Zumtobel Group (Austria)

For future requirements, asset management of turnouts needs to rely on data-based assessment tools. These tools must enable the quantification of quality behaviour of turnouts and identify causes of poor behaviour. In this paper, we provide a toolbox addressing these requirements. We use track geometry as the main criterion for quality behaviour in combination with additional indicators, each associated with a different component, to understand turnout performance. The toolbox is applied to five similar turnouts to compare their performance. It is revealed that one of the turnouts performs significantly worse than the others. A deeper analysis can identify worn ballast in several areas of the turnout as the cause of poor performance. Problems in the ballast bed can be attributed to worn insulated rail joints as well as to stiffness changes in the transition areas of the turnout.

The geo-coded hazardous event data base, whose establishment is lined out in part I of this three-paper-serieswhereby we have focussed in the project 'clim_ect' on the following hazard categories: (i) flooding, (ii) mudslide, (iii), wind-storm, (iv) falling rock, (v) snowhas been blended with meteorological data (used as predictors in the modelling of hazard occurrences).This has allowed to calibrate and validate a model based on empirical orthogonal functions (EOFs) in T-mode to derive pertaining hazard trigger patterns (HTPs).

Abstract In 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.

In order to achieve the climate goals, the implementation of sustainable construction is becoming more and more topical in the construction sector. Due to very long service lifes especially in railway projects, the consideration of life-cycle aspects into the early design process is of great importance. Regarding the assessment of the economic pillar of sustainability, life-cycle costing has become an established method. This study presents the application of life-cycle cost analysis (LCCA) for decision aiding in railway construction. The two tunnel tubes of the project Koralmtunnel (KAT) are connected with approximately 70 cross-passages (CPs) at intervals of around 500 m. These CPs serve as escape-ways and additionally host utility rooms for technical equipment (telecomunication, power supply and remote control). First thermal simulations revealed indoor temperatures up to 80[openbullet]C due to the heat release of the technical equipment without implementation of technical cooling systems in operation phase. This is caused by the limited heat transfer with the surrounding rock and with the adjacent running tubes. Therefore, the implementation of a cooling system is necessary. It is stated that higher indoor temperatures lead to reduced service lifes of the installed telecommunication systems. By the application of Arrhenius equation, the influence of several indoor target temperatures on the expected life time of the installed telecommunication systems has been determined. In order to meet target temperature requirements appropriate scenarios including different cooling scenarios have been designed. Finally, LCCA by application of the net-present value-method (NPV-method) was conducted in order to determine the most economical solution regarding CPs cooling systems based on selected target-temperatures.

Abstract The Semmering Base Tunnel (SBT) is about 27.3 km long and is being driven from the portal at Gloggnitz and from three intermediate construction accesses in Göstritz, Fröschnitzgraben and Grautschenhof. The main components of the tunnel system are the two single‐track running tunnels, cross passages at a maximum spacing of 500 m and an emergency station in the middle tunnel section, with two shafts about 400 m deep for ventilation and extraction in case of an incident. For organisational, scheduling and topographical reasons, the tunnel is divided into three construction contracts. The eastern contract section SBT1.1 ”Tunnel Gloggnitz“ has been under construction since mid 2015. Construction started on contract section SBT2.1 ”Tunnel Fröschnitzgraben“ at the start of 2014. The western contract section SBT3.1 ”Tunnel Grautschenhof“ has been under construction since May 2016.

