<h1><span class="text-huge">WE <strong>UNITE&nbsp;</strong></span><br><span class="text-huge">NATURE AND&nbsp;</span><br><span class="text-huge">TECHNOLOGY</span></h1>

<h2 style="text-align:center;">Argentina and Chile should be built in order to boost the commercial transit</h2><h2>Difficult conditions in high altitude</h2><p>The Agua Negra Crossing (4750 masl) is a high mountain pass between Argentina and Chile, connecting San Jose de Jachal (San Juan Province, Argentina) with La Serena on the Chilean Coast, and its port, the City of Coquimbo. At present, the more than 200 km-long pass road has a gravel surface. In summer, daily maintenance of the road surface is carried out, particularly along the winding narrow sections close to the border where steep gradients exist and which are not drivable for heavy goods vehicles.Nevertheless the pass road is frequently used by both cars and small busses during summer and holiday times on long weekends.</p><h2>It’s time for a change</h2><p>The Chilean Government and the State Government of San Juan are now planning to upgrade this transit route over the Andes by constructing a road tunnel. Doing this would create an all-season, alternative heavy-transport transit route between Chile and Argentina, which runs through Mendoza and the Túnel Cristo Redentor. The current route through Mendoza and the Túnel Cristo Redentor is many times impassable several days during winter due to heavy snowfalls.</p><h2>Our role</h2><p>GC GROUP commissioned with a partner company to carry out the geological, hydrogeological and geotechnical mapping, at altitudes of 3500 to 6000 masl, for two tunnel variants. By now, the prognosis for both tunnel variants and the future site investigation program have been developed.</p><h2>Services in a nutshell</h2><ul><li>Geological, hydrogeological and geotechnical mapping</li><li>Design for the two variants</li><li>Feasibility study</li></ul>

Road Tunnel Geology and Feasibility Study

Agua Negra Crossing 

<h2 style="text-align:center;">Mehr ist mehr</h2><p style="text-align:center;">Das bereits seit mehr als 100 Jahre alte Kraftwerk in Forbach wird erneuert und erweitert und erlangt somit mehr Speichervolumen.</p><h2>Das Rudolf-Fettweis-Werk in Forbach</h2><p>Im nördlichen Schwarzwald bei Forbach befindet sich das etwa 100 Jahre alte Kraftwerk „Rudolf Fettweis-Werk“. Die alte Anlage besteht aus vier einzelnen Kraftwerken und hat drei Hauptbestandteile: Erstens, ein Staubecken (Schwarzenbachtalsperre), das von mehreren natürlichen Zuflüssen und Niederschlägen gespeist wird. Zweitens, das Maschinenhaus in Forbach, das die Turbinen und Generatoren beherbergt, die zur Stromerzeugung notwendig sind. Und drittens das Ausgleichsbecken in Forbach, über welches das Wasser aus dem Staubecken der Schwarzenbachtalsperre in die Murg fließt, nachdem es für die Energiegewinnung im Maschinenhaus aufbereitet wurde.</p><h2>Die Erweiterung des Speichervolumens</h2><p>Im Zuge der Erneuerung und Erweiterung des Kraftwerks wird das Ausgleichsbecken um einen unterirdischen Wasserspeicher in Kavernen erweitert. Das aufbereitete Wasser fließt in 6 noch zu bauende Kavernenreservoirs und wird anschließend wieder durch eine Pumpturbine hochgepumpt. Das Pumpspeicherkraftwerk wird hierfür ebenso ausgebaut.</p><h2>Leistungen im Überblick</h2><ul><li>Ausschreibungsentwurf</li><li>Erstellung der Ausschreibungsunterlagen</li><li>Angebotsbewertung</li><li>Umsetzungsplanung</li><li>Auslegung der Wasserkavernen, Stollen und Bauwerke</li><li>Planung von Betriebsstollen und Bauwerken</li><li>Auslegung der Druckschächte, Druckstollenpanzerung und Betonauskleidung</li><li>Ausführung bautechnischer Details</li><li>Auslegung der unteren Stufe des Entladungsaufbaus</li><li>Materialwirtschaft und Vorbereitung für Tiefbauarbeiten und Dammbau</li><li>Geotechnische Beratung für Dammbau und unterirdische Bauwerke</li></ul>

