation. As a result the modelling enables a delineation of areas out of reach (no rockfall hazard), areas with potential impact energies ≤ 100 kJ (low intensity) and areas with potential impact energies > 100 kJ (high intensity). x | |||||
Zumbrunnen, Thomas; Thuro, Kurosch; König, Sebald | Dealing with natural hazards along federal and state roads in Bavaria / Umgang mit gravitativen Naturgefahren entlang von Bundes- und Staatstraßen in Bayern | Geomechanics and Tunnelling | 1/2017 | 34-46 | Topics |
AbstractRoads in the municipal Berchtesgaden are among the traffic infrastructure in Germany most highly endangered by natural hazards. Landslide, avalanche, rockfall and debris flow events led to repeated accidents and road closures. In order to improve the safety of main roads, a three-stage approach has been introduced by the responsible road authority, especially in the light of finding the most suitable and sustainable solutions quickly. The first stage was a systematic spatial detection and delineation of all risk areas, as well as assessment of the level of risk and the resulting urgency. Based on this assessment, a more detailed investigation was conducted, leading to the development of tailored protection concepts. The main criteria for the entire design phase of any measure have always been the necessary level of protection, reasonable costs and environmental compatibility. Matching all these requirements is critical for rapid construction and therefore a reasonable use of resources. A good example of this approach is the integral protection concept for the B 21 main road with its central structure of a multifunctional protection gallery near Baumgarten. This has been completed recently, and several other projects are currently under construction. x | |||||
Nickmann, Marion; Schweigl, Theresa; Thuro, Kurosch | Engineering geological and geotechnical analysis of a rock slide in the quarry Frauenmühle near Metten (Lower Bavaria) / Ingenieurgeologisch-geotechnische Analyse einer Felsrutschung im Steinbruch rauenmühle bei Metten (Niederbayern) | Geomechanics and Tunnelling | 1/2017 | 47-58 | Topics |
AbstractIn spring 2008 a rock slide detached from one of the walls in the quarry “Frauenmühle” locally used as climbing park, mobilizing a volume of 50 m3. The binary granite is relative fresh on the bottom of the walls, but the weathering increases significantly to the natural surface. The bedrock shows an orthogonal joint system enabling the so-called “Wollsackverwitterung”. Mapping of the joints followed by a kinematic analysis of the quarry wall by DIPS (Rocscience) indicates the slope failure to be of a planar sliding type on a medium-steep dipping plane. As the contributing factor for the slide, weathering along the plane has to be considered. Thereby the destruction of rock bridges downgrades the overall shear strength. A stability analysis based on the reconstructed block geometry and the determined shear parameters verifies the instability of the block. For today's situation, the kinematic analysis detects some critical intersections of joints being able to generate slide wedges. x | |||||
Hofmann, Robert; Sausgruber, Johann Thomas | Creep behaviour and remediation concept for a deep-seated landslide, Navistal, Tyrol, Austria / Kriechverhalten und Sanierungskonzept einer Großhangbewegung, Navistal, Tirol, Österreich | Geomechanics and Tunnelling | 1/2017 | 59-73 | Topics |
AbstractIn the valley of Navis, the village of Kerschbaum with 84 houses stands on a slowly downhill moving, relatively corase grained, aqua bearing earth-flow/-slide about 40 m thick. This secondary movement overlies a deep-seated rock slide. The rates of movement at the surface of the earth-flow/-slide were between 1 und 3 cm/a before the implementation of remedial works. Starting from the geotechnical and geomechanical model of the slope, measures were developed, which were intended to reduce the movement. A monitoring system was installed to provide information about the movement and slope water conditions of the earth-flow/-slide and the sliding rock mass. In order to estimate the creep behaviour of the earth-flow/-slide, the ductility index ILZR was determined from shear tests. A simple flow law was assumed for the estimation of the change of creep rate. Measurements over a period of about 18 months after the first phase of remedial works show rates between 0.5 and 1.2 cm/a. The reduction of the rate of movement is compared with the creep model applied and the viscosity index ILZR to check the validity. x | |||||
Wendeler, Corinna; Bühler, Yves; Bartelt, Perry; Glover, James | Application of three-dimensional rockfall modelling to rock face engineering / Anwendung eines 3D-Steinschlag Modells für Felssicherungen | Geomechanics and Tunnelling | 1/2017 | 74-80 | Topics |
