bluuebunny/crossref_metadata_2025_split huggingface dataset:
Improvement of karstified rock through the example of the Irlahüll Tunnel on the new railway line Nuremberg – Ingolstadt
Authors: Reichl Ignaz , Seegers Jörg , Lotter Michael , Prosser Matthias 
Published: September 2009

AbstractIn the Irlahüll Tunnel section to Ingolstadt, the high‐speed rail route Nuremberg‐Ingolstadt‐Munich passes through limestone and dolomite with pronounced karst character. Various karst structures were encountered during the driving of the Irlahüll Tunnel. These were classified into four karst types. In order to activate the load‐bearing effect of the ring of rock around the tunnel, karst structures had to be stabilised. The required thickness of the treatment was determined by structural calculations. Four specialised civil engineering contractors carried the work out.The challenge was to appropriately stabilise slightly‐to strongly‐jointed rock, heterogeneously interspersed with karstification structures. The treatment ranged from filling cavities to grouting loose material and rock. The karst structures were stabilised according to karst type, with materials ranging from cement suspension to concrete. The karstified rock mass was systematically drilled, each individual borehole was geologically evaluated and, where required, further investigated by inserting a camera. The quantity, strength and pressure of the grout used were evaluated continuously by the team of experts for the site supervision and appropriate further steps were decided. The success of the stabilisation was demonstrated through quality control drillings and control grouting. The improvement of the rock mass was achieved to the required degree.Die Eisenbahn‐Schnellfahrstrecke Nürnberg‐Ingolstadt‐München durchfährt im Streckenabschnitt Tunnel Irlahüll bis Ingolstadt stark verkarstungsfähige Kalk‐ und Dolomitsteine. Beim Vortrieb des Tunnels Irlahüll wurden verschiedene Verkarstungsstrukturen aufgefahren, die in vier Karsttypen klassifiziert wurden. Um den Gebirgstragring im Nahbereich des Tunnels zu aktivieren, mussten die Verkarstungsstrukturen vergütet werden. Die erforderliche Mächtigkeit der Vergütung wurde durch statische Berechnungen festgelegt. Vier Spezialtiefbaufirmen führten die Arbeiten durch.Die Herausforderung war, das mit Verkarstungsstrukturen heterogen durchsetzte, wenig bis stark geklüftete Gebirge, entsprechend zu vergüten. Die Bandbreite reichte von Hohlraumverfüllungen über Lockermaterial‐ bis zu Felsinjektionen. Die Vergütung der Karststrukturen erfolgte je nach Karsttyp mit Zementsuspension bis Beton. Das verkarstete Gebirge wurde systematisch abgebohrt, jede einzelne Bohrung geotechnisch bewertet und im Bedarfsfall durch eine Kamerabefahrung vertiefend erkundet. Die eingesetzten Injektionsmengen, ‐güter und ‐drücke wurden durch das Expertenteam der Örtlichen Bauaufsicht laufend ausgewertet und die weiteren Schritte entsprechend festgelegt. Die Qualität der Vergütung wurde mittels Kontrollbohrungen und Kontrollinjektionen nachgewiesen. Das Gebirge konnte im geforderten Maß vergütet werden.
Gibraltar Tunnel Project update – the geomechanical challenges
Authors: Lombardi Giovanni , Neuenschwander Matthias , Panciera Andrea 
Published: September 2009