Erweiterung und Ausbau eines bestehenden Kraftwerks

 Pumpspeicherkraftwerk Forbach 

<h2 style="text-align:center;">Design and Site Support Services for underground caverns, India</h2><p style="text-align:center;">In India, GC GROUP created the detailed design and provided site services for the construction of two underground unlined rock caverns for the storage of crude oil: One cavern with a capacity of 1.33 MMT crude oil at Vishakhapatnam and another one with 1.25 MMT crude oil at Padur.</p><h2>Project details</h2><p>The Government of India (GoI) decided to extend the crude oil storage capacities in the country, to ensure the secured supply of petroleum products within the country, as well as for the region of South-East Asia. Also, the safe and strategic storage should provide the amount of petroleum which is required to sustain 35 to 40 days of refinery operations. Therefore, The GoI ordered three crude oil reserves of overall 5.33 MMT storage capacity.</p><p>Indian Strategic Petroleum Storage Reserves Limited (ISPRL) took on the project management; Engineers India Limited (EIL) acted as a project management consultant (PMC), responsible for investigations and the basic design.</p><h2>Our contribution</h2><p>As the underground rock caverns were the first-ever build in India, GC GROUP was hired as an expert in this field to provide the detailed design and site support for the construction. For both locations, we conducted a site characterization and established an overall geological/geotechnical framework which the design was based on. During the excavations, we supported the constructor with several services, including detailed documentation of construction conditions and periodic updates for the rock support design.</p><h2>Services in a nutshell</h2><ul><li>geological and/or geotechnical site investigations</li><li>stability assessment</li><li>temporary rock support design</li><li>excavation and related works</li><li>permanent rock supports re-design according to the observational approach.</li></ul>

Underground Strategic

 Storages for Crude Oil 

<p style="text-align:center;"><span lang="en" dir="ltr">The new 2nd core line Munich has been necessary for a long time, because of the populaiton growth in the city.</span></p><h2>Adaptation to today’s requirements</h2><p>The existing Munich local transport system, with more than 440 km of tracks and 1,000 train journeys per day, is already one of the largest S-Bahn networks in Germany. Since it now carries more than 800,000 people but was originally only designed to carry 250,000 passengers, it is obvious that this important public transportation system needs to be expanded.</p><h2>The expansion</h2><p>The new 2nd core line will extend over a total of 10 km from Laim train station in the west of the city via the new underground stations main station, Marienhof and Ostbahnhof to the Leuchtenbergring station in the east.<br><br>The main features of the new east-west connection are the 7 km long tunnels, three new underground stations (Hauptbahnhof, Marienhof, Ostbahnhof) and the renovation of two above-ground stations (Laim, Leuchtenbergring): Two main tunnels will be designed for passenger trains and a third tube will be designed as an exploration and rescue tunnel. Due to the existing underground lines (underground network) and numerous underground connections in Munich, the new tunnels and stations will be up to 40 m below the surface of the site.</p><p>As part of an engineering community, GC GROUP provides construction supervision services.</p>

 Munich’s second core S-Bahn route

<p style="text-align:center;">The “Alter Kaiser Wilhelm Tunnel” is in operation since 1897. This two-lane vault tunnel had to be renovated in order to fulfill the current safety requirements. GC GROUP made a significant contribution in the redevelopment.</p><h2>The old tunnel…</h2><p>The old Kaiser Wilhelm Tunnel (AKWT) is a 4.2 km long two-lane railway tunnel along the railway line Koblenz – Perl, in the Mosel valley in the federal state of Rhineland-Palatinate, Germany. The construction of the tunnel began in 1875 and the tunnel went into operation in 1879.</p><p>Until 1988 the “Old Kaiser Wilhelm Tunnel” was the longest railway tunnel in Germany, and its construction reduced the distance between Cochem and the municipality of Neef from the original 30 km to 5 km.</p><h2>…becomes the new tunnel</h2><p>This project is part of the modernization of the route between Koblenz and Perl. The new 1-element tunnel – the so-called “New Kaiser-Wilhelm-Tunnel” (NKWT) – was constructed in advance parallel 30 m to the east.</p><p>This new tunnel went into operation before the renewal of the “Old Kaiser Wilhelm Tunnel” – contract section began. This enabled railway operations along the route to be maintained.</p><p>In December 2012, the Czech construction company Subterra a.s., Prague, was commissioned with the renewal of the Old Kaiser Wilhelm Tunnel. Geoconsult ZT GmbH, Salzburg was subsequently commissioned by Subterra a.s. with the implementation planning.</p><h2>Services in a nutshell</h2><ul><li>Detailed design</li><li>Detailed planning</li></ul>

Redevelopment of an existing historical railway tunnel

 The “Alter Kaiser Wilhelm Tunnel” 