AbstractMany problems in engineered rock faces involve evaluation of the efficiency of rockfall mitigation measures, specifically rockfall dams, embankments and catch nets. Existing rockfall trajectory models are not suited for this purpose because they do not consider the non-linear dynamics of rock motion, which is highly dependent on rock size, shape and impact configuration. In this paper, we discuss the application of the new 3D rockfall modelling tool RAMMS::Rockfall, which computes rock-ground interactions using hard-contact impact mechanics. The model is applied to evaluate the effectiveness of a rockfall bank at the Geobrugg/WSL test site in Walenstadt, Switzerland. x | |||||
Martinelli, Daniele; Winderholler, Rodrigo; Peila, Daniele | Undrained behaviour of granular soils conditioned for EPB tunnelling - A new experimental procedure | Geomechanics and Tunnelling | 1/2017 | 81-89 | Topics |
AbstractThis paper presents a characterisation campaign carried out on granular soils conditioned for EPB tunnelling using a modified direct shear box. The main objective of soil conditioning is the reduction of its shear strength to control the counterpressure inside the bulk chamber. In order to preserve the pseudo-fluid characteristics of the conditioned soil mass, the main concerning parameters are their undrained properties. To characterise the undrained behaviour an adopted watertight direct shear apparatus was used. The purpose of this research is to define a simplified testing procedure for conditioned soil, analysing its feasibility and reliability with resources that can be found at any laboratory or job site. A comparison between the results obtained under dry and conditioned conditions is presented for three different cohesionless soils. The choice of the materials studied has been made in order to cover a wide range within sands grain size. x | |||||
Schmidt, Claudia | Infrastructure - Lifeline of a modern society / Infrastruktur - Lebensader einer modernen Gesellschaft - Opening speech at the Austrian Tunnel Day 2016 / Eröffnungsrede zum Österreichischen Tunneltag 2016 | Geomechanics and Tunnelling | 6/2016 | 619-624 | Topics |
Rath, Andreas; Osthoff, Günter | Restructuring of the Stuttgart Rail Node - Successes and challenges through the example of the Ober- and Untertürkheim Tunnels / Neuordnung Bahnknoten Stuttgart - Erfolge und Herausforderungen am Beispiel der Tunnel nach Ober- und Untertürkheim | Geomechanics and Tunnelling | 6/2016 | 625-635 | Topics |
AbstractThe tunnels to Obertürkheim and Untertürkheim, part of the restructuring of the Stuttgart rail node, run completely through the built-up valley of Stuttgart and are being excavated with excavator and blasting. The article describes the possibilities and limits of blasting technology under the given local conditions. For the sections passing below residential areas, various methods of modern detonation and blasting technology have been tried and used in order to reduce the emissions of noise and vibration to the minimum possible. At the same time it was also necessary to minimise the loosening of the gypsum Keuper rock mass. The tunnels will be the first underground crossing of the River Neckar in Stuttgart. A section 500 m long will pass beneath the bed of the Neckar and its former courses in the current harbour area, with cover between only 8 m and 20 m. The branch structures that separate the tunnels to Ober- and Untertürkheim are also in this section, with the Neckar being crossed by altogether four individual tunnels at two levels. The prevailing geological conditions permitted an optimisation of the excavation of the branch structures without the originally intended pillar tunnel, which also reduced the construction time influence of this tunnel section. x | |||||
Gütter, Wolfgang; Rudigier, Günther | Tunnelling in Crete - A challenging task from a variety of aspects | Geomechanics and Tunnelling | 6/2016 | 636-646 | Topics |
AbstractIn 2012 the Greek State awarded Intrakat the Aposelemis Tunnel, an approx. 3.5 km long, tunnel inclined at 15% accommodating a 1.8 m diameter steel pipe to convey water from the Lassithi Plateau to the reservoir impounded by the Aposelemis dam about 600 m below for the drinking water supply of Heraklion and Agios Nikolaos in Crete. The project is regarded as an environmental project and as such is being financed from the Cohesion Fund of the European Commission. Unexpectedly, this relatively small tunnel project has offered a wide spectrum of tunnelling problems and turns out to be a challenging task from a variety of aspects: the tender and the contractual situation, technical and the meanwhile encountered geological challenges. On top of these, the economic crisis in Greece doesn't make such a project easy. Since October 2013, Jäger Bau GmbH has mastered these challenges together with Intrakat on the basis of a service contract. The TBM excavation works commenced in March 2015 and were expected to be completed within 11 months at the latest, but due to various unforeseen adverse geological occurrences, only two-thirds of the tunnel length had been excavated by August 2016. x | |||||
