The Austrian road safety legislation requires formal approval of new tunnels as well as tunnel rehabilitation projects by the ministry of transport, infrastructure and technology.
Approval is required for the basic design (STSG §7) as well as the final design prior to commissioning (STSG §8).
In this regard and on behalf of the ministry, Lombardi SA has been mandated to establish safety expertises regarding the following tunnel objects:
- Tunnel chain Klaus
- Kaisermühlen Tunnel
- Liefering Tunnel
|Agua Negra Tunnel||References_187|
The Agua Negra tunnel is the main component of the "Bioceanic Corridor", an international project aimed to set an efficient roadway crossing through the Andes Cordillera, connecting Porto Coquimbo (Chile) to Porto Alegre (Brazil).
The project includes the construction of a 13.9 km long twin tunnel, linking the two portals at 4'080 m a.s.l. (Argentina) and 3'605 m a.s.l. (Chile). The tunnel is provided with cross passages every 250 m, two ventilation caverns (one provided with a vertical ventilation shaft of 500 m, the other with a 4.5 km long ventilation tunnel). The project includes also the ramps and the control building. The cross section is horse-shoe shaped and the carriage way is two lane wide, with a free section 7.50 m wide and 4.80 m high. There are walk ways on both sides. According to the concept for a longitudinal ventilation, the tunnel is not provided with an intermediate slab.
The construction concept is to excavate the tunnel from both portals, with two contemporary and independent excavation faces each. The excavation will be drill & blast in order to assure the maximum adaptability to the geological conditions.
Particular aspects of the project are the high elevation of the portals, the distance to the nearest urban center (>200 km), the extreme meteorological conditions in terms of wind and thermal excursion and the high seismic risk.
Lombardi is responsible of the new conceptual study, the preliminary project and the technical tender documentations for the underground and external civil works as well as for the electromechanical equipment.
|N02 - 120093 - Belchen Second repair BZI 2.0||References_7659|
The Belchen Tunnel on the A2 motor highway between Basel and Egerkingen crosses the Jura Mountains. The bedrock contains parts called Gipskeuper, a rock mass comprising anhydrite, hence causing damage to the existing tunnel lining due to rock swelling processes. Severe damages require rehabilitation of the two, dual carriageways tunnels.
The essential measures include:
- Extensive repair of the two tubes (including replacement of the invert arch,
renovation of the arched ceiling incl. securing its bedding, replacement of the
intermediate ceiling, refurbishment of the underground control centers,
adjustments to the ventilation system, to the drainage and other operational
and electromechanical equipment, etc.);
- New, additional cross passages between the two tubes;
- Filling of the existing shafts and dismantling of their cover structures;
- Installation sites South and Logistics Area North.
Lombardi is very pleased to execute the mandate of project author civil works for the phases project of intervention/detailed project, tender, construction drawings, execution/commissioning in the same JV as the previous phases.
The implementation of some "bridging measures" in the middle tube (1st step) is expected to take place in 2021 and 2022, while the repair of the tube towards Basel is planned to take place from 2023 to 2027. This will be followed by the 2nd step of the repair in the middle tube.
Rehabilitation of two double-lane tunnels, each 3.18 km long, dating from the 1960s. Replacement of the invert arch in swelling Gipskeuper and Opalinus clay. Replacement of the intermediate ceiling. Decommissioning and backfilling of 3 ventilation shafts, each over 100 m high. New construction of cross passages. Reconstruction of the 3 underground control centers, ventilation, MEP.
|New Axen Road N4||References_110|
In the course of the completion of the national road network, the missing link between Ingenbohl and Gumpisch along Urner Lake will have to be realized.
The core of the N4 New Axen Road consists of the bi-directional two-track Sisikon and Morschach Tunnels. The Morschach Tunnel is approx. 2.9 km long and is excavated by drill-and-blast from Ingenbohl. The Sisikon Tunnel is approx. 4.4 km long and is, due to the space restrictions in both portal areas, mostly excavated by drill-and-blast from the access at Dorni.
The tunnels are mostly driven through stable lime rock formations, structurally more unfavorable conditions with Palfris marl are expected only in the region of the Riemenstald Valley. Ventilation stations will be built on each portal.
Lombardi Ltd. is working for this project in a consortium called “INGE Axen”.
The services include the sections tunnel construction as well as the technical overall direction of the project with the following scope of performance:
- Technical coordination between the planners and the specialists;
- Design of the main project, detailed project and preparation of the bidding
- Preparation of documents for the implementation.
|N02 Second tube Gotthard road tunnel - civil works||References_6745|
The existing 1st tube of the Gotthard road tunnel (1TG) must be rehabilitated. On June 27, 2012, the Swiss Federal Council decided in favor of the variant “Construction of a second tunnel tube with subsequent rehabilitation of the existing tube (without increase in traffic capacity)” and thus in favor of a second tube (2TG).