<h2 style="text-align:center;">Lowering of an existing tram in the centre of Karlsruhe (Germany)</h2><h2>When public transport reaches its limits</h2><p>Due to the continuous expansion of the local transport network and the accompanying increase in the number of passengers, the transport hubs in Karlsruhe’s city center have reached their capacity limits. Relief with further future growth potential is only offered by the underground relocation of the existing tram over a length of approx. 4.6 km with seven stops and the construction of an above-ground tram with three stops with a corresponding lowering of the road traffic over a length of approx. 1.6 km . This overall project is referred to as a combination solution.</p><h2>The role of GC GROUP</h2><p>The executing consortium commissioned the “Planning Community Stadtbahntunnel Karlsruhe” with the execution planning (structural planning) for the south branch. GC GROUP was in leading in the planning community. The planning included the securing of the construction pit in the inner-city area with adjoining development as well as the engineering structures within the construction pit with a section tunnel in the open construction method and stops in the cover construction method. In the course of the planning, groundwater models of all stops were also calculated for the construction dewatering.</p>

Inner-city special civil engineering

City rail tunnel Karlsruhe

<h2 style="text-align:center;">Planning for the longest underground railway connection in the world with a distance of 55 km</h2><p style="text-align:center;"><span lang="en" dir="ltr">The Brenner Base Tunnel is the core element of the Brenner railway axis from Munich to Verona. The tunnel system consists of two single-track driving tubes, has an exploration and drainage tunnel and three emergency stops.</span></p><h2>The project scope</h2><p>The Brenner Base Tunnel consists of a system with two single-track tunnel tubes, which are connected with cross passages. The tunnel system includes a pilot tunnel, which is designed as a drainage tunnel or service tunnel. The tunnel system also includes three emergency stops for evacuating passengers in an emergency. These emergency stops also contain facilities for operation and maintenance work and are accessed from the surface through accessible access tunnels. Immediately north of the Innsbruck emergency stop, the two single-track connecting tunnels branch off into the existing Innsbruck bypass, so that the freight trains can bypass Innsbruck station underground in the south.</p><h2>The geological conditions</h2><p>The Brenner Base Tunnel runs through the entire central zone of the Eastern Alps through the so-called Tauern Window. The geology is largely based on schists and phyllites, also on gneiss and granites and only to a small extent on carbonates. When choosing the alignment of the main tunnel and the side accesses, the sometimes difficult geological and hydrogeological boundary conditions as well as construction, safety and economic requirements were examined and taken into account.</p><h2>The implementation</h2><p>The implementation of the base tunnel consists of several planning and construction lots – divided into exploration measures and main construction measures in Austria and Italy. In the course of the exploration measures, the side access tunnels and intermediate attacks as well as the excavation of the exploration and drainage tunnel are primarily carried out. In the course of the main construction work, the main tunnel tubes are being driven simultaneously from several intermediate points of attack. The main tunnels are driven either using tunnel boring machines (open TBM / shield machine) or conventionally by blasting.</p><h2>Services in a nutshell</h2><ul><li>UVE planning and techn. Project preparation (submission planning)</li><li>Overall project management for the handling and support of all approval procedures on the Austrian and Italian side</li><li>Structural planning (main tunnel tubes, access tunnels, emergency stops, exploration and drainage tunnels)</li><li>Conservation Concept</li><li>Planning coordination according to BauKG</li><li>Geology for the Innsbruck area</li><li>Tendering and execution planning Lot H33 – Tulfes / Pfons</li><li>Structural planning of the approx. 15 km long exploration and drainage tunnel, excavated with an open TBM (TBM-O); Planning of the main tunnel tubes with the branch caverns to the connecting tunnels as well as access tunnels and transverse caverns with excavated cross-sections over 200m² and planning of a substation</li><li>Planning coordination according to BauKG and SIGE planning</li><li>Creation of the tender documents</li><li>Geotechnical site management (underground geotechnician)</li></ul>

Railway connection

 Brenner Base Tunnel 

<h2 style="text-align:center;">The 8 km long tunnel is part of the major project Stuttgart 21 of Deutsche Bahn between Stuttgart and Ulm</h2><h2>The core piece of Stuttgart 21</h2><p>The new line betwenn Wendlingen and Ulm of Deutsche Bahn is part of the major project Stuttgart 21, which connects Stuttgart with the city of Ulm. In addition to the reorganization of the Stuttgart (S21) rail junction, the new Wendlingen-Ulm line is the core of the largest expansion concept for public rail transport in Baden-Württemberg since the 19th century. The maximum line speed on the new line should reach 250 km / h.</p><h2>The section Wendlingen – Ulm</h2><p>The eastern 60 km long section from Wendlingen to Ulm initially overcomes the ascent to the plateau of the Swabian Alb and then the descent towards Ulm. This section comprises a total of 30 km of tunnels, 17 railway crossings and 20 road bridges in a total of 8 plan approval sections including the renovation of the main train station in Ulm.</p><p>As part of an engineering community, GC GROUP provides construction supervision services.</p><p style="text-align:center;">&nbsp;</p>