Stärk, Alfred; Falkner, Leo; Hill, Nigel | Logistic challenges and special geotechnical features in inner-city tunnelling through the example of Crossrail Contract C510 in London / Logistische Herausforderungen und geotechnische Besonderheiten im innerstädtischen Tunnelbau am Beispiel des Bauloses Crossrail C510 in London | Geomechanics and Tunnelling | 6/2016 | 647-658 | Topics |
AbstractUsing the example of Crossrail contract C510, the logistic challenges of inner-city tunnelling are considered in the first part of the article. Noise and dust protection measures and restricted working times have to be observed out of consideration for the local inhabitants. Supply to the site is subject to strict rules. The routes to and from the site are precisely specified, and the number of trucks underway at the same time is limited. The road safety equipment of the trucks, without which these cannot be used, is precisely specified. x | |||||
Ehrbar, Heinz | Building Information Modelling - A new tool for the successful implementation of major projects of German railways / Building Information Modelling - Ein neues Werkzeug zur erfolgreichen Realisierung von Großprojekten der Deutschen Bahn | Geomechanics and Tunnelling | 6/2016 | 659-673 | Topics |
AbstractIf correctly applied, digitalisation can also create great added value for railways, which explains why German Railways (DB) is taking it seriously. As with many other construction client organisations, the DB with their portfolio of major projects was and is confronted with the situation that cost targets and deadlines can often not be maintained. The causes for such deviations are various and in addition to the many external reasons, are also due to the current methods of controlling construction projects. The DB has recognised that the use of digital methods of project implementation such as Building Information Modelling (BIM) can achieve a great contribution to the improvement of project stability. While DB has already consistently furthered the use of BIM for station buildings in recent years, BIM has only been in use on DB infrastructure projects since 2015. By the end of 2020, however, the running up process of BIM at DB should have reached the stage that all complex major projects and all projects suitable for standardisation are designed and controlled with BIM. The DB hopes to gain from the use of BIM more transparency on projects, considerable economic benefits and the strengthening of the collaboration of all sides as partners. x | |||||
Daller, Josef; Zibert, Marko; Exinger, Christoph; Lah, Martin | Implementation of BIM in the tunnel design - Engineering consultant's aspect | Geomechanics and Tunnelling | 6/2016 | 674-683 | Topics |
AbstractThe importance of information management was recognised in surface construction industry decades ago, and is increasingly being recognised through formal processes and laws. Around the world, these laws and codes of practice are currently being drafted and enacted, to reflect the development of software tools and corresponding increasing adoption by industry. This paper deals with general overview of BIM and its benefits as well as specifics of implementing information modelling in the tunnelling business utilizing BIM (Building Information Modelling) technology developed for buildings as well as similar technology developed for the mining industry. Although BIM was initially recognised as a 3D digital representation of physical and functional characteristics of a facility, the benefits of using it are much wider than anticipated by its definition. This paper focuses on aspect of consultants and the role of other parties in developing projects. x | |||||
Mayer, Peter-Michael; Frodl, Stephan; Hegemann, Felix | BIM as a process in tunnelling / BIM als Prozess im Tunnelbau | Geomechanics and Tunnelling | 6/2016 | 684-695 | Topics |
AbstractIn this article, digitally supported processes for project development in tunnelling are described, supported on the one hand by a digital structure model from the design phase and on the other hand by an interactive process platform during the construction phase. Pricing and material quantity data from tendering and construction are part of the process chain. The connectivity of different BIM models and the associated interfaces represent an important but also challenging part of the closed solution. A BIM viewer is used as a bridge solution for data exchange between the IT systems used. Examples and solution approaches for 3D modelling in tunnelling and their networking with the information system IRIS are described. This article describes a multi-unit process system, which is being continuously developed and contains all relevant building blocks of the BIM process in the field of infrastructure. x | |||||
