Asfinag Bau Management GmbH

Breitenfurt bei Wien, Austria

Asfinag Bau Management GmbH

Breitenfurt bei Wien, Austria

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Eichwalder B.,Vienna University of Technology | Kollegger J.,Asfinag Bau Management GmbH | Kleiser M.,Vienna University of Technology
Concrete - Innovation and Design: fib Symposium Proceedings | Year: 2015

At the Institute for Structural Engineering - Department for Structural Concrete of the Vienna University of Technology, a new durable expansion joint for long integral abutment bridges was invented. The aim of this newly developed structure is to achieve a higher durability as compared to conventional systems. The problem of many expansion joints is that the first damage occurs mostly within the first few years of operation. In order to reduce the deformations occurring right behind the abutment, they are equally distributed over a greater length behind the bridge abutment, with the result that the occurring strains will be reduced. As a consequence, the bituminous pavement structure is able to carry the occurring strains. This can ensure that the pavement structure does not crack. In order to test the new development. a prototype of the expansion joint was built. Experiments were conducted on this prototype to verify the carrying capacity and functionality. The prototype was tested in two stages of the build process. In the first stage, the experiments were carried out with the expansion joint without bituminous pavement structure. These experiments are described in this paper. The experiments on the construction including the bituminous pavement will take place in January 2015.

Kohlbock B.,IGT Geotechnik und Tunnelbau ZT GmbH | Moser H.,Asfinag Bau Management GmbH
Geomechanik und Tunnelbau | Year: 2010

The extent of tunnel refurbishment has increased constantly in recent years. The particular importance of meticulous and thought-out planning has been demonstrated on recent projects. The original drawings often provide an insufficient basis for design work and have to be checked, verified or supplemented by targeted investigation measures. A brief glance at the list of claims from a refurbishment project can clearly demonstrate the potential savings, which could have been produced by relatively cheap investigations. For the planning and design of the refurbishment of the first tube of the Tauern Tunnel, many staged investigation surveys were therefore carried out. The investigation measures carried out and their results and effect on the design and tender documents for the refurbishment of the existing tube of the Tauern Tunnel are described in this article. © 2010 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.

Strauss A.,University of Vienna | Wendner R.,University of Vienna | Bergmeister K.,University of Vienna | Reiterer M.,RED Bernard GmbH | Horvatits J.,Asfinag Bau Management GmbH
Beton- und Stahlbetonbau | Year: 2011

Monitoring is of most practical significance for the design and assessment of new as well as of existing engineering structures. Practical experience and observations show that monitoring can provide the basis for new code specifications or efficient maintenance programs. Moreover, monitoring systems can avoid considerable costs of repairs and inconvenience to the public due to interruptions. This gives rise to the need for a thorough investigation to achieve an effective implementation of recorded monitoring data in numerical or analytical structural models that allow the detection of a deviant behavior from the proposed and the detection of initial deterioration processes. This study attempts to derive a concept for the effective incorporation of monitoring information in numerical models based on the concept of model correction factors. In particular, these studies are performed on the abutment free bridge structure S33.24 that has been proof loaded in February 2010 and monitored since December 2008. A merit of models derived based on monitoring data is that they are directly related to performance indicators which can be used for the assessment of the existing structural capacity and for an efficient life cycle analysis. Copyright © 2011 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG.

Hoellrigl M.,Alpine BeMo Tunnelling | Wanker C.,Asfinag Bau Management GmbH | Steinhauser J.,Alpine BeMo Tunnelling | Neumann C.,Alpine BeMo Tunnelling
Proceedings - Rapid Excavation and Tunneling Conference | Year: 2011

The Pfaender Tunnel bypasses the residential area of the city of Bregenz at the northern end of the A14 Rheintal Motorway. The alignment of its second bore runs under the Pfaender massif for more than 6.5 km. The route runs through geology described as the standing midland molasse, a sequence of beds from the Neogenic period (Late Tertiary), today mostly consisting of conglomerate, sandstones, marl-sandstones, marl and clay-marl. The second tube was excavated with a single-shield tunnel boring machine working from the starter tunnel in the North to an existing short bore in the South. The tunnel's standard cross-section is a circular (bored diameter 11.92 m) and the external diameter of the segmentally concreted lining is 11.62 m. This paper deals with the main issues related to the issues of an alternative TBM tunneling tender taking into account the swelling tendency of the marl, and also deals with the construction of Austria's first road tunnel to be driven with a TBM. The problems encountered when driving a TBM in divided cross-sections (bench and invert sections without top heading) in soft ground and the solutions adopted on site are discussed. This paper also deals with the complex construction of voluminous enlargements (traffic lay-bys, service niches, ventilation caverns), where the circular segmentally lined TBM tunnel had to be widened up and relined using the SEM/NATM shotcrete tunneling method.

