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.


Euler-Rolle N.,Vienna University of Technology | Fuhrmann M.,Vienna University of Technology | Reinwald M.,Asfinag Bau Management GmbH | Jakubek S.,Vienna University of Technology
Control Engineering Practice | Year: 2017

Road tunnels exceeding a certain minimum length are equipped with a ventilation system. In case of a fire it is used to achieve a predefined air flow velocity in the tunnel by adequately controlling the installed jet fans in order to ensure sufficient visibility for persons to safely follow the escape routes. As the dynamics of the air flow in road tunnels strongly depend on the tunnel length, short tunnels with longitudinal ventilation systems pose a challenging control task. In this paper, non-linear dynamic feedforward control is proposed for longitudinal ventilation control in case of an emergency. For this purpose, an analytical non-linear zero-dimensional model of the air flow is feedback linearised. Due to its special properties, which are presented and analysed, two different versions of feedforward control are proposed: One is focused on performance, the other on robustness. Finally, the beneficial behaviour of the presented two-degrees-of-freedom control approach is demonstrated by its application to an Austrian motorway tunnel. © 2017 Elsevier Ltd


Fuhrmann M.,Vienna University of Technology | Euler-Rolle N.,Vienna University of Technology | Killian M.,Vienna University of Technology | Reinwald M.,Asfinag Bau Management GmbH | Jakubek S.,Vienna University of Technology
Control Engineering Practice | Year: 2017

Tunnel ventilation control plays a key role in tunnel fire safety, nevertheless there is considerable scope for improving conventional control schemes. This paper proposes a practical approach on how to improve the disturbance attenuation ability of longitudinal tunnel ventilation systems by adding a non-linear unknown disturbance observer to an existing two-degrees-of-freedom control scheme in order to establish active disturbance rejection. The focus of attention is on tunnels using jet fans for fresh air supply. Conventional control does not specifically take into account external disturbances that tunnels are exposed to due to the momentum introduced by moving vehicles and meteorological circumstances like wind load onto the portals, or meteorological pressure differences between the portals. The proposed control scheme provides promising simulation as well as experimental results of a real tunnel implementation. The observer and rejection scheme's convergence and stability is analysed based on Lyapunov theory. © 2017 Elsevier Ltd


Kleiser M.,Asfinag Bau Management GmbH
IABSE Congress Stockholm, 2016: Challenges in Design and Construction of an Innovative and Sustainable Built Environment | Year: 2016

Building integral bridges without bearings and expansion joints is nowadays very popular among infrastructure operators due to its low maintenance costs and high durability. A lot of research has been conducted to define design rules, to improve appropriate calculations and structural details. However, formal aspects within the conceptual design of integral bridges, which underline the inherent structural frame system, are often inadequately addressed. Many examples within the ordinary infrastructure are calculated and structurally designed as monolithic structures but show a visual appearance of conventional supported bridges. Moreover, many engineers are not aware of the essential correlation of the rational analytical solution and its formal expression ending up in non-authentic structures. In order to encourage engineers to follow a more holistic approach this paper shows some conceptual form recommendations for integral reinforced concrete bridges, which are derived from the monolithic building technique based on the structural frame system. Important issues are the uniform connection of the deck with the abutment as to be the vertical end field of a continuous beam and the appropriate connection of the deck to the columns. Since 2010 the Austrian motorway and expressway operator, ASFINAG, has aimed to raise the architectonical quality within its road network. A special design guideline for bridges describes the requirement called Structural Shaping which pushes the focus towards the design of more authentic bridge structures. Especially the conceptual design of a 112 m long integral bridge along the route A5 of the ASFINAG network in the north of Vienna that follows the above mentioned form recommendations is introduced.


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.


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.

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