AbstractThe Gibraltar strait connection project is a very complex one, from its history to the various aspects of the present design stage. The preliminary design of the Gibraltar Tunnel was ready in 1996 but its revision became unavoidable because of the new findings about the geological conditions. The design update turned out to be rather more than a simple design review. The geotechnical characteristics had to be reconsidered for the purpose of the geomechanical computations, which focused on the possibility to realise the tunnel in the worst possible conditions: 200 meters of ground overburden and 50 atmospheres of water pressure is a quite different situation from the one the tunnelling industry is usually facing. Through a broad series of analyses (2D and 3D) and parametric studies, it was possible to ascertain that from a geotechnical point of view the tunnel is feasible provided a series of conditions are fulfilled. The feasibility depends on the possible working conditions for slurry shields or EPB. The drainage is an important factor in order to modify the stress field around the tunnel. Apart from in depth knowledge of the hydrogeological and geotechnical characteristics of the breccias in the centre of the Strait, major technological developments over the next years will be necessary for allowing the construction of the Gibraltar Tunnel.Die Querung der Meerenge von Gibraltar ist von den ursprünglichen Ideen bis zum heutigen Projekt ein äußerst anspruchsvolles Vorhaben. Ein Vorprojekt für einen Tunnel zwischen Spanien und Marokko bestand bereits 1996, musste jedoch aufgrund neuer geologischer Erkenntnisse revidiert werden. Die Revision umfasste jedoch weit mehr als eine einfache Projektnachführung. Für die geomechanischen Analysen waren bislang nicht bekannte geotechnische Eigenschaften des Baugrundes zu berücksichtigen, um die Prüfung der Machbarkeit unter ungünstigen Bedingungen zu gestatten: 200 m Überdeckung bei 50 Atmosphären Wasserdruck sind doch unübliche Bedingungen im Untertagebau. Mittels einer umfassenden Reihe von 2D‐ und 3D‐Analysen konnte der Beweis der Machbarkeit unter bestimmten Voraussetzungen erbracht werden: Diese hängt von den möglichen Arbeitsbedingungen eines Slurry‐ oder EPB‐Schilds ab, wobei die Dränage eine zentrale Rolle für das Spannungsfeld in der Umgebung des Tunnels spielt. Außer verbesserter Kenntnisse der hydrogeologischen und der geotechnischen Eigenschaften insbesondere der Brekzien in Tunnelmitte, werden erhebliche technische Entwicklungen notwendig sein, um den Gibraltartunnel bauen zu können.
The use of open tunnel boring machines in squeezing rock in the Gotthard Base Tunnel
Authors: Gollegger Johannes , Priller Anton , Rausch Meike 
Published: September 2009

AbstractIn the Faido section of the Gotthard Base Tunnel (GBT), two open gripper tunnel boring machines (TBM) with a bored diameter of 9.4 m are each driving about 11 km of single‐track tunnel. No extensive fault zones were expected in the entire section except for the Piora‐Mulde. A special tunnel was driven to investigate the Piora‐Mulde, from which investigation boreholes were drilled down to tunnel level. Because of the finding of sugar‐grain dolomite, the tunnelling work was tendered by drilling and blasting as well as mechanically, but the tenders led to the award being based on TBM tunnelling.In the course of construction, a stretch some hundreds of metres long unexpectedly had to be bored through squeezing rock, where the temporary support was destroyed and the West TBM and backup almost became jammed. This article describes the experience from the mechanical tunnelling of the Faido section and then gives details about the intended support, the design of the TBM, the difficulties that arose and the experiences gained.Im Teilabschnitt Faido des Gotthard Basis Tunnels (GBT) fahren zwei offene Gripper Tunnelbohrmaschinen (TBM) mit einem Bohrdurchmesser von 9, 4 m und einem Achsabstand von 40 m eine Strecke von zweimal rund 11 km Einspurtunnel (EST) auf. Im gesamten Teilabschnitt wurden mit Ausnahme der Piora‐Mulde keine mächtigeren Störzonen erwartet. Zur Erkundung der Piora‐Mulde wurde ein eigener Stollen vorgetrieben, von dem aus Erkundungsbohrungen auf Tunnelniveau abgeteuft wurden. Aufgrund des Ausschlusses von zuckerkörnigem Dolomit wurde sowohl Sprengvortrieb als auch maschineller Tunnelvortrieb ausgeschrieben. Die Offerten führten zu einer Beauftragung des TBM‐Vortriebs.Im Zuge der Ausführung wurde unerwartet ein mehrere hundert Meter langer Bereich mit druckhaftem Gebirge aufgefahren, in dem die Außenschale zerstört wurde und es nahezu zum Verklemmen der TBM West und deren Nachläuferkonstruktion kam. Im vorliegenden Beitrag werden die Erfahrungen des bisherigen maschinellen Vortriebs im Teilabschnitt Faido beschrieben. Im Detail wird auf den vorgesehenen Ausbau, die Auslegung der TBM, die aufgetretenen Schwierigkeiten und auf die daraus gewonnenen Erfahrungen eingegangen.
Material excavated from the A26 tunnel – transport and recycling
Authors: Mittermayr Klaus , Steiner Michael , Ramspacher Werner 
Published: September 2009