Abstract In the course of constructing the new Vienna – St. Pölten high‐speed railway line, three TBM tunnels with an excavated diameter of approx. 13 m were driven between 2005 and 2010. The total length of these three tunnels including portal structures, cut‐and‐cover and top‐down sections was approx. 7.4 km, of which 6.2 km were excavated by TBM‐S. The tunnels were constructed with drainage systems and two‐pass linings in the tunnel arch. During the feasibility study, the permit application design and the tender design phase, detailed risk analyses were performed for excavation method (TBM or NATM), machine type (TBM‐S or SM‐EPB) and lining type (single‐ or two‐pass). The expectations of the client during the design phase and those of the contractor during the bidding phase are compared and discussed, taking into account construction time considerations, geotechnical risk assessments, lining design, machine type and construction sequence as well as the allocation of risks between client and contractor. The reality of the project, i.e. the construction time actually needed, the challenges encountered, the problems solved and the joint approach adopted to implement the project as well as the lessons learned (experiences and findings) are all described.Im Zuge der Errichtung der Neubaustrecke Wien – St. Pölten wurden in den Jahren 2005 bis 2010 drei Tunnel mittels einer Tunnelbohrmaschine mit einem Ausbruchsdurchmesser von rund 13 m aufgefahren. Die Gesamtlänge der drei Tunnelbauwerke, inklusive der Portalbauwerke, offenen Bauweisen und Deckelbauweisen, betrug rund 7,4 km, wobei rund 6,2 km mit einer TBM‐S aufgefahren wurden. Die Tunnel wurden druckwasserentlastet mit einem zweischaligen Ausbau im Gewölbe hergestellt. Für die Tunnel wurden in den Phasen der Grundsatzprüfung, der Behördenverfahren und der Ausschreibungsplanung vertiefte Risikoanalysen zur Vortriebsmethode (TVM oder NÖT), zur Wahl des Maschinentyps (TBM‐S oder SM‐EPB) und des Ausbaus (einschalig oder zweischalig) erstellt. Die Erwartungen des Auftraggebers (AG) in der Planungsphase und des Auftragnehmers (AN) in der Angebotsphase werden anhand von Bauzeitüberlegungen, Risikobetrachtungen zu Geotechnik, Ausbau, Maschine und Bauablauf sowie der Sphärenzuordnung AG und AN gegenübergestellt und erläutert. Die Wirklichkeit, also die reale Bauzeit, die aufgetretenen Schwierigkeiten, die gelösten Probleme und die partnerschaftliche Projektabwicklung sowie die gewonnenen Erfahrungen und Erkenntnisse werden dargelegt.

Abstract For the driving of cross passages in mechanized tunnelling, different systems can be used for load transfer at the cross passage opening. With thin segmental linings, achieving high load‐bearing capacity of the precast lining and the load transfer elements used pose a great challenge. For the selection of a system, not only the required support measures but also practical construction aspects such as the integration of the load transfer elements into the precast element and the installation of the elements play an important role. The use of shear dowels as a connection and load transfer element between segment rings in the cross passageoffers new possibilities in mechanized tunnelling. Particularly in connection with thin segmental linings, flexible systems of plastic with integrated steel core make it possible to resist loads with large deformations, both in the radial and longitudinal directions. In order to investigate the system behaviour of the overall system of segmental lining with thin construction and plastic shear dowels, shear tests were performed at the Chair for Subsurface Engineering of the Montanuniversität Leoben with a dowel system as the connecting element between segments. The objective of the research project initiated by the ÖBB‐Infrastruktur AG is to determine the effects of different reinforcement concepts on the load‐bearing capacity of the connection system. Ways of determining the failure of the construction element based on crack detection are also described.Für das Anfahren von Querschlägen im maschinellen Tunnelbau kommen unterschiedliche Systeme für die Lastabtragung im Bereich der Querschlagsöffnung zum Einsatz. Bei schlanken Tübbingauskleidungen stellt das Erzielen einer hohen Lastkapazität der Fertigteilauskleidung sowie der eingesetzten Lastabtragungselemente eine hohe Herausforderung dar. Bei der Auswahl der Systeme spielen neben den erforderlichen Sicherungsmaßnahmen die baupraktischen Aspekte wie das Integrieren der Lastabtragungselemente in das Fertigteilsegment und die Installation der Elemente eine wesentliche Rolle. Durch Verwendung von Scherdübeln als Verbindung‐ und Lastübertragungselement zwischen Tübbingringen im Querschlagsbereich ergeben sich neue Möglichkeiten im maschinellen Tunnelvortrieb. Insbesondere im Zusammenhang mit schlanken Tübbingauskleidungen bieten flexible Systeme aus Kunststoff mit integriertem Stahlkern die Möglichkeit, Lasten mit großen Verformungen sowohl in Radial‐ als auch in Längsrichtung zu übertragen. Um das Systemverhalten des Gesamtsystems zwischen Tübbingauskleidung mit schlanker Bauteildicke und Kunststoffscherdübel zu untersuchen, wurden am Lehrstuhl für Subsurface Engineering der Montanuniversität Leoben Scherversuche mit einem Dübelsystem als Verbindungselement von Tübbingen durchgeführt. Ziel des von der ÖBB‐Infrastruktur AG initiierten Forschungsprojekts ist es, die Auswirkungen unterschiedlicher Bewehrungskonzepte auf die Tragfähigkeit des Verbindungssystems zu bestimmen. Ergänzend werden Möglichkeiten zur Bestimmung des Bauteilversagens auf Basis der Risserkennung aufgezeigt.

