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

On site
On site
the lower load on the stopend formwork.
A Putzmeister BSA 1408 E stationary
concrete pump was responsible for concreting
the 12.5 m long vaulting blocks,
each with a maximum volume of 250 m³.
Concrete for the escape tunnel floor
The small cross section, all-round seal
and installation of the extinguishing water
lines and cable conduits in the cross
section of the inverted arch presented a
particular challenge. A standard solution
would be a continuous recess for
the lines and conventional formwork in
blocks. Here the sealing, reinforcement
and concreting work would have been
performed in the smallest of spaces. Instead,
the sealing components for the
entire floor of the escape tunnel were
prefabricated beforehand and then covered
by a protective concrete layer 15
cm thick (shown in blue in the illustration
below). The outer reinforcing layer
was installed in sections. The team then
erected the support cage (shown in red
in the following illustration), which was
anchored accurately into position by
support concrete. The cable conduits
and the extinguishing water line were
tied to the support cage to retain them
in position as well as provide buoyancy
protection. Separating elements from
Contec were used to manufacture the
expansion joint. Finally the inner reinforcing
layer was laid, followed by the
concreting work. This method was used
to manufacture all five AT 6 blocks.
Working on the inner shell
of the escape tunnel arch
The inner shell of the escape tunnel arch
was manufactured using a new steel
formwork carriage supplied by Kern.
The system is designed so that the formwork
consists of 2 x 5.0 m parts and a
moving undercarriage. Work started on
three blocks for crossway NA 3, each
5 m in size. The second formwork for
the 10 m NA 3 control blocks was then
erected. The undercarriage was removed
from the formwork during concreting
to allow more space for the concreting
work. n
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ÄÄBaumleite tunnel
The geology of the Baumleite tunnel
construction site consists primarily of
Knau limestone and marlstone. The
design is pressure-tight and the inner
shell is covered with an all-round
seal. An emergency exit in the form of
a shaft was built to safeguard the tunnel.
Operations started in the north
entrance working towards the south.
The north and south entrances were
adapted to the topographic conditions.
The maximum height of the
recess was 19 metres. The south
entrance is lined with finished parts.
The emergency exit is an escape shaft
about 40 metres in height.
A concrete ring tilting outwards was
installed in the roof area at the tunnel
entrance.
Baumleite tunnel facts and figures
Construction method excavation
Length
1,317 m
Maximum overlap
30 m
Flow speed
300 km/h
Tunnel breakthrough 7/2010
Route opens 2017
Largest ship tunnel
in Europe in the
Lusatian Lakeland
[Lausitzer Rundschau 05.04.2012 / Kathleen Weser]
The upper crowns of the immense shipping
tunnel between the Sedlitz and
Grossräschen Lakes (canal 11) were put
into position in April 2012. At 186 metres
in length, the tunnel was designed for
passenger ships in the Lusatian Lakeland
and although only the second longest
in Europe, it is still the largest. The Weilburger
ship tunnel along the Lahn river
is nine metres longer, but is only suitable
for small craft.
[Senftenberg/Sedlitz] It took six weeks
to prepare for the transportation of the
upper crowns to the tunnel over canal
11 between the Sedlitz and Grossräschen
Lakes. The steel and concrete components
rolled onto the construction site on
the night of 4 April. Within five hours,
a crane had hoisted the first two conical
concrete chimneys onto the roof of the
tunnel in broad daylight. With a diameter
of 3.5 metres and weighing between
13 and 15 tons, transportation of the
heavyweights along the public roads of
Halberstadt in Lusatia was only just possible.
At seven metres in diameter, the
even larger upper crowns positioned at
either side of the tracks at the centre of
the tunnel had to be cast on site.
Daylight and fire prevention
Gazing at the concrete towers with an
obvious sense of satisfaction, Jan Masnica,
project manager from the LMBV
(Lusatian and Central German Mining
Administration Company) declared that
the “problem of the fire prevention requirements
has been solved exceptional-
ÄÄThe Lusatian Lakeland ...
...is an artificially created lake district
between Berlin and Dresden. By 2018,
the flooding of decommissioned open
cast mines in the Lusatian coal fields
should create Europe‘s largest artificial
water landscape and the fourth
largest lake district in Germany.
Some of the lakes have already
reached their final water level, while
others may take a few years to fill
completely.
[Source: wikipedia.de]
ÄÄwww.lausitzerseenland.de
19
Neubaustrecke Ebensfeld–Erfurt
Tunnel Müß
Tunnel Baumleite
More information about the
German Unity 8 transport project:
ÄÄwww.vde8.de
q The M 20 with flexible boom is the perfect machine for concreting wall segments
under the train track. Image: Steffen Rasche/Senftenberg
20
Frankfurt
am Main
VDE 8 Neubaustrecke
VDE 8 Ausbaustrecke
Halle (Saale)
Erfurt
Magdeburg
Gröbers
Tunnel Baumleite
Tunnel Müß
Hamburg /Rostock
Berlin
Lutherstadt
Wittenberg
Leipzig
Dresden
Die Neubaustrecke (NBS) Ebensfeld–Erfurt besteht zu
einem Großteil aus Ingenieurbauwerken. Es werden
insgesamt 22 Tunnel und 29 Brücken errichtet.
Tunnel Müß
Der Tunnel Müß liegt zwischen den Gemeinden Grümpen
und Roth/Döhlau im Landkreis Sonneberg (Thüringen).
Die geologischen Verhältnisse sind durch massige Sandsteine
mit zwischengelagerten Tonsteinen geprägt.
Wegen vorhandenen Schicht- und Grundwassers ist die
Innenschale mit einer sogenannten Regenschirmabdichtung
versehen. Die Sohlplatte mit Sohl filter dient der
Grundwasserentspannung. Der Vortrieb erfolgte vom
Nordportal in Richtung Süden. Der Aushub gelangte direkt
zur unmittelbar benachbarten Deponie Müß. Die beiden
Portale wurden in ihrer Lage auf die topografischen Verhältnisse
abgestimmt. Die Höhe des Einschnittes im Süden
beträgt beim bergmännischen Anschlag 19 Meter. Das
Süd portal hat eine Verkleidung mit Fertigteilen. Der bergmännische
Anschlag beim Nordportal wurde so gewählt,
das er im Festgestein und nicht in den nördlich anstehenden
Lockergesteinen zu liegen kommt. Die Überlagerung
des Tunnels beträgt maximal 22 Meter.
Coburg
Ebensfeld
Bamberg
Forchheim
Fürth
Nürnberg
München /Verona
Verkehrsprojekt Deutsche Einheit (VDE) Nr. 8
Aus-/Neubaustrecke
Nürnberg–Erfurt–Leipzig /Halle–Berlin
Figure:
Deutsche Bahn AG
Dieses Projekt wird kofinanziert von der Europäischen Union
Europäischer Fonds zur regionalen Entwicklung (EFRE)
Tunnel Baumleite Bau der Innenschale, 2011
Tunnel Baumleite
Der Tunnel Baumleite befindet sich zwischen den Gemeinden
Theuern, Truckenthal und Grümpen. Die Geologie
dieser Baustelle zeigt sich mit Knauerkalkstein und Mergelstein.
Die Auslegung wird druckdicht, die Innenschale
mit einer Rundumabdichtung versehen. Zur Sicherung
des Tunnels wurde ein Notausgang als Schacht gebaut.
Der Vortrieb begann vom Nordportal in Richtung Süden.
Der Aushub gelangte vom Nordportal direkt auf die
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