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Breitenfurt bei Wien, Austria

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. Source


Lachinger S.,AIT Austrian Institute of Technology | Spielhofer R.,AIT Austrian Institute of Technology | Strauss A.,University of Vienna | Zimmermann T.,University of Vienna | Kleiser M.,Asfinag Bau Management GmbH
Bautechnik | Year: 2014

Road expansion joints are dynamically high loaded structural elements due to their exposed position. Repair and maintenance actions on road expansion joints have become more and more important over the last years. Goal of the research project EVAF - Development of low-wear road expansion joints - is, based on analysis of the impact and resulting damages, the development of solutions for robust and low-maintenance road expansion joints. The project is carried out in collaboration between the industrial partner Mageba and the research partners AIT (Austrian Institute of Technology) and the University of Natural Resources and Life Sciences in Vienna. A first publication about the project in this journal showed the results of damage evaluation and sensitivity analysis. This publication presents the results from the mobile collection of data and the numerical evaluation of the dynamic impact on road expansion joints. © 2014 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin. Source


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. Source


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. Source


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. Source

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