Herdina, Johann | Value Engineering - Presentation of the new bulletin of the FSV / Value Engineering - Vorstellung des neuen Merkblatts der Forschungsgesellschaft Straße und Verkehr (FSV) | Geomechanics and Tunnelling | 6/2016 | 696-701 | Topics |
AbstractThe term “Value Engineeering” was introduced into Austrian construction contracts in 2006 with the issue of the standard ÖNORM B 2118. The first attempts to implement value engineering proposals in practice met with considerable difficulties and led to long discussions on various sites. Representatives of client organisations and contractors together with representatives of universities and expert lawyers already tried to produce a generally acceptable regulation in 2009. This first attempt failed and only the present FSV bulletin has succeeded in laying down a common viewpoint. x | |||||
Lorenz, Stefan | Durability of double shell tunnels focusing on sheet membranes / Dauerhaftigkeit von zweischaligen Tunnelbauwerken mit dem Fokus auf die Kunststoffabdichtung | Geomechanics and Tunnelling | 6/2016 | 702-714 | Topics |
AbstractTests were performed on lining materials, which enable conclusions about the long-term stability of tunnels. For this purpose, laboratory tests were carried out on lining elements, which had been in use in existing tunnels for 20 to 40 years. To examine the effective forces and load transfer between tunnel lining layers, experiments were performed with sheet membranes in combination with shotcrete and in-situ concrete. The investigations show the influence of the surface roughness of sprayed concrete on the sheet membrane and the shear behaviour of the waterproofing system. The sheet membrane shows various types of damage, like indentations and scratches to the surface. The tests reveal that the requirements of the valid guideline are sufficient for uniaxial loading, but combination with shear stresses could lead to damage to the sheet membrane. The results provide information about the bonding behaviour of double-layer tunnel constructions. x | |||||
Galler, Robert | Research@ZaB - Start of construction of the "ZaB - Zentrum am Berg" research and development, training and education centre / Research@ZaB - Baubeginn für das Forschungs- und Entwicklungs- sowie Trainings- und Schulungszentrum Zentrum am Berg | Geomechanics and Tunnelling | 6/2016 | 715-725 | Topics |
AbstractThe creation of sustainable infrastructure is increasingly being provided in underground facilities. In terms of construction and maintenance, this leads to greater challenges for construction, transport and energy-provider companies. This also applies for emergency services organisations as well as to ensure the safety for the users of the infrastructure. The project “Research@ZaB - Zentrum am Berg” will establish an underground facility for research and development, education and training purposes. On the one hand, the centre should meet the requirements of public institutions; on the other hand it represents a “development factory” for private companies as well as concerned universities. x | |||||
Wagner, Oliver K.; Gobiet, Gerhard; Druckfeuchter, Hubert | Semmering Base Tunnel completely under construction - Geotechnical prediction transforms to framework plan / Der Semmering-Basistunnel: Von der geotechnischen Prognose zur tunnelbautechnischen Rahmenplanung | Geomechanics and Tunnelling | 5/2016 | 382-390 | Topics |
AbstractSince construction work of section SBT3.1 has started in May 2016, all contract sections of the Semmering Base Tunnel are under construction. Therefore, the geotechnical prediction designed for the tendering transforms to the framework planning required for construction. During the tendering process, the crucial aim of the geotechnical prediction is to depict the expected ranges of the general conditions for contract design and cost estimation. The framework planning for construction on the other hand defines the minimum requirements for tunnel driving at the expected ground conditions. The specification of requirements is set for all driving works - for tunnel and cross-sections as well as for shafts and complex areas with caverns and therefore varies in expected ground conditions and in complexity of the structure. If the need for an adjustment is indicated on site, the framework plan can be revised in justified cases. x | |||||
Pacher, Wolfgang; Putz, Georg C.J. | Semmering Base Tunnel Contract SBT2.1 Tunnel Fröschnitzgraben - Creative solutions for complex shafts / Semmering-Basistunnel Baulos SBT2.1 Tunnel Fröschnitzgraben - Kreative Lösungen für komplexe Schachtbauwerke | Geomechanics and Tunnelling | 5/2016 | 391-404 | Topics |
