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Burbaum U.,CDM Consult GmbH | Bohme T.,Wayss and Freytag Ingenieurbau AG | Sass I.,TU Darmstadt
Geotechnik | Year: 2011

In 2008/2009 the River Ems, Northern Germany had to be crossed by a gas pipeline. The river crossing was to be provided by an inverted siphon with an internal diameter of 3 m bored by a hydroshield TBM. A comparatively long section of the tunnel was intended to be in the "Lauenburger Ton", a cohesive clay layer. Regional construction experience shows the Lauenburg Clay has to be considered as potentially adhesive, with an obvious risk of the shield clogging with adhesive clay. Adhesion was investigated as part of the geotechnical survey using the test device developed at the Technical University of Darmstadt. Adhesive stresses were determined as a function of the in-situ consistency parameters of Lauenburg Clay. The results showed that there will be a serious risk of cohesive soil adhering in the shield system causing delays or worse problems to the progress of tunnelling. The evaluation of the adhesion test results impacted the design of the river crossing alignment and the set up of the tunnelling shield. On the one hand, the depth of the alignment was changed to reduce the section lengths in the Lauenburg Clay and on the other hand, additional jetting nozzles were placed in the shield to erode glued clay instantaneously. The study shows the principles of adhesion testing on cohesive soils including the interpretation and evaluation of comparative test results. Additionally, the practical use of these investigation results are demonstrated with the design of the river Ems crossing alignment and the setup of the jetting nozzles on the tunneling shield. © 2011 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.


Finckh W.,Wayss and Freytag Ingenieurbau AG | Ignatiadis A.,Deutscher Ausschuss fur Stahlbeton E.V. | Niedermeier R.,TU Munich | Wiens U.,Deutscher Ausschuss fur Stahlbeton E.V. | Zilch K.,TU Munich
Beton- und Stahlbetonbau | Year: 2012

The strengthening of concrete structures with adhesive bonded reinforcement has in Germany only been governed so far through national technical approvals and approvals in individual cases. Since the strengthening of reinforced concrete structures with adhesive bonded reinforcement has become a standard construction method and due to the starting of a harmonization process in European standardisation committees a new guideline in this area of interest was created. For that purpose all groups, which are concerned about this topic were assembled in a committee under the responsibility of the German Committee for Structural Concrete and created the DAfStbguideline "strengthening of concrete structures with adhesive bonded reinforcement" [1]. The guideline will be published in September or October 2012.Copyright © 2012 Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.


Luhr S.,Wasser und Schifffahrtsamt Lauenburg | Morgen K.,WTM ENGINEERS GmbH | Wieser M.,Wayss and Freytag Ingenieurbau AG
Beton- und Stahlbetonbau | Year: 2015

The new road bridge Horsterdamm in the city of Lauenburg crosses the Elbe-Lübeck-Canal and a railway line. The old bridge, a riveted truss bridge, built in 1939, showed severe defects and had to be replaced. The new bridge is designed as an arched bridge with a composite concrete slab. A bunch of pipes and wires under the bridge lead to the decision to employ precast elements with a cast in place topping. The paper deals with some special design aspects and experiences during erection. Special attention is given to the advantages of the precast elements with respect to crack development due to hydration heat and constraint. © Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG.


Muhlenkamp M.,Ingenieurburo Heitfeld Schetelig GmbH IHS | Heitfeld M.,Ingenieurburo Heitfeld Schetelig GmbH IHS | Klunker J.,Ingenieurburo Heitfeld Schetelig GmbH IHS | Korndorfer C.,Wayss and Freytag Ingenieurbau AG | Schetelig K.,Ingenieurburo Heitfeld Schetelig GmbH IHS
Geotechnik | Year: 2010

