The very variable geological conditions require two completely independent machine concepts for contract KAT3 of the Koralm Tunnel, which have been taken into account with the planned use of a shield machine capable of being rebuilt. This article discusses the essential constructional requirements for machinery and construction methods based on the current state of design and knowledge. Koralm Tunnel overviewThe most important structure along the new high-speed railway line between Graz and Klagenfurt is the Koralm Tunnel. The tunnel length of 32.9 km is divided into three contracts, which will mostly be driven in a continuous process (contract KAT2 in Styria, contract KAT3 in Carinthia), with an excavated cross-section of about 82 m 2 . In accordance with the European safety standard (TSI), the two parallel single-track running tunnels will be linked every 500 m with crosscuts, with an additional emergency halt approximately in the middle of the tunnel.In order to obtain detailed geotechnical knowledge for the planning of mechanical tunnelling, extensive investigation measures were undertaken in the location of the top heading of the later southern bore. In order to achieve representative cover of the geological conditions, a shaft was sunk at Paierdorf ( Fig. 1) in the section of contract KAT3 with deep overburden in addition to the starting points with shallow overburden (West portal, intermediate starting point at Mitterpichling). The Paierdorf investigation tunnel was excavated in both directions from this shaft. The top heading, with a clear excavation area of approx. 40-50 m 2 , was excavated in the neogenic and through the fault zones with a temporary top heading invert.The transition from the neogenic to the crystalline, which is marked by a pronounced fault tectonic, the Lavanttal main fault zone, is the main focus of investigation for contract KAT 3. The tunnelling work undertaken during the investigation programme is mostly complete. At the moment, the eastward drive of the investigation tunnel towards the contract boundary is still underway, but has already passed through the Lavanttal main fault zone and is now in the crystalline section of the Koralpe. Koralmtunnel ÜberblickDas Hauptbauwerk der neuen Eisenbahn-Hochleistungsstrecke zwischen Graz und Klagenfurt bildet der Koralmtunnel. Die Tunnellänge von 32,9 km ist unterteilt in drei Baulose, die überwiegend im kontinuierlichen Vortriebsverfahren (Baulos KAT2 Steiermark, Baulos KAT3 Kärn-ten), mit einem Ausbruchquerschnitt von rund 82 m 2 aufgefahren werden. Dem europäischen Sicherheitsstandard (TSI) entsprechend werden die beiden parallel verlaufenden Einspurtunnel alle 500 m durch Querschläge verbunden; etwa in Tunnelmitte wird eine Nothaltestelle eingerichtet.Um detaillierte geotechnische Erkenntnisse für die Planung der Maschinenvortriebe zu erlangen, wurden umfangreiche Erkundungsmaßnahmen im Kalottenbereich der späteren Südröhre ausgeführt. Zur repräsentativen Abdeckung der geologischen Verhältnisse wurde zusätzlich zu den Angriffstellen mit...

The success of mechanised tunnelling is greatly influenced by the interactive behaviour of machine and ground. A multitude of published research and practice reports documents the problem of a targeted forecast based on tests and forecasting models [19]. The paper describes the currently used methods of estimating performance-relevant parameters, including current research into the subject of crack propagation in solid rock and developments in disc force measurement on the tunnel boring machine and its forecasting from laboratory tests. IntroductionIn order to determine a theoretical performance forecast for a TBM drive at the design stage, the entire tunnelling process is divided into partial elements and process activities. These include, at the interface to the ground, 1:1 measurements of disc forces and in the future also the minidisc cutting test newly developed at the Montanuniversität Leoben. Final statements to forecast the performance are, however, first possible based on knowledge of the in-situ stress conditions, the prevailing geological and hydrogeological conditions in interaction with the tools used and the tunnel boring machine -in other words, through tests during the construction phase. Performance-relevant parameters in TBM tunnellingState of the technology 2.1 OverviewThe resulting advance rate is determined by the interaction of geological, mechanical and process-technical and construction operational factors. The cutterhead penetration is defined as the average advance into a rock or rock mass for one single rotation of the cutterhead [1]. The penetration in collaboration with the disc track spacing greatly determines the formation of fractures in the rock while boring solid rock. With decreasing size of the chips and increasing fines content in the muck, the danger of wear and clogging increase, and this is worsened by insufficient material transport. In cohesive soils, cutting wheels with a EinleitungZur Ermittlung der theoretischen Leistungsprognose eines TVM-Vortriebs im Planungsstadium wird der gesamte Vortriebsprozess in Teilelemente und Prozessabläufe untergliedert. Hierzu gehören an der Schnittstelle zum Baugrund auch 1:1-Diskenkraftmessungen sowie zukünftig u. U. ein an der Montanuniversität Leoben neu entwickelter Minidiskenschneidversuch. Endgültige Aussagen zur Leistungsprognose sind i.d.R. aber erst auf Basis der in situ vorherrschenden Spannungsverhältnisse, der anstehenden geologischen und hydrogeologischen Verhältnisse in Wechselwirkung mit dem eingesetzten Werkzeug, der Tunnelvortriebsmaschine -also durch Versuche während der Bauausführung -möglich. R. Galler/D. Handke/M. Nolden · The determination of performance-and payment-relevant parameters in TBM tunnelling -State of the technology and outlook small degree of opening tend to clog. With the danger of clogging, the wear also increases, and is worsened by insufficient material transport from the face.