AbstractThe A26 Linzer autobahn represents one of the most complex new construction projects of Asfinag BMG, quite part from the traffic and technical challenges – location in the urban area of Linz, almost the entire route runs in tunnels or cut‐and‐cover and two large bridge structures. The tunnelled sections amount to a total length of about 3.2 km, of which about 600 m will be constructed as cut‐and‐cover. About 900,000 m3 of material will be excavated overall, of which 700,000 m3 is rock and 200,000 m3 loose ground. Particularly the transport away and the recycling of the material excavated from the tunnel will be a major challenge in the inner‐city area. The Danube will be used as a waterway for the transport of excavated material from the mined sections in order to avoid truck transport with its resulting environmental impact. The recycling of the excavated material will be done at harbour facilities available in the neighbourhood of the project.Die A26 Linzer Autobahn stellt neben ihren verkehrlichen und technischen Rahmenbedingungen – Lage im Stadtgebiet von Linz, Streckenführung praktisch zur Gänze als Tunnel‐ bzw. Unterflurtrasse, zwei große Brückenbauwerke – vor allem für die Bauausführung eines der komplexesten Neubauprojekte der Asfinag BMG dar. Die Tunnelbaustrecken umfassen eine Gesamtlänge von rund 3,2 km; davon werden rund 600 m als Unterflurtrasse oder in offener Bauweise ausgeführt. An Ausbruchmassen fallen insgesamt rund 900.000 m3 an, davon rund 700.000 m3 Festgestein und 200.000 m3 Lockermaterial. Speziell der Abtransport und die Weiterbehandlung der Tunnelausbruchmassen stellt im innerstädtischen Bereich eine große Herausforderung dar. So wird die Donau als Schifffahrtsroute für den Abtransport des Ausbruchmaterials der bergmännischen Bauweise genutzt, um LKW‐Fahrten und somit Umweltbelastungen zu vermeiden. Die Weiterverwertung der Ausbruchmassen erfolgt an den dazu zur Verfügung stehenden Hafenanlangen im Umfeld des Projekts.
Ductile support design
Authors: Radončić Nedim , Schubert Wulf , Moritz Bernd 
Published: September 2009

AbstractTunnelling in weak ground under high overburden normally results in very high displacements and if a stiff support concept is applied, this requires a very high load‐bearing capacity. This has again and again proved to be both an uneconomical and an unsafe concept, leading to extremely high lining thickness and brittle failure behaviour. In order to avoid such problems, ductile support systems have been developed, which allow controlled deformation of the ground and plastic dissipation of excessive stresses accumulated in the lining. For the efficient design of such systems, the aspects of spatial and time‐dependent development of displacement, time‐dependent properties of shotcrete, and the load‐displacement behaviour of the ductile elements have to be harmonized.The requirements posed on a ductile support system are presented, together with simple principles for the determination of ground behaviour boundaries when the application of a ductile support becomes imperative. Recent developments of ductile elements for use with shotcrete linings are described, and their general performance and efficiency are reviewed. A method for calculation of shotcrete stresses using absolute displacement monitoring data is presented, allowing the identification of both inefficient (lining stresses too low and strongly variable in the cross‐section) or unsafe (lining stresses almost exceeding the strength) concepts and optimisation during construction.Bei Tunnelvortrieben in Gebirge geringer Qualität und hoher Überlagerung treten in der Regel große Verformungen auf. Bei steifem Ausbaukonzept ist zum Erzielen eines Gleichgewichts eine sehr hohe Ausbaukapazität erforderlich. Die Erfahrung hat gezeigt, dass steife Ausbauten sehr unwirtschaftlich sind, und dass ein Versagen der Schale oft trotzdem nicht verhindert werden kann, was zu Sicherheitsproblemen führt. Zur Lösung des Problems wurden schon vor geraumer Zeit duktile Ausbausysteme entwickelt, die einen kontrollierten Lastaufbau in der Auskleidung erlauben. Zur Auslegung eines solchen duktilen Ausbaus müssen die räumliche und zeitliche Entwicklung der Verschiebungen sowie die zeitabhängigen Eigenschaften des Spritzbetons und die Charakteristik der duktilen Elemente berücksichtigt werden.Eine Methode zur Ermittlung der Spannungen im Spritzbeton aus den Verschiebungsmessungen wird vorgestellt. Dies erlaubt eine einfache Abschätzung der Effizienz verschiedener Systeme sowie eine Optimierung der Auslegung duktiler Ausbauelemente.
Solutions for the sustainable reduction of the tipping requirement at the Koralm tunnel
Authors: Harer Gerhard , Pichler Peter 
Published: September 2009