Schreitl B.,Ingenieurburo Stella and Stengel und Partner Ziviltechnikergesellschaft m.b.H | Schrofelbauer T.,Asfinag Bau Management GmbH | Wanker C.,Asfinag Bau Management GmbH | Steiner M.,Asfinag Bau Management GmbH
Geomechanik und Tunnelbau | Year: 2011

The history of autobahn tunnel construction in Austria is about 45 years young, and currently 140 tunnels with a total length of 300 km provide short, safe and environmentally friendly routes for traffic all year round. A further 100 km of tunnel are being designed or are under construction. The present article gives a review of milestones in the history of autobahn tunnel construction and analyses the special features of road tunnels with regard to the method of tunnelling. More detailed descriptions are given of the TBM project A14, 2nd bore of the Pfänder Tunnel and the S1 Danube-Lobau crossing project currently being designed, including the considerations leading to the selection of tunnelling method in each case. © 2011 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.

The ASFINAG operates an extensive network of about 2,175 km of important roads in Austria. The oldest routes date from the 1940s, and the average age of the roads is about 30 years. The ASFINAG also operates about 150 tunnel systems with a total length of about 350 km of tunnel, with 17 single-bore tunnels still carrying 2-way traffic. The lifetime of the structures is indeed relatively high but changed requirements for road safety and new standards for the fitting out of tunnels can make refurbishment or upgrading of the tunnels necessary. Since the tragic events of the Tauern Tunnel fire in 1999, about 4 billion Euros have been invested in the safety of tunnels, with a further approx. 1.4 billion planned for the next few years. The safety technology in all tunnels on Trans-European (TEN) routes have to be upgraded by the end of 2019. From the point of view of operation, long lifetime and maintenance freedom are the most important factors, in order not to impair road safety and not to unnecessarily affect the availability for road users (customers). The road tunnel safety law (STSG) requires additional measures of constructional, electrical, ventilation and control technology for the upgrading of road safety. © 2014 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.

In recent years bridges with short and medium spans have been designed as integral structures without expansion joints and bearings. The structural system is based on the frame system and requires a differentiated conceptual approach not only in structural but also in aesthetic concerns. In this paper form suggestions are introduced, which provide the inherent intention of the integral structure to the viewer. However, many bridges within the infrastructure are calculated and structurally designed as monolithic structures but have a visual appearance of conventional supported and assembled bridges. Moreover, many engineers are not sufficiently aware of the essential correlation between the rational structural design and its formal expression. In order to achieve holistic and authentic designs, a coherence between the form of the bridge and its underlying structural system must be perceptible. The aim is to encourage engineers from the pure engineer-technical to an extended ingenious approach that considers form aspects which are developed based on the structural system and ultimately leads to aesthetically satisfactory results. In this first paper, conceptual form considerations for integral bridge ends are discussed, which are based on derived functional units and reflect the integral structural system. © 2016 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.

The common tendency within conceptual bridge design to-wards durable jointless frame systems requires not only deepened structural considerations of force and moment transition from the superstructure into the substructure, but also broad- ened approaches of a holistic aesthetical solution. The coherence between the form and its underlying structural system has to be recognisable in order to achieve authentic designs. In this paper form considerations of columns, which are mono-lithically connected to the superstructure as associated and separated function units, respectively, are illustrated. Further- more, the special standing of the fixed circular column and its application limits as well as hybrid column connections will be discussed. For the planning engineer impulses in bridge design are provided to work far beyond his structural core tasks to- wards an ingenious approach with the aim of consciously tak- ing over responsibility in designing our living space. The form considerations are underlined with examples. © 2016 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.

Krispel S.,Forschungsinstitut der Vereinigung der Osterreichischen Zementindustrie | Strommer W.,Asfinag Bau Management GmbH
Geomechanik und Tunnelbau | Year: 2011

Ever more stringent requirements have been specified in recent years for the surfaces of tunnel inner linings with regard to surface porosity (with influence on the ease of cleaning) and lightness. These requirements are normally fulfilled by filling and applying tunnel paint. Recently there have been many cases of damage to paint or coating systems, sometimes only a few weeks after opening for traffic. This often includes the separation of the coating. This flaking leads to increased dirt adhesion and thus to a reduction of lightness and irritation to the field of view of the drivers. The refurbishment work, which is often necessary, leads to traffic obstruction like hold-ups and diversions. For this reason, the durability of the surface is of great significance, and innovative solutions are also being investigated in the field of concrete technology. The following article presents an alternative and durable method of fulfilling all the requirements placed on the surface of the tunnel inner lining.© 2011 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.

The bridge object is part of the A1 highway and was constructed in 1959. It is composed of 18-spans (reinforced concrete) and has a total length of 240,45 m. While the bridge structure - related with the driving direction Salzburg - was removed (blown) in August 2010, the remaining structure (driving direction Vienna) was monitored in order to evaluate the impact of the blasting with regard to its structural safety and operability. The investigation was focused on the primary load-bearing structure (arch). Due to the fact that an initial dynamic measurement with BRIMOS® has been conducted already in 2005, the prevailing investigation (measurement 2010) could be configured more efficiently. Measurements at selected single bridge locations (HOT SPOTS) enabled a comprehensive documentation and quantification of the bridge's decisive structural behaviour and possible changes respectively. A direct comparison after 5 years of structural service life shows the progression of the measured structural resistance over time (bridge deck under the influence of traffic load and the bridge blasting). © 2011 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.

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