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]
Seegers J.,BVG Berlin |
Erdmann P.,Amberg Engineering AG |
Schmeiser J.,ISP Ziviltechniker GmbH
Geomechanik und Tunnelbau | Year: 2013
An 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. © 2013 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.
Admiraal H.,Enprodes Management Consultancy BV |
Cornaro A.,Amberg Engineering AG
Tunnelling and Underground Space Technology | Year: 2015
Cities worldwide tend to overlook an invaluable asset that lies beneath their surfaces. Most cities and urban regions are unaware of the benefits underground space use has to offer, both for climate inflicted and spatial constraints: In many cities, infrastructure development is being outpaced by population growth. Climate change effects are requiring radical new approaches in terms of coping with for example excessive rainfall. The available space at the surface is rapidly being used up and the biggest danger is that built-up spaces are taking over the public green spaces of cities thereby threatening livability and quality of life. Urban underground space forms a societal asset, which is often unappreciated and underestimated in terms of the role it can play within dynamic city environments and associated challenges.This paper will explore the ways in which urban underground space can be optimally integrated into the dynamic urban context. It also explores the often contradictory functions that make underground space use complicated from a planner's perspective. The first-come-first-served strategy of underground space use has left many cities wondering how they are going to cope with the self-inflicted "chaos" under the surface. The often mono-functional uses of the underground lead to sub-optimal space use. Most cities and urban regions are unaware of the benefits underground space use has to offer. In guiding the future use of urban underground space, a comprehensive policy framework guiding its development is lacking on which decisions can be based. This often leads to the non-sustainable use of this important asset. It will be argued that both vision and planning are needed to be able to make the best use of this underrated underground real estate.The authors will also debate that just understanding the potential of underground space is not enough. Realising its actual potential and facilitating its development will require a spatial dialogue between many stakeholders, including planners, engineers, developers and public decision makers. © 2015 Elsevier Ltd.
Wannenmacher H.,Amberg Engineering AG |
Grunenfelder F.,KobelPartner AG |
Amann F.,ETH Zurich |
Button E.A.,ETH Zurich
Rock Mechanics in Civil and Environmental Engineering - Proceedings of the European Rock Mechanics Symposium, EUROCK 2010 | Year: 2010
In populated alpine regions infrastructure projects often compete with nature and the general public for open space or other natural resources. The project Waferfab located near Sargans, Switzerland is a ground-breaking infrastructure project utilizing underground space as a manufacturing facility for sensitive industrial processes requiring strict vibration and temperature controls. The "Waferfab" is a multiple structure complex with the main offices situated on the surface connected to two main caverns, which serve as the production and storage facilities, by two access galleries with a length of about 100 m. Due to safety reason a shallow placement of the cavern was envisioned. During the cavern construction, steep open joints with apertures of more than 30 to 100 cm were associated with the main fracture set, while bedding parallel discontinuities with apertures up to 20 cm were locally encountered. The encountered ground characteristics, probably governed by the local tectonic and morphological conditions, caused large gravitational overbreaks especially in the front of the production cavern. © 2010 Taylor & Francis Group.
Sala A.,Amberg Engineering AG |
Wick R.,Gahler und Partner AG
Geomechanik und Tunnelbau | Year: 2016
The 57 km long Gotthard Base Tunnel from Erstfeld to Bodio is not only the longest but with an overburden of about 2, 300 m also the deepest rail tunnel in the world. The tunnel system consists of two parallel single-track tunnels with the axes 40 m apart (in fault zones up to 70 m), connected every 312.5 m by a total of 178 cross passages. The two multi-function stations at the approximate third points in Sedrun and Faido have an emergency station for each running tunnel and two track crossovers. The normal profile is based on the structure gauge EBV 4 and the clearance for overhead EBV S3 and has minimum free passage area Fair of 41 m2. The tunnel has a ballastless track and the drainage system is separated. The shoulders at the side serve as walkway and escape route and house the numerous cable ducts for the operation of the tunnel. Due to the stringent water tightness requirements, the tunnel has a two-pass lining along the entire length, normally with umbrella waterproofing. Depending to the geology, the inner vault is between 25 and 35 cm thick, and in squeezing zones in Sedrun up to 70 cm. Construction was undertaken simultaneously from the two portals at Erstfeld and Bodio as well as through two intermediate starting points in Amsteg and Faido (with access tunnels 2.1 km and 2.6 km long respectively) and down two vertical shafts in Sedrun (T = 800 m). The main drives were bored by TBMs (cutterhead diameter 8.8 to 9.55 m) except for the Sedrun section; altogether about 75 % of the tunnel length was bored mechanically. © 2016 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.