AbstractThe Koralmbahn railway line between Graz and Klagenfurt is an essential part of the Baltic‐Adriatic corridor. The new high‐speed rail link will create new capacities and provide much better conditions for environmentally friendly rail goods traffic. The current journey times for passenger traffic will be considerably reduced. The Koralm tunnel with a length of about 32.9 km is the core piece of the new Koralmbahn. The tunnelling work will produce about 5 m m3 of excavated material in the consolidated state. For this reason, work on a programme for the economic and environmentally friendly processing of the material to be excavated from the tunnel has been undertaken since the earliest design phases, the aim being the highest possible degree of recycling and the lowest possible need for tipping.Die Koralmbahn zwischen Graz und Klagenfurt stellt ein maßgebliches Teilstück im Rahmen des Baltisch‐Adriatischen Korridors dar. Mit dieser neuen Eisenbahn‐Hochleistungsverbindung werden neue Kapazitäten und deutlich verbesserte Voraussetzungen für den umweltfreundlichen Bahngüterverkehr geschaffen. Im Personenverkehr wird die derzeitige Fahrzeit erheblich reduziert. Der Koralmtunnel stellt mit einer Länge von rund 32,9 km das Kernstück der neuen Koralmbahn dar. Im Zuge des Tunnelbaus fallen im festen Zustand rund 5 Mio. m3 Ausbruchmassen an. Daher wurde bereits seit den frühesten Planungsphasen konsequent an einem Programm für den wirtschaftlichen und umweltfreundlichen Umgang mit diesem Tunnelausbruchmaterial, mit dem Ziel möglichst hoher Wiederverwendung und möglichst geringem Deponierungserfordernis, gearbeitet.
Primary and multisensory cortical activity is correlated with audiovisual percepts
Authors: Benoit Margo McKenna , Raij Tommi , Lin Fa‐Hsuan , Jääskeläinen Iiro P. , Stufflebeam Steven 
Published: September 2009

AbstractIncongruent auditory and visual stimuli can elicit audiovisual illusions such as the McGurk effect where visual /ka/ and auditory /pa/ fuse into another percept such as/ta/. In the present study, human brain activity was measured with adaptation functional magnetic resonance imaging to investigate which brain areas support such audiovisual illusions. Subjects viewed trains of four movies beginning with three congruent /pa/ stimuli to induce adaptation. The fourth stimulus could be (i) another congruent /pa/, (ii) a congruent /ka/, (iii) an incongruent stimulus that evokes the McGurk effect in susceptible individuals (lips /ka/ voice /pa/), or (iv) the converse combination that does not cause the McGurk effect (lips /pa/ voice/ ka/). This paradigm was predicted to show increased release from adaptation (i.e. stronger brain activation) when the fourth movie and the related percept was increasingly different from the three previous movies. A stimulus change in either the auditory or the visual stimulus from /pa/ to /ka/ (iii, iv) produced within‐modality and cross‐modal responses in primary auditory and visual areas. A greater release from adaptation was observed for incongruent non‐McGurk (iv) compared to incongruent McGurk (iii) trials. A network including the primary auditory and visual cortices, nonprimary auditory cortex, and several multisensory areas (superior temporal sulcus, intraparietal sulcus, insula, and pre‐central cortex) showed a correlation between perceiving the McGurk effect and the fMRI signal, suggesting that these areas support the audiovisual illusion. Hum Brain Mapp, 2010. © 2009 Wiley‐Liss, Inc.
Sensory‐motor brain network connectivity for speech comprehension
Authors: Londei Alessandro , D'Ausilio Alessandro , Basso Demis , Sestieri Carlo , Gratta Cosimo Del , Romani Gian‐Luca , Belardinelli Marta Olivetti 
Published: September 2009

AbstractThe act of listening to speech activates a large network of brain areas. In the present work, a novel data‐driven technique (the combination of independent component analysis and Granger causality) was used to extract brain network dynamics from an fMRI study of passive listening to Words, Pseudo‐Words, and Reverse‐played words. Using this method we show the functional connectivity modulations among classical language regions (Broca's and Wernicke's areas) and inferior parietal, somatosensory, and motor areas and right cerebellum. Word listening elicited a compact pattern of connectivity within a parieto‐somato‐motor network and between the superior temporal and inferior frontal gyri. Pseudo‐Word stimuli induced activities similar to the Word condition, which were characterized by a highly recurrent connectivity pattern, mostly driven by the temporal lobe activity. Also the Reversed‐Word condition revealed an important influence of temporal cortices, but no integrated activity of the parieto‐somato‐motor network. In parallel, the right cerebellum lost its functional connection with motor areas, present in both Word and Pseudo‐Word listening. The inability of the participant to produce the Reversed‐Word stimuli also evidenced two separate networks: the first was driven by frontal areas and the right cerebellum toward somatosensory cortices; the second was triggered by temporal and parietal sites towards motor areas. Summing up, our results suggest that semantic content modulates the general compactness of network dynamics as well as the balance between frontal and temporal language areas in driving those dynamics. The degree of reproducibility of auditory speech material modulates the connectivity pattern within and toward somatosensory and motor areas. Hum Brain Mapp, 2010. © 2009 Wiley‐Liss, Inc.
Functional 5‐HT1a receptor polymorphism selectively modulates error‐specific subprocesses of performance monitoring
Authors: Beste Christian , Domschke Katharina , Kolev Vasil , Yordanova Juliana , Baffa Anna , Falkenstein Michael , Konrad Carsten 
Published: September 2009