Wendlingen, Germany

 Albvorland tunnel

<p style="text-align:center;"><span lang="en" dir="ltr">The Karawanken motorway tunnel along the A11 connects Austria and Slovenia. It is the last single-tube tunnel in Austria, and a second tube is now being added.</span></p><p>In 1986 the ground-breaking ceremony took place for the Karawanken motorway tunnel, which is now to be extended by a second tube. The border tunnel connects Austria and Slovenia and shortens the travel time between Villach and Ljubljana for one hour. The tunnel feed takes place from both sides and the existing tube will be completely refurbished after the second one has been completed.</p><p>In addition to the two tunnels, a new water protection system was built.</p><h2>Services in a nutshell</h2><ul><li>Construction supervision</li><li>Project coordination</li><li>Budgeting</li><li>Creation of tender documents</li><li>Schedule and quality control</li><li>Review of invoices (of construction and services)</li></ul>

New building of the 2nd tube

 Karawanken motorway tunnel

<p style="text-align:center;"><span lang="en" dir="ltr">The Klaus tunnel chain along the A9 Phyrn motorway was built in 1996 in the first construction phase. In the second construction phase, the 4 tunnels were extended by a second tube and the 6 bridge structures were renovated.</span></p><p>The Klaus tunnel chain passes along the Upper Austrian A9 Pyhrn motorway starting at Klaus, continuing along the Klaus reservoir at the foot of the Limestone Alps and finally ends at Dirnbach. The chain of tunnels was initially built in 1996, and in the second construction phase, beginning in 2013, it was fully expanded. This chain of tunnels consists of 4 tunnels and 6 bridge structures, which were renovated on the one hand and newly built on the other.<img src="http://www.geoconsult.com/wp-content/uploads/2020/10/DSC05036-1024x768.jpg" alt=""></p><h2>Services in a nutshell</h2><ul><li>Construction supervision</li><li>Project coordination</li><li>Budgeting</li><li>Creation of tender documents</li><li>Schedule and quality control</li><li>Review of invoices (of construction and services)</li></ul>

A9 Phyrn motorway, Austria

 Full extension Klaus tunnel chain 

<p style="text-align:center;"><span lang="en" dir="ltr">Almost 40 years after the opening of the Arlberg road tunnel in 1978, a partial renovation was carried out and at the same time escape routes were built over the supply air duct.</span></p><h2>Connecting the road and rail tunnels</h2><p>The Arlberg road tunnel, which has been in operation since 1978, was already connected to the parallel Arlberg railway tunnel by seven crosscuts before the STSG (Road Tunnel Safety Act) came into force between 2004 and 2007. During this phase, collecting rooms for up to 800 people were created between the two tunnels. Ultimately, the road and rail tunnels were linked with one another in terms of safety.</p><h2>The role of GC GROUP</h2><p>The client, ASFiNAG BMG, commissioned a general contractor with the construction and E+M services. The construction management department of the GC GROUP was entrusted with the tasks of the local construction supervision BAU for this complex construction project.</p><p>The task of the building supervision was to ensure an economic realization of the project in question, the observance and tracking of costs and deadlines, the minimization of risks and the assurance of the execution of services according to the state of the art. In addition, attention had to be paid to the implementation of the measures according to plan within the scope of the respective authorizations.</p><h2>Services in a nutshell</h2><ul><li>Local construction supervision for construction works and electrical machine equipment</li><li>Project coordination</li><li>Cost planning</li><li>Creation of tenders</li><li>Ongoing deadline and quality controls</li><li>Review of accounts (construction and services)</li></ul>

S16 Arlberg expressway, Austria

Renovation Arlberg

<h2>When traffic is overloaded…</h2><p>The community and especially the center of Oberau has been suffering from the high traffic load from the federal highways B23 and B2 for decades. A bypass should provide relief.</p><p>A bypass is currently under construction, which will guide traffic on the B2 underground under the town center. However, there is still no traffic concept to relieve the town from traffic on the B23 federal highway.</p><h2>…a solution has to be found</h2><p>For this reason, Geoconsult was assigned with the preparation of two independent studies. The first study is a comparison of different variants and the optimization of the best variant. The existing route variants for a possible connection between the B23 and the B1 bypass should be analyzed and evaluated independently. The second study envisages an examination of the project area in order to find a new route. As in Study 1, the new route variants are compared with one another and evaluated.</p><h2>Services in a nutshell</h2><ul><li>Creation of variant studies</li><li>Geotechnical calculations – Numerical simulations</li><li>Alignment</li></ul>