The 2nd tube is 17 km long and is located east of the existing service and safety tunnel (SISto) with a standard distance of 40 m. The alignment of the 2TG is mostly parallel to the route of the existing tube and the SISto. The existing portals in Göschenen and Airolo have already been designed for a 2nd tube and will be retained. The second tube will be excavated mainly by Shield-TBM (TBM-S), secured with a segmental lining and lined with a drained in-situ concrete lining. As tunnel ventilation, 5 mined ventilation stations and 2 ventilation facilities at both portals are required. The two fault zones “Mesozoic” and “Guspis”, each about 300 m long, will be made accessible in advance by two access tunnels of about 5 km, and excavated by drill-and-blast method (conventional tunneling). In both portal areas, the existing safety tunnel has to be relocated and new portal ventilation stations have to be built. Furthermore, several relocations and adjustments are required in Göschenen and Airolo. The excavated rock material will be processed as aggregate for concrete or used for various terrain modeling in Airolo and for the lake fill III in Flüelen (Lake Lucerne).
Lombardi SA, as the leader of the JV “Nuovo Gottardo”, was awarded the contract “Designer tunnel – civil works” in November 2018. The services of Lombardi SA include the preparation of the detailed project, the tender documents and the construction drawings (final design) as well as the completion of the drawings and documents “as built”. (SIA phases 32 up to and including phase 53).
The design activities include all underground structures as well as the preparatory works in Göschenen and Airolo.
Commissioned in 1974, the Vennes-Chexbres section of the N09 highway is subject to major maintenance works. In addition, to overcome the difficulties caused by the traffic overload of the section, it is planned to implement a dynamic lane that enables to use the emergency lane as a temporary traffic lane during the high traffic load periods (temporary PUN) between the junctions of Vennes and Belmont.
Lombardi SA, leader of the LIG-A JV, oversees the project management and most of the tunnel- and geotechnical studies.
The Belmont tunnel, double tube with one-way traffic (L=about 350 m), will be extended with the help of a protective cover that guarantees a separation of the construction area from the traffic space along its entire length, thus maintaining 2 lanes with reduced width (2x3.50 m) during the enlargement of the tunnel.
The construction method chosen and adapted for the Belmont tunnel is pioneering in Switzerland and represents a significant technical challenge, but also a great opportunity for the other numerous Swiss tunnels that in the coming years will have to be repaired or enlarged under traffic.
All works will be carried out under traffic (DMT of 65,000 vehicles/day) with the upkeep of the 4 lanes at peak times. This traffic management and the implementation of the PUN are associated with important civil works, including the enlargement of the Belmont tunnel and the expansion and strengthening of other structures in the section.
|Seelisberg Tunnel - Hauptinspektionen||References_930|
The Seelisberg tunnel is a 9’250 m long, double-tube and double-lane road tunnel on the highway N02, connecting Beckenried (NW) with Seedorf (UR). It is the second-longest tunnel between Basel and Chiasso after the Gotthard Road Tunnel.
There are cross-passages between the tubes every 300 meters. The tunnel system also comprises the two ventilation stations Rütenen and Büel at the south portal as well as the underground ventilation station Hattig with a vertical shaft and outdoor installations.
The assignment comprises the quinquennial main inspections of the tunnel (2013/2018) and the auxiliary structures (2014/2019) as well as several intermittent inspections with the following work packages:
Main inspection with visual check, evaluation and assessment of all the 43 components.
Intermittent inspections of single, regularly to be tested structural parts as well as their evaluation and assessment.
Evaluation and assessment of the monitoring measurements in the contract section Huttegg (segment deformation) and in the Amdenmergel segment of the contract section Rütenen (swelling-induced heaves).
The objectives of the condition examination are:
Preservation of a sufficient structural and operational safety,
Ensuring the suitability for use,
Awareness and accountability of the owner,
Documentation of the structural condition and its transformation.
|San Bernardino Tunnel - Ventilation||References_5383|
The San Bernardino tunnel is divided in three ventilation sections (north, center, south). It is ventilated by means of four ventilation stations (North, Aria, Sasso and South). The ventilation system, originating in the sixties, has been partially renewed from 2001 to 2007.
In the years to come, at first the ventilation shaft Aria needs rehabilitation, and thereafter the ventilation shaft Sasso needs partial rehabilitation. Measures will be taken in the ventilation system to ensure the safety during the rehabilitation work, more specifically:
- The substitution of the axial exhaust air fans in the stations North, Aria, Sasso
- The addition of an axial air fan in place of the fresh air fan which has already
been removed from the stations North and South, respectively;
- The installation of compartmentation dampers into the exhaust air channel in
order to create a redundancy between the fans;
- The substitution of 12 jet fans;
- The renouncement of the fresh air supply fan (substitution with additional
safety gallery fans) in the Aria and Sasso stations;
- The replacement and doubling of the safety gallery overpressure fans in
order to create the necessary redundancy during the rehabilitation phase of
the shafts in the Aria and Sasso stations;
- The substitution and the adding of measuring sensors.
No interventions are planned at the exhaust dampers which will be retained. In the context of control, it is planned to replace the local control cabinets for the longitudinal ventilation, the exhaust air and the safety gallery fans. The SCADA will be kept and updated in order to integrate the additional fans/dampers.