Abstract The approved alignment of the “New Semmering Base Tunnel” was divided into sections according to the three aspects risk, geotechnics and construction operations, in which either only sequential tunnelling or both methods, sequential or continuous mechanised, could be used.Auf Grundlage der drei Aspekte Risiko, Geotechnik und Baubetrieb wurde die Einreichtrasse des “Semmering‐Basistunnel neu” in Bereiche unterteilt, in denen entweder ausschließlich ein zyklischer Vortrieb oder beide Baumethoden, zyklisch und kontinuierlich, zum Einsatz kommen können.

Abstract Despite extensive geological investigations, uncertainties in the ground model often remain. The residual risks associated with this during the construction phase cannot generally be estimated precisely enough in advance. Given such boundary conditions the use of the observational method in line with the principles of the Eurocode EC 7 is therefore required. In order to guarantee safe and economical tunnelling, especially in shallow tunnelling projects, it is vital that a qualified geotechnical safety management programme is implemented during the construction phase. Successful implementation of the geotechnical safety management programme during the construction phase is based on the designer completely defining the anticipated behaviour and on constant target‐performance comparisons of the system behaviour by an on‐site geotechnical engineer. Advanced data evaluation tools and methods support the continuous interpretation of system behaviour, the early detection of deviations and checking the results against warning and alarm criteria. This paper deals with the fundamentals, requirements and demands of such a management system and describes its practical implementation during the construction phase based on specific ÖBB‐Infrastruktur AG project case histories.Trotz umfassender geologischer Vorerkundungen verbleiben im Tunnelbau vielfach Unsicherheiten im Baugrundmodell. Die damit verbundenen Restrisiken während des Baus können meist nicht hinreichend genau im Voraus abgeschätzt werden. Derartige Rahmenbedingungen erfordern daher den Einsatz einer Beobachtungsmethode gemäß den Prinzipien des Eurocodes EC 7. Dabei ist im Zuge der Bauausführung, insbesondere bei oberflächennahen Tunnelprojekten, zur Gewährleistung eines sicheren und wirtschaftlichen Vortriebs die Implementierung eines qualifizierten Geotechnischen Sicherheitsmanagements unerlässlich. Die erfolgreiche Umsetzung des Geotechnischen Sicherheitsmanagements während der Bauausführung beruht auf einer umfassenden Definition des erwarteten Verhaltens durch den Planer und einem ständigen Soll/Ist‐Vergleich des Systemverhaltens durch einen Geotechniker vor Ort. Fortschrittliche Werkzeuge und Methoden zur Messdatenauswertung unterstützen in der laufenden Interpretation des aktuellen Systemverhaltens, der Früherkennung von Abweichungen und der Überprüfung gegenüber Warn‐ und Alarmkriterien. Der vorliegende Beitrag behandelt die Grundlagen, Voraussetzungen und Ansprüche eines derartigen Managementsystems und erläutert die praktische Umsetzung im Zuge der Bauausführung anhand von konkreten Fallbeispielen aus Projekten der ÖBB‐Infrastruktur AG.