AbstractOur study investigates the dependence of response monitoring and error detection on genetic influences modulating the serotonergic system. This was done using the event‐related potentials (ERPs) after error (Ne/ERN) and correct trials (Nc/CRN). To induce a sufficient amount of errors, a standard flanker task was used. The subjects (N = 94) were genotyped for the functional 5‐HT1A C(−1019)G polymorphism. The results show that the 5‐HT1A C(−1019)G polymorphism specifically modulates error detection. Neurophysiological modulations on error detection were paralleled by a similar modulation of response slowing after an error, reflecting the behavioral adaptation. The 5‐HT1A −1019 CC genotype group showed a larger Ne and stronger posterror slowing than the CG and GG genotype groups. More general processes of performance monitoring, as reflected in the Nc/CRN, were not affected. The finding that error‐specific processes, but not general response monitoring processes, are modulated by the 5‐HT1A C(−1019)G polymorphism is underlined by a wavelet analysis. In summary, the results suggest a specific effect of the 5‐HT1A C(−1019)G polymorphism on error monitoring, as reflected in the Ne, and suggest a neurobiological dissociation between processes of error monitoring and general response monitoring at the level of the serotonin 1A receptor system. Hum Brain Mapp, 2010. © 2009 Wiley‐Liss, Inc.
Unintentional parathyroidectomy and hypoparathyroidism in secondary central compartment surgery for thyroid cancer
Authors: Ondik Michael P. , McGinn Johnathan , Ruggiero Francis , Goldenberg David 
Published: September 2009

AbstractBackground.Unintentional parathyroidectomy is a complication of thyroid surgery. To our knowledge, no study has specifically examined the incidence of inadvertent parathyroidectomy exclusively in patients undergoing secondary central compartment surgery for recurrent or persistent thyroid cancer.Methods.The records of 40 patients who underwent 42 secondary central compartment surgeries for thyroid cancer were reviewed to determine the incidence of inadvertent parathyroidectomy.Results.Parathyroid tissue was present on permanent pathology in 31% of SCCSs. Unintentional parathyroidectomy did not have an effect on hypoparathyroidism. Concomitant lateral neck dissection did not have an effect on the incidence of hypoparathyroidism, but did have a statistically significant effect on inadvertent parathyroidectomy.Conclusion.Accidental resection of parathyroid tissue is relatively common in secondary central compartment surgery compared with primary thyroid surgery, but does not appear to correlate with postoperative hypoparathyroidism. © 2009 Wiley Periodicals, Inc. Head Neck, 2010
Effect of groundwater freshening on riparian vegetation water balance
Authors: Doody Tanya M. , Holland Kate L. , Benyon Richard G. , Jolly Ian D. 
Published: September 2009

AbstractIn the floodplains of the lower River Murray (Australia), riparian open forests and woodlands dominated by River Red Gum (Eucalyptus camaldulensis Dehn.), Black Box (E. largiflorens F. Muell.) and River Cooba (Acacia stenophylla A. Cunn. Ex Benth.) have been severely impacted by salinization and drought. The ‘Bookpurnong Experiment’ was developed to test the hypothesis that watertable lowering combined with groundwater freshening would reduce tree water stress and improve floodplain vegetation health. Tree water use and water stress following groundwater freshening were examined using measurements of sapflow, pre‐dawn leaf water potentials and stable isotope composition of xylem water. Water use and water stress varied markedly across the floodplain. The open mixed forest lining the bank of the River Murray, with access to fresh groundwater, used five times more groundwater over the measurement period and maintained greater canopy vigour than the open mixed woodland at inland sites. The River Cooba trees approximately 80 m from the river responded to watertable lowering of 0·65 m and to groundwater freshening by increasing transpiration. Black Box trees at the same site experienced reduced plant water stress, with no increase in transpiration. However, at a third site, approximately 170 m from the river, where the saline watertable (total dissolved solids = 36 300 mg l−1) was lowered by 1 m, no change in plant water stress or pattern of plant water use was observed. These results indicate that groundwater lowering combined with groundwater freshening can provide an accessible water source for water‐stressed floodplain vegetation. Copyright © 2009 John Wiley & Sons, Ltd.