Traffic relief for the town center

 Bypass Oberau 

<h2>A city’s answer to natural catastrophes</h2><p>The city of Buenos Aires has suffered severe floods in at least 12 occasions between 1985 and 2001, all of them with heavy losses, including human lives. Thus, the city has developed its own Hydraulic Master Plan, including the second relief outfall for the 17 km<sup>2</sup> basin of the Vega Stream.</p><h2>GC GROUP’s role</h2><p>The contract included monitoring during construction with instrumentation measurements follow-up and permanent advice based on the va­lues observed in the TBM operating parameters.</p><p>The consortium in charge of construction, Cartellone – Roggio – Supercemento JV, commissioned GC GROUP for the development of the detailed design and monitoring during construction of the main tunnel and all the complementary works for the 8.4 km long water drainage project.</p><h2>Overview of GC services</h2><ul><li>Construction supervision</li><li>Detailed design</li><li>Additional works</li></ul>

 Arroyo Vega Flood Relief Tunnel

<p style="text-align:center;">As part of Buenos Aires City Metro master plan, the B Line Extension was executed, to the north of Villa Urquiza Terminal station. This extension project comprised a depot cavern, long enough to shelter four train formations, and a workshop tunnel, able to hold two formations for repairing.</p><h2>About the project</h2><p>The depot, with a 200 m² excavation cross section and a 20 m total width was one of Buenos Aires largest caverns by the time of its execution. The completion of the first 350 m civil works was a priority for the City Government, as it conditioned the inauguration of two new stations, Echeverría and Villa Urquiza.</p><p>Following the depot, the workshop was built, with a 130 m² cross section and a 14 m total width. Its alignment had it running below the 2nd Main Sewer, located close to the tunnel crown. Serious limitations to the allowable settlements were therefore a project condition, which led to a very complex constructive sequence engineering.</p><h2>Advantage of using NATM for the detailed design</h2><p>The detailed design included sophisticated geotechnical numerical analysis models, following the New Austrian Tunnelling Method (NATM). This models were continuously adjusted for a better on-site representation according to the work progress, allowing optimization of the construction procedures, consequentially guaranteeing an optimal economic and technical design, while also maintaining an adequate safety level.</p><h2>Monitoring the soil behaviour</h2><p>On site soil behaviour was verified by a thorough monitoring program designed and executed directly by GC GROUP which included 3D cavity displacement monitoring, establishing a new standard for the Buenos Aires Metro Line construction works.</p><p>On the basis of the monitoring results and cavern geotechnical stability analysis performed during construction, the construction sequence was adjusted in order to improve economic conditions on the contractor’s side.</p><h2>Overview of GC services</h2><ul><li>support during bidding stage</li><li>executive project and detailed geotechnical and structural design</li><li>support during construction</li><li>3D optical deformation monitoring within the depot</li><li>monitoring interpretation and model calibration through retrospective analysis</li></ul>

Extension Line B

 Metro Buenos Aires 

<p style="text-align:center;">As part of the Buenos Aires Metro H-Line Extension, four new stations, two depots and two workshops were built. GC GROUP was commissioned in a joint venture for the detailed design and construction supervision.</p><h2>Basic facts about the project</h2><p>Buenos Aires City subway network extended its newest Line H , including works both in the North sector and in the South sector of the city. Its alignment in South-North direction connects with the existing lines that run from East to West. The North Sector includes 4 new stations, an electrical substation and approximately 2 km of double-track tunnels linking these stations as part of the new route.</p><h2>Facing the challenges by using different methods</h2><p>The South Sector presented some difficulties in terms of worksite terrain conditions, located in a low area of the City on quaternary, low geotechnical quality soils with closeness to Puelche sand lenses.</p><p>The alignment of Section C2 runs close to important interferences, which led to the application of different excavation methodologies. Among them are crossings: over and under metro lines and water pipes. Additionally, there was also used the side-drift methodology, which constitutes the first application experience of this excavation procedure in Argentina.</p><p>Córdoba, Santa Fe and Las Heras Stations were executed by means of NATM method. Facultad de Derecho Station on the other hand, was excavated using Cut &amp; Cover methodology.</p><h2>Services in a nutshell</h2><ul><li>Detailed planning</li><li>Construction supervision</li></ul>

Extension Line H

<p style="text-align:center;">The Sarmiento Railway Line, a 150 years old metropolitan Line serving Buenos Aires City, was part of one of the most ambitious infrastructure projects in Argentina’s recent times. The growth of the city and the changed necessities required the tunnelling of this line.</p><h2>Renovation as a consequence of city growth</h2><p>The Sarmiento railway line was opened in 1857, as one of 7 metropolitan lines serving the city of Buenos Aires. The city growth during more than 150 years and its nowadays necessities generated the need to tunnel this line. GC GROUP, was part of a joint venture which was in charge of developing every engineering, architecture and HVAC stage, from conceptual to detailed design.</p><p>Due to budgetary reasons in the midst of an economic crisis in 2018, construction was stopped and the project was called in for a complete revision.</p><h2>Services in a nutshell</h2><ul><li>Development of basic and detailed design of all aditional works: Haedo and Castelar workshop civil structures</li><li>Refurnishment of existing surface stations</li><li>Electrical power stations</li><li>New vehicular bridges for the Once-Caballito section</li><li>Railway bridges over Reconquista River and Las Torres water stream</li></ul>

 Sarmiento Railway Tunneling

<p style="text-align:center;">The road network between southern America’s East and West coasts is of great importancy for the urban agglomerations around Rio de la Plata, expecially because of growing export-oriented policies of Argentina. The highly mountainous terrain between Argentina and Chile makes it difficult to expand this network.</p><h2>The “why” of this connection</h2><p>The transit route crossing the Andes is growing in importancy. A better connection would be necessary, but the high mountainous Andean area makes it difficult to expand road network as well as the traffic ability. Problematic are the impassibility of transit routes during winter and the all season high risk potential for vehicles using the extended road sections where steep gradients and acute geological hazards exist.</p><h2>Finding a way – with a feasibility study</h2><p>Between Mendoza and Santiago a feasibility study for a railroad was made, which will upgrade the transit route and relieve the limited capacity of the traffic network. The principal section, which runs from Los Penitentes (Argentina) to Riecillo (Chile) including a tunnel, was investigated for its feasibility by the consortium. The main work included the investigation of geological and natural hazards in this mountainous area, the geological, geotechnical and hydrogeological mapping as well as to develop the future exploration program and compile the prognosis. Thereupon a variant study and project time-table was developed.</p><h2>The water challenge</h2><p>A particular challenge for the project is a hydrothermal spring issuing at Puente del Inca in Argentina. The recharge and issuing areas of the spring are to be crossed by some of the fore­seen alignment variants. The high temperature and highly mineralized spring waters are concrete aggressive and prone to producing precipitates (liming). An intensive hydrogeological and geophysical investigation program is planned in order to establish the risk potential during and on the tunnel construction.</p>

 Transandino Railway

<p style="text-align:center;"><span lang="en" dir="ltr">In 1983 the first tube of the Bosruck Tunnel was opened to traffic. This was completely refurbished in the course of the full expansion with the addition of a second tunnel tube.</span></p><h2>Construction of the Bosruck Tunnel</h2><p>Within 6 years, the western tunnel tube of the Bosruck tunnel was rebuilt with all additional relevant construction measures such as the construction of cross passages, conversion of the portal buildings, construction of galleries and work on the architectural design of the portal buildings.</p><h2>From old to new</h2><p>The existing tunnel was also completely refurbished during this period. The renovation included on the one hand the removal, disposal and restoration of the inner shell in the area of the pressurized mountains and on the other hand the connection of the newly built cross passages in the existing tunnel tube, the complete renewal of the roadway (substructure, superstructure and concrete roadway), upgrading of the intermediate ceiling and the Drainage system and expansion of the fire-fighting water pipeline.</p><p>In both cases, the entire electrotechnical equipment was implemented, refurbished or expanded.</p><h2>Services in a nutshell</h2><ul><li>Care of construction site safety, compliance with quality, implementation of the acceptance tests, accounting and cooperation in project management</li><li>Supervision of the proper and professional implementation of all work to be carried out according to the recognized rules of engineering</li><li>Supervision of the work on site (construction, planning and services)</li><li>Initiation and monitoring of suitability, quality and acceptance tests in accordance with the relevant technical regulations</li><li>Ongoing observation and (geological) assessment of the rock behavior as well as the tunnel construction interpretation of the geotechnical measurements as the basis for tunneling</li><li>Initiation and monitoring of suitability, quality and acceptance tests for all E&amp;M work in accordance with the relevant technical regulations</li><li>Control schedule: create, update, coordinate (construction time, schedule control, time planning)</li></ul>

A9 Phyrn motorway

 Bosrucktunnel full extension and general renovation of the eastern tunnel tube 

<p style="text-align:center;">The new railway “Unterinntalbahn” is part of the TEN priority project for the creation of a high-speed railway line between Berlin and Palermo. The supply line of the Brenner was extended with four lines using mining &amp; open cut construction. The complex geological and hydrological conditions required a special building method.</p><h2>The new railway as a relieve for the traffic</h2><p>Due to the dense population and the strong increase in traffic in the Lower Inn Valley along the A12, a large part of the 40 km long first section will run in two tunnels: the Terfener Tunnel and the Munsterer Tunnel.</p><p>GC GROUP was involved from the beginning with planning and consulting services for the client Brenner Eisenbahn Gesellschaft (BEG) in 7 of the 10 main construction lots in the planning as well as in the construction supervision and geological documentation.</p><h2>Challenging conditions</h2><p>The tunneling work took place under difficult conditions, as on the one hand the overburden was very small and on the other hand the geological and hydrological conditions were very demanding.</p><h2>There’s no such thing as impossible</h2><p>For this reason you had to use a wide variety of methods. In addition to the planning of the mining method, a special mining method was successfully implemented using compressed air by means of a jet process. For the first time in this project, the cut &amp; cover method of construction was carried out using the jet blasting method under compressed air conditions from the tunneling process. In one section, the water table was only a few meters below the surface, which required an open construction method with sealed construction pits.</p><h2>Services in a nutshell</h2><ul><li>Planning of the mining construction methods</li><li>Planning of the open construction methods</li><li>Planning of special mining construction methods</li><li>Local construction supervision and contract management</li><li>Geological documentation</li></ul>

Extension of the Brenner North Access Line

New Railway “Unterinntalbahn” Lower Inn Valley 

<p style="text-align:center;"><span lang="en" dir="ltr">CERN is the largest research center for particle physics in the world and serves more than 10.000 scientists as a center for basic research. The Large Hadron Collider (LHC) newly installed in this project is even more powerful and can generate particle beams at an unprecedented energetic level.</span></p><h2>When a particle accelerator grows</h2><p>The Large Electron Positron (LEP) particle accelerator was located in a 27 km long tunnel 100 m below the earth’s surface. The new Large Hadron Collider (LHC) can generate beams at an even higher energetic level than the previous one. It was installed in the already existing tunnel of the LEP and therefore, the construction of two large underground cavern complexes was necessary.</p><h2>The assignment of Geoconsult</h2><p>The large experimental areas&nbsp;of the&nbsp;LHC&nbsp;are located at Point 1 (Switzerland) and&nbsp;Point&nbsp;5&nbsp;(France). Point 5 comprises an experimental cavern the 15,000-ton CMS particle detector.Computer systems for the analysis of the experiments are installed in the parallel service cavern. Large shafts leading from the ground surface to the cavern roofs, as well as smaller caverns, access, bypass, surveying and observation tunnels supplement the cavern complex. Geoconsult was part of a British-Austrian-Swiss joint venture for the design of all civil works(preliminary, tender and detailed design) as well as the construction supervision for the underground structures and surface buildings.</p><h2>Challenging terrain</h2><p>The size of the cavern structures was beyond the previous experience and the complex geotechnical conditions (overburden of 50 m of groundwater charged moraine and 20 m of molasse rock comprising layers with potential creep and swelling behaviour) presented extraordinary challenges for the design and execution.</p><h2>Overview of GC services</h2><ul><li>Preliminary design</li><li>Tender design</li><li>Detailed design</li><li>Construction supervision</li></ul>

We gave space to the world’s largest particle accelerator

CERN

<h1 style="text-align:center;">A NEW TRAM LINE FOR JERUSALEM</h1><h2>The routing</h2><p>The course of the central section of the Blue Line goes right through the inner city main streets: past Golda Meir, Shmuel Hanavi, Yehezkel and Strauss and to the south at the intersection of Jaffa and King George Street – along the streets in the city center on which the public life takes place. The streets are very busy with heavy pedestrian traffic. The areas adjacent to the route are used for various commercial purposes, public and religious institutions as well as for living space.</p><h2>The reason for building subterraneously</h2><p>Characteristic for this area are narrow streets, steep inclines, tight curve radii and crossings with the tram lines of the planned Green Line and the existing Red Line. Taking these difficult conditions into account, it was decided to run this section of the route underground.</p><h2>Services in a nutshell</h2><ul><li>Preliminary design</li><li>Basic design</li><li>Detailed design</li><li>Approval procedure in accordance with Israeli regional planning and building regulations</li><li>Supervision of the additional geological surveys</li><li>Tender documents for the trades shell construction and equipment (except railway technology)</li><li>Support in evaluating and awarding offers</li><li>Construction supervision</li><li>Planning of the mining stations (shell construction)</li><li>Geological / geotechnical processing for the entire underground section</li></ul>

 Blue Line Jerusalem

<p style="text-align:center;"><span style="background-color:rgb(255,255,255);color:rgb(0,0,0);font-family:Tajawal, -apple-system, BlinkMacSystemFont, &quot;Segoe UI&quot;, Roboto, &quot;Helvetica Neue&quot;, Arial, &quot;Noto Sans&quot;, sans-serif, &quot;Apple Color Emoji&quot;, &quot;Segoe UI Emoji&quot;, &quot;Segoe UI Symbol&quot;, &quot;Noto Color Emoji&quot;;">Radioactive contaminated sites in combination with massive landslides harbor enormous risks for large regions of Kyrgyzstan and their residents. A scale-based monitoring and early warning system for landslides in the area of radioactive contaminated sites should minimize these risks.</span></p><h2>Extreme nature</h2><p>Due to the extremely high alpine character of the country and intense seismic activity in the form of earthquakes, Kyrgyzstan is particularly prone to natural hazards like landslides and avalanches. The extreme weather events, such as heavy rain, which are additionally favored by climate change, often lead to large-scale floods, which also result in landslides, mud and soil avalanches with volumes of several million cubic meters.</p><h2>Radioactive legacies</h2><p>In addition to the considerable potential for natural hazards, in southern Kyrgyzstan in the catchment area of ​​the city of Mailuu Suu there are contaminated sites from the Soviet era, including radioactive material from uranium mining that was operated up to the end of the 1970s. Most of this material was deposited in landfills and tailing ponds in the valley floor area and is therefore particularly exposed to landslides. The resulting risks include the possible destruction of these facilities with the associated remobilization and transport of radioactive material through streams and rivers into regions that are used intensively for agriculture.</p><h2>The project goal</h2><p>The long-term goal of the project is to reduce the risks emanating from Kyrgyz uranium contaminated areas through optimized monitoring and remediation measures. Based on the latest monitoring technologies, Geoconsult developed a spatially and temporally scalable monitoring and warning system for landslides. To achieve this, both fixed and mobile components were used, such as satellites, drones, cameras, weather stations and groundwater levels. For the implementation, employees of the Kyrgyz Ministry of Emergency Situations were trained in operation and in the area of ​​data interpretation.</p><p>The development of the landslide monitoring and warning system was part of an EU funded project and is unique in Central Asia.</p><h2>Services in a nutshell</h2><ul><li>Design, technical execution and accompanying control during the installation of the mobile and fixed equipment</li></ul>

in Kyrgyzstan

 Monitoring and early warning System of Landslides 

<h1 style="margin-left:0px;text-align:center;">From<strong> Vision</strong> to <strong>Reality</strong></h1>

<h1>WORK AT GEOCONSULT</h1><h2>Join the team!</h2><p><span lang="en" dir="ltr">Our motivated and flexible employees are our top priority. We are organized in multicultural, interdisciplinary teams and always strive to live our culture of values.</span></p>

WE UNITE
NATURE AND
TECHNOLOGY

From Vision to Reality

Agua Negra Crossing

Pumpspeicherkraftwerk Forbach

Storages for Crude Oil

Munich’s second core S-Bahn route

The “Alter Kaiser Wilhelm Tunnel”

City rail tunnel Karlsruhe

Brenner Base Tunnel

Albvorland tunnel

Karawanken motorway tunnel

Full extension Klaus tunnel chain

Renovation Arlberg

Bypass Oberau

Arroyo Vega Flood Relief Tunnel

Metro Buenos Aires

Metro Buenos Aires

Sarmiento Railway Tunneling

Transandino Railway

Bosrucktunnel full extension and general renovation of the eastern tunnel tube

New Railway “Unterinntalbahn” Lower Inn Valley

CERN

Blue Line Jerusalem

Monitoring and early warning System of Landslides

WORK AT GEOCONSULT

Join the team!

WE UNITE NATURE AND TECHNOLOGY

From Vision to Reality

Agua Negra Crossing

Pumpspeicherkraftwerk Forbach

Storages for Crude Oil

Munich’s second core S-Bahn route

The “Alter Kaiser Wilhelm Tunnel”

City rail tunnel Karlsruhe

Brenner Base Tunnel

Albvorland tunnel

Karawanken motorway tunnel

Full extension Klaus tunnel chain

Renovation Arlberg

Bypass Oberau

Arroyo Vega Flood Relief Tunnel

Metro Buenos Aires

Metro Buenos Aires

Sarmiento Railway Tunneling

Transandino Railway

Bosrucktunnel full extension and general renovation of the eastern tunnel tube

New Railway “Unterinntalbahn” Lower Inn Valley

CERN

Blue Line Jerusalem

Monitoring and early warning System of Landslides

WORK AT GEOCONSULT

Join the team!

WE UNITE
NATURE AND
TECHNOLOGY