For the purpose of groundwater control during construction of the Finnetunnel 176 wells were installed along a stretch of 4.5 km length. Two separate cones of depression were established during the operation of groundwater control measures as both tunnels were driven by tunnel boring machines advancing in different stages. Groundwater was pumped through collection pipes to a central water treatment plant, and was then either reinfiltrated into the bedrock or discharged into the receiving water course. Drawdown characteristics of the extraction wells during the desanding process and results of a trial run were documented and evaluated in detail; on this basis, extraction wells were categorized and the groundwater control section was divided into six homogeneous areas of distinctly different hydrogeological and hydraulic characteristics. As a result, operation of the extraction wells and subsequently the extent of the depression cones could be adjusted according to the advancement of the tunnel. Pump operation times and groundwater extraction volumes were considerably reduced, thereby significantly contributing to the protection of groundwater resources as part of the tunnel is located within a groundwater protection zone.


Rieker K.,Wayss and Freytag Ingenieurbau AG
Proceedings - Rapid Excavation and Tunneling Conference | Year: 2015

Since the mid-19th century the River Emscher in the German Ruhr District has been used for disposing of wastewater. In the early 1990s, it was decided to replace the existing open wastewater system with a sewer system and to restore the River Emscher to its natural state. The major Emscher conversion project is divided into a large number of individual schemes, with construction phase 30 being the largest. By applying the pipe jacking method, interlinking tunnels with section lengths in excess of 1,100 m are constructed.


Rieker K.,Wayss and Freytag Ingenieurbau AG
Proceedings - Rapid Excavation and Tunneling Conference | Year: 2013

Wayss & Freytag Ingenieurbau AG is currently constructing three major infrastructure projects in Belgium. The paper will highlight some of the construction challenges of the projects and the sometimes quite unique construction methods developed and successfully implemented on those projects. Some of the challenges were: tunneling under the live runways of Brussels International Airport; construction of a railway tunnel underneath an existing road tunnel in the heart of Brussels utilizing hand-dug diaphragm walls and pipe-jacking and finally slurry TBM tunneling under the harbor of Antwerp with minimal cover.


Rieker K.,Wayss and Freytag Ingenieurbau AG
North American Tunneling 2010 Proceedings, NAT 2010 | Year: 2010

To adapt gas transportation in Europe to meet future requirements and circumstances, a tunnel is currently being built under the River Ems between Germany and the Netherlands. On its completion, the 4,016 m long tunnel with an outside diameter of 3.60 m and an inside diameter of 3.00 m will accommodate a 48-inch gas pipeline. Due to the geological conditions a slurry shield has been chosen to excavate the tunnel. Concrete segments that are reinforced with steel fibers instead of conventional steel bars are being used to line the tunnel. An approx. 4 kilometer long tunnel is currently being built to the west of the city of Emden, in an area called "Rysumer Nacken." This tunnel will cross the Ems-Dollard estuary in a southerly direction and surface again in the Netherlands. A 48-inch gas pipeline will be installed in the tunnel, which will subsequently be backfilled. The following article describes the constructional and logistical measures necessary for the implementation of the project. In summer 2008, the joint venture "BAM Combinatie Eemstunnel," consisting of Wayss & Freytag Ingenieurbau AG, Frankfurt am Main, Tunnelling Division and its Dutch affiliated company BAM, was awarded the contract for the construction of the four kilometer long section of the gas pipeline, which will have a total length of 500 km and will run across the Netherlands. The gas pipeline is needed to adapt European gas supply to circumstances and future requirements. The contract comprises the mechanized excavation of the segment-lined tunnel, the installation of the 48-inch gas pipe and the backfilling of the tunnel. The length of the tunnel is exactly 4,016 m. It starts in Germany in the "Rysumer Nacken," an area in the city of Emden, crosses under the Ems-Dollard estuary and ends at the Dutch town of Borgsweer (see Figure 1). In the area of the tunnel crossing the shipping channel of the Ems is 12 m deep. On account of this constraint and the geological circumstances, the tunnel axis lies at a depth of 23.5 m below sea level in the area of the shipping channel. The tunnel has its maximum gradient of 5.0% right at the start of the drive.

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