“New Harbour” in Doha/Qatar - Putzmeister Holding GmbH

On site
On site
German Unity Transport Project 8:
Tunnel construction for the new high
speed ICE rail link between Nuremberg
and Berlin
a mat was used to form a protective layer
over the seal. The filling concrete
was placed directly behind the foot
formwork carriage in sections to create
an ideal area for follow-up work on the
inner shell. The company Kern provided
the fleet of machines for the inner shell,
which were set up in the north while
work was already underway and then
supplied from that end.
Vaulting concrete
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[ALPINE BeMo Tunnelling GmbH, Site manager
Claus Melzer, August 2012]
The new high speed rail link between
Ebensfeld and Erfurt is 107 km long,
passes through 22 tunnels with a total
length of 41 km and over 29 viaducts
with a total length of 12 km. The 1.3 km
long Baumleite tunnel is located on the
edge of the Thuringian Forest between
the Thuringian communities of Theuern,
Truckenthal and Grümpen. A 40 m deep
shaft structure as well as crossways and
escape tunnels have been built next to
the twin-track main tunnel.
DB Netz AG commissioned ALPINE BeMo
Tunnelling GmbH, Niederlassung West
(formerly Beton- und Monierbau Innsbruck
GmbH, NLW) to construct the
Baumleite tunnel.
Inner shell
As specified in the tender, areas of the
inner shell with more than 30 cm of
water were lined with plastic sealing
membranes and an impermeable concrete
structure. The entrance blocks and
the first mined blocks were intended to
form an impermeable concrete structure.
The two inner shells were 45 cm and 60
cm thick and a 45 cm thick shell was
added to the structure, extending up to
the edges. A total of about 43,000 m³ of
inner shell concrete, 2,000 t of concrete
reinforcements and 26,000 m³ of filling
concrete were placed.
For logistical reasons, it was necessary
to service the tunnel from both ends. In
the south, an additional storage area was
created so that the seal and concrete reinforcements
in the tunnel floor could be
installed from this end. It was therefore
necessary to place a levelling layer beforehand
using a vibrating beam and a
stiff C20/25 concrete - a task which was
completed after 10 days of continuous
operation. Instead of protective concrete,
It was possible to adapt the fleet of commissioned
formwork carriages according
to requirements. The concrete reinforcement
carriage was equipped with a pallet
truck. The weight of the vaulting carriage
was 140 kN/m² due to the concreting
technology used. Particular attention
was paid to keeping the stopend formwork
as lightweight and manageable as
possible in spite of high static requirements.
A folding support member was
used at the critical point along the foot
section. Steel girders were used in the
remaining section up to the abutment so
that 80 mm thick facing timber could be
used. The steel girders in the roof area
were replaced with timber girders due to
p M 24 at the north entrance
Inner shell concrete formula:
C30/37X0 XC4 XF1 XA1
320 kg/m³ CEM II/A-S 42,5 R
Deuna PZ Doppel
35 kg/m³ SFA Schwenk Zement KG
(Kremer)
167 l/m³ water
799 kg/m³ 0/2
306 kg/m³ 2/8
685 kg/m³ 8/16
1,15 % Sky 651 BASF
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