AbstractContract SBT2.1 “Tunnel Fröschnitzgraben” has a value of about EUR 623 million, the largest contract for the Semmering Base Tunnel. The construction contract was awarded in autumn 2013 to the joint venture Tunnel Fröschnitzgraben Implenia - Swietelsky Tunnelbau. The contract includes altogether about 26 km of running tunnels to be driven by two mechanised drives and two conventional drives, with the works being undertaken at all four faces almost simultaneously. The particular challenge is that the entire supply to the underground activities and the clearance of excavated material has to pass through two shafts about 400 m deep. The construction of these two shafts with excavated diameters of about 12.4 and 9.9 m respectively and the selection of the shaft logistics are of decisive significance for the success of the project. These special requirements of the project faced a limited availability of flexible complete contractors for the construction and operation of shafts. Considering this situation, the joint venture partner Swietelsky Tunnelbau decided to solve the problem in-house and follow new routes with innovative concepts. x | |||||
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 |
AbstractIn 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 | |||||
Bauer, Johann; Kohlböck, Bernhard; Moritz, Bernd; Zwittnig, Gerald | The Granitztal Tunnel Chain - State of works on the second longest tunnel system on the Koralmbahn / Tunnelkette Granitztal - Stand der Arbeiten für das zweitlängste Tunnelsystem an der Koralmbahn | Geomechanics and Tunnelling | 5/2016 | 416-427 | Topics |
AbstractThe Granitztal Tunnel Chain is not only the second longest tunnel system on the Koralmbahn line but also an essential part of the future new railway line between Graz and Klagenfurt (New South Range Line). At the time of reporting, more than two-thirds of the tunnel excavation works on the Graniztal contract are completed. After a detailed description of the project with four simultaneously advancing TBM drive and the extensive concreting ad earthworks in the Granitztal, the geological and geotechnical conditions and the experience gained until now are described. Particular attention is paid to the challenging geotechnical conditions in the Langer Berg section and the overground section in the Granitztal. The intensive design work to optimise future maintenance work is also described. x | |||||
Sellner, Peter J.; Sonnleitner, Herbert | Gleinalm Motorway Tunnel - 2nd tube logistical challenges / Gleinalmtunnel - Neubau der zweiten Röhre | Geomechanics and Tunnelling | 5/2016 | 428-434 | Topics |
AbstractIn 2013 Asfinag published the tender for the construction of the second tube of the Gleinalm Tunnel. The tunnel is situated in hard rocks (gneiss) and the tender design contained excavation works realized by “drill and blast” in a top heading, bench and invert sequence. Additionally to this tender design, technical alternatives were allowed. One of the tenderers, the later contractor, offered both, a concept according to the tender and an alternative excavation concept including full face excavation by drill and blast. This alternative was based on considerations and experience the tenderer had gained from the construction works of the first tube in the early 1970s presuming optimal full face excavation conditions over wide areas of the tunnel and thus reducing time and costs. Due to these economic advantages and the low cost risk the owner finally commissioned the alternative. Minimizing the blasting vibration of the full face excavation on the nearby running tube, which was operated without any disturbance, was only one of the challenges of the project. In terms of logistics the supply of the excavation works with air and support materials as well as the huge mucking volume to be transported were identified as limiting factors. x | |||||
Schönlechner, Christian; Bitschnau, Markus | The construction of the Obervermuntwerk II pumped storage power station / Die Bauausführung des Pumpspeicherkraftwerks Obervermuntwerk II | Geomechanics and Tunnelling | 5/2016 | 435-446 | Topics |
AbstractThe joint venture Bau Obervermuntwerk II, consisting of the companies Jäger Bau, Porr, Östu-Stettin and Hinteregger are constructing the pumped storage works Obervermunt II (OVW II) under a contract from the Vorarlberger Illwerke AG between the Silvretta and the Vermunt reservoirs. The Obervermuntwerk II is being built as a parallel works to the existing Obervermuntwerk (OVW). Together with the OVW II, a new headrace is being built for the existing Obervermuntwerk and the existing overground penstock will be demolished. All excavation is being undertaken conventionally by drill and blast; only the surge tank and the pressure shaft will be excavated by raise boring previously excavated mucking shafts. The aggregates for the concrete of the Obervermunt II power station (about 200,000 m3) are being prepared from excavated material as far as possible. A dedicated material processing plant for the project is being operated in Vermunt as well as a batching plant. x |