Backfill of segmental lining – State of the art, redistribution behaviour of pea gravel, possible improvements / Tübbingbettung – Stand der Technik, Umlagerungsverhalten von Perlkies, Verbesserungspotenzial
Henzinger M.R.,University of Graz |
Radoncic N.,Amberg Engineering AG |
Moritz B.A.,OBB Infrastruktur AGStreckenmanagement und Anlagenentwicklung |
Schubert W.,University of Graz
Geomechanik und Tunnelbau | Year: 2016
With mechanized shield tunnelling the quality of the backfill is of significant importance for the stability of the lining. The used material affects the interaction between support and rock mass. Therefore, the choice of a proper backfilling material is of great importance for the system behaviour. Scaled model tests have been carried out investigating the relocation behaviour of pea gravel within the annular gap. The tests have shown that especially with Double shielded TBMs a distinct relocation mechanism is triggered by the regripping process. This leads to an unfavourable bedding situation immediately behind the TBM shield. Within a numerical study the influence of an incomplete bedding situation on the section forces within the lining segments has been carried out. The simulations have shown that crack propagation is more likely in unfavourable bedding situations. Nevertheless, numerical simulations have proven that cracks within the segments denote a higher utilization level but do not directly imply an acute danger to the load-bearing capacity. As observed in reality, the state of incomplete bedding represents the relevant load case. A design improvement has been introduced overcoming the temporary state of a partially bedded segmental lining. Furthermore, this approach prevents a large-scale relocation process of pea gravel within the annular gap. Bei Schildvortrieben hat die Qualität der Ringspaltverfüllung einen wesentlichen Einfluss auf die Qualität des Tübbingausbaus. Das verwendete Bettungsmaterial beeinflusst die Interaktion Gebirge-Tübbingausbau. Deshalb ist die Wahl eines geeigneten Materials für die Ringraumverfüllung von hoher Bedeutung für das Systemverhalten. Zur Untersuchung des Umlagerungsverhaltens von Perlkies innerhalb des Ringspalts wurden Laborversuche durchgeführt. Die Versuche zeigten, dass vor allem bei Doppelschildmaschinen eine ausgeprägte Tendenz zur Umlagerung des Perlkieses in Längsrichtung während des Umsetzvorgangs gegeben ist. In Folge dessen sind die Tübbingringe unmittelbar hinter dem Schildschwanz nur teilgebettet. Mittels numerischer Simulationen wurde der Einfluss der unvollständigen Bettung auf die Schnittkräfte der Tübbingsegmente untersucht. Die Simulationen haben gezeigt, dass die Rissentwicklung vor allem bei ungünstigen Bettungsszenarien bevorzugt auftritt. Weiters wurde festgestellt, dass Betonrisse lediglich auf einen erhöhten Ausnutzungsgrad innerhalb der Stahlbetonfertigteile, jedoch nicht auf eine Gefährdung der Ausbautragfähigkeit hinweisen. Wie in der Realität beobachtet, repräsentiert der Zustand der unvollständigen Bettung den maßgebenden Lastfall. Abschließend wird eine Maßnahme vorgestellt, die die temporäre Bettung gezielt verbessern soll. Zudem verhindert diese eine großräumige Umlagerung von Perlkies innerhalb des Ringspalts. © 2016 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin