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The Swedish road network is maintained by the Swedish Transport Administration, municipalities, and entrepreneurs with the goal of keeping the roads in satisfactory condition for traffic. The road operators are responsible for different roads and have several legislations that regulate construction and operation. One important aspect of winter road maintenance is the monitoring of the road situation ahead in order to call out resources for preventive measures. This study is performed at the company NIRA Dynamics with the purpose of going towards more digitized winter road information. The study explores different winter maintenance organizations in Sweden, investigates the importance of the information needed to be able to detect when roads are deemed too risky, and tries to gain an understanding of how the vehicle data provided by NIRA Dynamics best can provide a service for the winter road maintainers. This study is based on eight semi-structured interviews, user-tests aswell as a literature study. The findings of the study show that different winter maintenance organizations can differ a lot depending on the size and governing policies of the municipalities or entrepreneurs. The main differences can be found in their requirements and their method of monitoring the road situation ahead. The findings also show that the vehicle data is promising and has the potential to optimize and improve the overall winter maintenance planning. However, implementing and understanding the vehicle data in a real-world context requires collaboration from the different organizations to fulfill its value.

There are approximately 4000 railway bridges in Sweden and a common construction type is the short span concrete trough bridge. With the current standards the load distribution through ballast is assumed to be uniformly distributed with a distribution slope of 2:1 according to the Swedish Administration of Transport or 4:1 according to Eurocode 1. Previous research shows that there are a lot of factors that affects the load distribution through the ballast and that the distribution rarely is uniform. Different load patterns on bridges can result in different responses in the structure and it is possible that a more optimized evaluation of the loads could reduce the internal stresses in the bridge. There are gaps in the current literature regarding the structural response to different load patterns on reinforced concretetrough bridges and this master thesis aims to further the research in this area. This report will consist of a literature study where load distribution in ballast is researched in order to find what different load distributions are common and how different parameters affects the load distribution through the ballast. Further, a non-linear FE-model of a typical trough bridge in Sweden that was located in Lautajokki will be developed using ATENA Science. The model will be complete with ballast, sleepers and rails and will be calibrated using the results from a previous full-scale test on the Lautajokki bridge. Four more models will be developed without ballast, sleepers and ballast where the load distribution instead is modelled directly on top of the slab of the bridge. These models will be compared to the model with ballast, sleepers and rail (called the Full model) to see what load distribution that is the closest to reality and how the behavior of the bridge changes depending on the assumed load distribution. The parameters that will be tested and compared during this master thesis is the maximum load capacity, the stiffness, the crack patterns, the stresses in the reinforcement, the moments and shear forces. The load distributions that are tested in this thesis is the Swedish standard, TDOK 2013:0267 (Trafikverket, 2019), the European standard Eurocode 1 (CEN-1991, 2003), a load distribution that is theoretical according to research done by Andersson (2020) (called Realistic load case), and one where the load is assumed to be partially uniformly distributed under the rail seats under a sleeper according to AREMA (2010) (called Partially distributed). The results showed that the realistic load case was the one that was the closest to the Full model since it was the closest load distribution to the Full model for the stiffness of the bridge, the maximum load capacity, the max stress in the reinforcement and the average shear force in the bridge. The only parameters where it was not the closest was for the maximum strain in the concrete and for the average moment in the bridge. This load distribution is however not realistic to use for designing bridges since the pressure distribution is so unnecessarily complex. When it comes to the Swedish standard it also followed the behavior of the Full model closely, it had capacities that were generally larger compared to the Full model, the only exception was the max axle load where it had 1.5% lower capacity. The Swedish standard was also the second closest to the Full model in all tested parameters except for the stiffness. Furthest from the Full model was the load distribution after Eurocode 1 which had the furthest values from the Full model in every tested parameter except for the average moment distribution in the bridge. Eurocode 1 also had lower capacities compared to the Full model for every tested parameterwhich means that this model probably underestimates the capacity of the bridge. The stiffness of this model was however one of the closest to the Full model. The Partially distributed load case had higher capacities compared to the Full model in every measurement. It also had a stiffness that was the stiffest for every measuring point compared to any other load case. This model can probably overestimate the capacity of the bridge. Since non-linear analyses takes a long time to perform linear analyses are more often used to design structures. To test how big the differences are between non-linear and linear analyses all load distribution models will also be run with linear elastic materials to compare the two FEM methods. The comparison between the non-linear analysis and the linear analysis showed that the linear elastic analyses give larger extreme values for both the moments and shear forces which is reassuring since this means that these values are on the safe side. The one exception is the transversal moments for the slab were the moments at the connection to the beam was greater for the non-linear analyses compared to the linear one

Purpose: Pedestrians and cyclists have traditionally been grouped within the same traffic type in the planning process and often lead to the same traffic area. With a large speed difference between pedestrians and cyclists, the relationship between non-functioning separation on the pedestrian- and bicycle path will cause accidents. The aim of the study is to create a greater understanding of the interaction between cyclist and pedestrians. As well as identifying the problems that arise between these actors and what factors affect any possible conflicts. Method: The main approach is a quantitative with elements of qualitative studies. The choice of conducting the study with these two methods is to have good support behind the results and that there should be opportunity for further research. The method of the work includes document analysis, observational field study and structured interviews. Findings: Pedestrians need clearer guidelines to be in the right area. Platforming as part of the separation should perhaps be avoided as it does not suit all types of pedestrians and becomes a disruptive element. However, the separation between pedestrian and bicycle traffic with a dashed road line and that the bi-directional bicycle section is equipped with a dashed center line which clarifies both for cyclists but also gets pedestrians to pay more attention. Implications: If the load on pedestrian and bicycle paths increases and whether it continue to be planned for cyclists and pedestrians to share traffic space. Then the lanes need good conditions for the separation capacity to be sufficient for cyclists and pedestrians. Since the pedestrian movement pattern is unpredictable, one needs to raise the awareness of the individual. Clearer rules and that the pattern for pedestrian and bicycle lanes is similar to each other. It creates security and makes it easy for the individual to know which area it should be in. However, this is difficult in today's situation as separation is not sufficiently consistent. Limitations: The study only looks at certain pedestrian and bicycle paths in the city of Jönköping. Of course, excluding all road-users other than cyclists and pedestrians is importance, the movement pattern and traffic flow are different from the one presented. Excluding gender and age is superficially a delimitation that felt natural when people are dissimilar and will continue to be so regardless of gender or age. Keywords: Pedestrian and Bicycle Path, Pedestrian Path, Bicycle Path, Cyclist, Pedestrian, Separation, Conflict, Flow. / Syfte: Fotgängare och cyklister har traditionellt grupperats inom ett och samma trafikslag i planeringsprocessen och leder till att det ofta åberopas till samma trafikyta. Med stor hastighets skillnad mellan fotgängare och cyklister kommer sambandet mellan en ej fungerande separering på gång- och cykelbana orsaka olyckor. Syftet med denna studie är att skapa en större förståelse till samspelet mellan cyklister och fotgängare. Samt identifiera det problem som uppstår mellan dessa parter och vilka faktorer som påverkar eventuella konflikter. Metod: Det huvudskapliga angreppsättet är kvantitativ med inslag av kvalitativa studier. Valet av att utföra studien med dessa två metoder är för att ha bra stöd bakom studiens resultat samt att det ska finnas möjlighet för vidare forskning. Arbetets undersökningsmetoder innehåller dokumentanalys, observerande fältstudie och strukturerade intervjuer. Resultat: Fotgängare behöver tydligare riktlinjer för att befinna sig på rätt område. Plattläggning som en del av separationen kanske ska undvikas då det inte passar alla typer av gående trafikanter utan blir ett störningsmoment. Dock är separering mellan gång- och cykeltrafiken med streckad väglinje samt att den dubbelriktade cykeldelen utrustas med streckad mittlinje som förtydligande både för cyklister men också får fotgängare att bli mer uppmärksamma. Konsekvenser: Om belastningen på gång- och cykelbanor ökar och om det fortsatt ska planeras för att cyklisterna och fotgängarna ska dela trafikyta. Då behöver banorna goda förutsättningar för att separeringens kapacitet ska vara tillräcklig för cyklister och fotgängare. Eftersom fotgängares rörelsemönster är oförutsägbart behöver man öka medvetenheten hos individen. Tydligare regler och att mönstret för gång- och cykelbanor är i likhet med varandra. Det skapar trygghet och gör det enkelt för individen att veta vilket område det ska befinna sig på. Dock är detta svårt i dagens läge då separering inte är tillräckligt konsekvent. Begränsningar: Studien kollar endast på vissa gång- och cykelbanor i Jönköpings stad.  Att utesluta alla andra trafikanter än cyklister och fotgängare har naturligtvis betydelse, rörelsemönstret och trafikflödet är annorlunda än den som presenteras. Att exkludera kön och ålder är ytligare en avgränsning som kändes naturlig då människor är oliktänkande och kommer fortsatt vara så oavsett kön eller ålder. Nyckelord: Gång- och cykelbana, Gångbana, Cykelbana, Cyklist, Fotgängare, Separering, Konflikt, Flöde.

The infrastructure of today is getting older and problems caused by deterioration over time is affecting the service life of these structures. In Sweden most of the existing bridges were constructed 60 to 70 years ago, rising the need to determine the state of health of the bridges as the maintenance costs will increase heavily. Part of the above-mentioned cut of the bridges owned by Trafikverket (The Swedish Transport Administration) that was constructed 60 – 70 years ago are pre-stressed concrete bridges. Pre-stressing of concrete structures is today a commonly used technology that utilizes the beneficial characteristic of concrete, the compressive strength, to a further extent than reinforced concrete.     This report will focus on the problems with pre-stressed concrete bridges and particularly on the thermal effects on the Abiskojokk railway bridge located in the northern part of Sweden. The pre-stressed box girder bridge spans in total 86 m in three lengths of 30 m, 35 m respectively 21 m starting from the east abutment and is part of the Iron-Ore Line starting in Kiruna and ending in Narvik, Norway. In an ocular(särskild) inspection of the bridge carried out the 18th of August in 2016 several crack patterns were mapped on the inside of the box girder along with some cracks about the top of the first column support starting from the east abutment. This thesis is focusing on the cracks that was mapped along the tendon positions on the inside of the box girder in the first span starting from the east abutment. The hypothesis is that the cracks are caused by temperature loads and normal forces obtained from the tendons at the thickening of the cross-sections. The research questions are; what the monitoring program shows and if it is possible to prove the hypothesis by using of a FE-model considering the gravity loads, temperature loads and the pre-stressing.     In order to determine the cause of the cracks on the inside of the box girder and investigate the behaviour of the bridge a monitoring program was installed, measuring the crack development over time along with the acceleration and temperatures of the bridge. Example data from the program were later used to analyse the behaviour of the bridge.     The results from the temperature data shows that the bridge has a slowness to temperature changes outside. This gives rise to temperature gradient acting over the bridge parts that may contribute to crack propagation. It also showed that the temperature correlates well with the strain of the cracks. The LVDT’s showed that the largest crack openings during train loading occurred in the second span of the bridge. The data also showed relatively large and unexpected negative peaks during the train loads. The strain gauges also show that the largest strain is occurring in the second span of the bridge. The crack envelopment during a train loads are more expected here and may prove that the negative peaks from the LVDT’s and accelerometers are caused by vibrations. The accelerometers showed that the largest transversal accelerations take place in the first and third span. This may be due to more restricted supports conditions at the column supports than the abutments. The accelerometer also showed correlating negative peaks with the LVDT’s that may be caused by vibrations in the bridge.     The conclusion from the monitoring program so far is that is not possible to prove the cause of the cracks so far, but it may be in the future.     The results from the non-linear FE-model showed that the thermal action of the Eurocode gradient was not enough to crack the concrete along with the pre-stressing load. However, the effects of the hypothesis were proven right.

En dammanläggning består av ett system med olika funktioner; en dämmande, en avbördande och en kontrollerande funktion. Syftet med den dämmande funktionen i en damm är att skapa ytor för vattenansamling. Det finns flera olika typer av dammar, den vanligaste konstruktionsprincipen i Sverige är jord- och stenfyllningsdammar.  Fyllningsdammarna konstrueras med olika zoner, där varje zon har specifika materialegenskaper och funktionskrav. Syftet med den täta zonen (tätkärnan) i en damm är att kontrollera läckage genom dammen. I Sverige används främst morän som material i tätkärnan hos jordfyllningsdammar. Under konstruktionen av en damm byggs den upp i lager. Materialet breds ut maskinellt och packas därefter med packningsutrustning för att erhålla homogena egenskaper på fyllningen. Ett väl utfört packningsförfarande och packningsarbete ökar densiteten, en hög densitet leder till ökad bärighet och stabilitet. För att kontrollera om packningen är tillräcklig används olika metoder för fältbestämning av densitet, de vanligaste vid dammbyggnad är vattenvolymeter och isotopmätare.  I Sverige var den rekommenderade lagertjockleken på en tätkärna i en damm 0,5 meter från år 1988 fram till år 2020, i augusti år 2020 minskades den rekommenderad lagertjocklek till 0,3 meter. Syftet med examensarbetet var att undersöka hur lagertjockleken påverkar packning och homogenitet under uppbyggnad av en tätkärna i morän för dammbyggnation.   En fältundersökning i full skala utfördes på Björkdalsgruvans anläggning, där undersöktes lagertjocklekarna 0,3 meter och 0,5 meter genom konstruktion av två provpallar till en höjd av 1,5 meter. Densitetsbestämningen i fält utfördes med provtagningsmetoderna vattenvolymeter och isotopmätare, de två provtagningsmetoderna redovisar vattenkvot och densitet. Jordproverna från vattenvolymetern analyserades i laboratoriet för vattenkvot och torrdensitet. Moränen analyserades genom tung laboratoriepackning. Utifrån den insamlade informationen beräknades packningsgrad, portal och luftporhalt, parametrarna användes för analys av undersökningen.  Analysen resulterade i att en lagertjocklek 0,3m och 0,5m visade på olika fördelar vad gäller packning och homogenitet. En lagertjocklek på 0,5 meter föreslås vid konstruktion av en tätkärna i morän i en dammkonstruktion eftersom provpall 0,5m visade på en väl packad morän genomgående i hela lagertjockleken.  En jämförelse av resultatet från provtagningsmetoderna vattenvolymetern och isotopmätaren visade på att det finns ett linjärt samband vad gäller vattenkvot mellan de två metoderna samt att ett samband inte har kunnat identifieras vad gäller torrdensitet, packningsgrad, portal och luftporhalt. Däremot uppmärksammades en ökad korrelation mellan resultatet från vattenvolymetern och isotopmätaren med djupet. / A dam consists of a system with different functions; one damming, one diverting and one controlling function. The purpose with the damming function is to create an area for water storage. There are different types of dams, the most common design principle in Sweden is an embankment dam.   Embankment dams are constructed with different zones, where each zone has specific material properties and functional requirements. The purpose with the earthfill core is to control the seepage through the dam. In Sweden it is common to use glacial till (moraine) as the core material in embankment dams. A dam is constructed in layers, where the material is spread mechanically and then compacted with special compaction equipment to create a homogenous material. When the material is well compacted the density increase and a high density increase the bearing capacity and stability. To control the compaction, different methods are used for field determination of density. The most common methods are the rubber balloon method and nuclear gauge method.  The recommended layer thickness in Sweden was 0,5 metres from 1988 to 2020, in august 2020 the layer thickness was reduced to 0,3 metres. The purpose of the master thesis was to investigate how the layer thickness affect compaction and uniformity during construction of a glacial till dam core.   A full-scale field study was conducted at the Björkdalsgruvan facility, where the layer thicknesses 0.3 metres and 0.5 metres were examined by construction of two test pallets. Field determination of density was performed with the rubber balloon method and nuclear density gauge, the two sampling methods report water content and density. The soil samples from the rubber balloon method were analysed in the laboratory for water content and dry density. The moraine was analysed by laboratory compaction. Based on the collected information, the density ration, void ratio and air-void content was calculated evaluated.   The layer thickness 0.3 metres and 0.5 metres reported different advantages in terms of compaction and uniformity. A layer thickness of 0.5 metres is recommended when constructing a glacial till dam core, since the test pallet of 0.5 metres reported a well compacted moraine through the entire layer thickness.  During the field study two methods were used to determine the in-place density, the rubber balloon method and nuclear density gauge. A comparation between the methods showed that there is a linear relation in terms of water content. No relation between the rubber balloon method and nuclear density has been identified in terms of dry density, density ratio, void ratio and air-void content. The result from the rubber balloon method and nuclear density gauge showed an increasing correlation by depth

Before you take a decision you can normally choose amongmany different alternatives. The alternatives can be rankeddepending on what net benefits they produce. The alternativewith the best net benefit is chosen. Within economicscost-benefit analysis may be used to decide which alternativeis likely to offer the best net benefit. Some time after the decision it may be found that theselected alternative turned out not to be as favourable asexpected. The reason is often that there are uncertainties inthe decision process. Sometimes this is not a major problemsince it is possible to change the decision or the costconsequences may be small. When the National Traffic Administrations make investmentslarge volumes of capital are involved. It is often difficult orvery expensive to change an investment when started. It istherefore essential to get an early knowledge about potentialuncertainties, which can affect the decision. Uncertainties canaccrue from incorrect input data. A reason for spreading ofuncertainties is the presence of dependencies among thevariables. The uncertainties are also usually dependent upontime. This thesis describes some methods to take uncertaintiesinto account in cost-benefit analysis before a decision istaken. The aim is both to identify the uncertainties and tooutline methods for coping with uncertainties. The methods rely on results in reliability theory and riskanalyses among others. Some statistical methods and discretedata models are also applied. The aim is to increase theprobability of selecting an alternative with high and stablenet benefits over a long time period. The cost-benefit estimates are divided into smaller parts tomake it possible to locate uncertainties. Descriptive andanalytical models are recommended for handling the cost-benefitstructure and the uncertainties found in its components.Dependencies among variables and, in particular, timedependencies are analysed. Throughout the thesis the various methods are applied to anexample referring to a road investment.

These latest years, the green energy is highlighted and new technologies appeared. It is the case for wind turbines. The aim of latest developments has been to increase the power output. The use of new material enables the design of wind turbine with an impressive height, more and more flexible, inducing significant dynamic forces. However, several problems have been encountered on the connection between the foundation and the tower, which threaten the entire integrity of the structure. The initial lifetime could be impacted. The first aims of the master thesis are to understand the dynamic behavior of a wind turbine, determine the resultant forces at the foundation in order to explain the issues encountered at the foundation level on site, and compare these results with the resultant forces given by the wind turbine manufacturer. Indeed, the constructor transmits to the civil engineer one or more resultants forces without justifications in order to design the foundation. These loads are often issued from extreme load case. The analysis of the serviceability limit state is not well realized. It is this resultant force in operation which must be determined in this master thesis. After having presented the history of wind turbines, the different parts and the model use for the wind; the blade element model is used to calculate the forces of the wind on the rotor. These forces calculated from the theory used are eventually compared with the provider data. The turbulence component of the wind on the tower is evaluated by a spectral method and a fluid structure interaction with the software Abaqus. The inertial effects of the tower are calculated in order to give an order of magnitude of the resultant load on the foundations. This knowledge enables to analyze the connection in serviceability limit state which is another aim of the study. An analysis of the connection is done in order to get an idea of the risks. In particular, the punching resistance and the stability of the structure are verified.

Boliden’s Garpenberg mine produces Zn-Pb-Ag(Cu-Au) using a sublevel stoping with pastefill mining method. The orebody is strongly affected by the existence of weakness zones mainly consisting of Talc Schist and Phlogopite Schist which affect the design, planning and production of the stope. To mine the ore two drifts, one below and one above the ore section, are excavated typically at a distance of 25 meters. Afterwards parallell longhole drilling is done for the primary stopes and drilling in a fan pattern is done for secondary stopes by automated remotely controlled SIMBA drills. Those drill rigs are equipped with sensors that record drilling parameters during drilling, so called Measurements While Drilling. The drilling parameters that are recorded are depth, time, penetration rate, percussive pressure, feed pressure, dampening pressure, rotation pressure and flush pressure at selected intervals. This thesis aims to identify the mentioned weakness zones using the existing MWD data. First of all, this thesis contains six chapters. The first is a detailed introduction to the problem. The second chapter describes the geology, the mining method used in Garpenberg and also includes a brief section on how SIMBA drills work. The third chapter consists of the MWD theory, literature review and the methodology used to come up with the solution of the stated problem. In the fourth chapter is described how a successful method was developed using 3D models created from MWD data and geologic maps to identify the weakness zones and classify the rock based on four filters created. The fifth chapter is a detailed discussion of the results and findings of this thesis. Finally, the sixth chapter is the conclusion.

Tunneldrivning är tidskrävande med varierande komplexitet från projekt till projekt, där en betydande del av sprängcykeln innefattar att låta injektering härda. Detta är tid där tunneldrivandet står stilla. Ifall denna tid skulle kunna reduceras skulle entreprenörer kunna spara in resurser genom att kunna spränga tidigare. Huvudsyftet med det här examensarbetet är att bidra med förståelse för hur utomstående krafter påverkar injektering. Detta för att man på ett korrekt sätt ska kunna dimensionera och reducera injekteringens härdningstid vid en tunneldrivning. Innan examensarbetets start hade tre olika kravställningar för cementbaserad injektering tagits fram. En del av examensarbetet inkluderade att formulera injekteringsrecept uppfyllande dessa krav, genom att få ökad förståelse för cementbruks reologi.  Genomförandet av arbetet delades upp i tre studier, där cementbruks reologi studerades på olika sätt. Arbetet började med att se hur viskositet och flytgräns ändrades med vattencementtal (VCT) med hjälp av en rheometer (roterande tester). Dessa undersökningar utgjorde studie 1. De vattencementtal som testades var 0,6; 0,8; 1,0 och 1,2. Från denna studie blev värdena höga och ansågs orimliga. Då cement är ett av de reologiskt mest komplicerade materialen rör det sig över stora delar av det viskoelastiska spektret. Det kunde konstateras att vidare studier bör utföras för att öka förståelsen för dels rheometern som mätredskap, dels cementets reologi. I studie 2 mättes samma parametrar som i den första studien, samt inträngningsförmåga, separation och densitet. Dessa tester genomfördes med hjälp av redskapen PenetraCone, Mud Balance, Marshkon, fallkon, muggprover och Yield Stick i laboratoriemiljö. Testerna genomfördes med samma vattencementtal som tidigare, men med två olika sorters cement: Injektering-30 och UltraFine 20. Från dessa tester kunde det konstateras att två av tre krav inte gick att uppfylla med UltraFine 20. Injektering-30 uppfyllde två av kraven med ett vattencementtal på 0,8 och det tredje kravet med ett vattencementtal på 0,6. Dessa resultat försöktes sedan återupprepas i ett fälttest vid Haga station (Västlänken) med blandning i en injekteringsrigg. Två blandningar som skilde sig lite från varandra gjordes under fältstudien. Den ena blandningen gav liknande värden som laboratorietesterna med en något högre flytgräns. Den andra blandningen var något mer lågviskös. Skillnaden mellan dessa två resultat misstänktes bero på skillnaden i tid de fick vara i injekteringsriggen. Det var från början planerat att utföra en ytterligare fältstudie, där Injektering-30 skulle injekteras med vattencementtalet 0,8 i två bergsskärmar. En sprängning skulle därefter ske efter tre timmar, men på grund av förseningar i produktionen har denna fältstudie skjutits upp till våren 2022. Studie 3 bestod av ytterligare rheometer-undersökningar, där oscillerande tester utfördes under en längre tid. Dessa tester gjordes för att se hur cementbrukets viskösa och elastiska skjuvmodul ändrar sig över tid. Genom att göra muggprov parallellt gick det att observera att när cementbruket övergick från att vara dominerat visköst till att vara dominerande elastiskt så ändrades brottsmekanismen i bruket. Cementbruket gick från att flyta fritt till att det uppstod ett cirkulärt skjuvbrott (okulärt observerat). Med resultatet från de oscillerande testerna delades cementets härdningsprocess in i fyra olika steg. Det första steget är när cementpartiklarna flyter vid ett muggprov (egentyngden är större än materialets flytgräns). Det andra steget är när bruket övergår från dominerande visköst till dominerande elastiskt och brottet som nu uppstår är ett cirkulärt skjuvbrott. Det tredje steget är när cementet härdat tillräckligt så att cirkulära skjuvbrott inte uppstår i ett muggprov. I detta stadie går det att peta ett hål i cementet utan att det läker sig själv. Det fjärde och sista steget är när cementen härdat så pass mycket att materialet börjat bete sig mycket sprödare och är som starkast.  För att kunna sätta en preliminär plan för dimensionering av härdningstid på cementbruket, så beräknades kraften som cementbruket upplever som en funktion av töjningarna i berget vid detonation. Detta gjordes med hjälp av Hookes lag och de oscillerande testerna som utfördes under längre tid för att mäta skjuvmodulen. Med detta så togs följande preliminära plan fram, för beräkning av härdningstiden på cementbaserad injektering:  Mät maximala deformationen i berget Mät den komplexa skjuvmodulen på bruket över tid   Ta reda på förväntad maximal sprickvidd Beräkna skjuvtöjning   Beräkna last     Gör fallkontest för att ta reda på hållfastheten i bruket Jämför teoretisk last och hållfasthet för bruket och se när hållfastheten blir större än teoretisk last Spräng efter den beräknade tiden. Planen har inte testats i praktiken och vidare studier behöver utföras. Sammanfattningsvis lägger examensarbetet grunden för vidare studier inom detta ämne. Indikationer från arbetet visar att härdningstiden teoretiskt bör gå att förkorta. Det spekuleras ifall det skulle gå att förkorta härdningstiden ytterligare ifall något sorts mikrofibrer eller likande används som armering i cementen, för att motverka det cirkulära skjuvbrottet som verkar uppstå. Det är självklart av yttersta vikt att denna armering inte påverkar inträngningsförmågan i någon större utsträckning / Tunnel excavation is time demanding with varying complexity. A significant part of the tunnel excavation cycle consists of letting grout harden. This is time where the excavation basically is put on hold. If this part of the excavation cycle could be reduced, the contractor would be able to save resources by conducting blasting earlier. The main purpose with this master thesis is to contribute with knowledge regarding how external forces affects grout. This is of significance to be able to design and to reduce the grout’s hardening time correctly. Before this master’s thesis began three different requirements for cement grout had been developed. One part of this master’s thesis included formulating grout recipes to fulfill these requirements, by gaining further knowledge regarding cement grout rheology. The execution of this work was divided into three part-studies where cement rheology was studied in different ways. The work started by investigating the water cement ratios influence on cements viscosity and yield point by performing rotating tests with a rheometer. This investigation was a part of study 1. The water cement ratios which were studied was 0.6, 0.8, 1.0 and 1.2. It was concluded that the results were way to high and was deemed unreasonable. Cement is rheologically one of the most complex materials, because it spans over great parts of the viscoelastic spectrum. It was concluded that further studies should be performed to further understand both how the rheometer works and cements rheology.  In study 2, the same parameters were measured as in the previous study with the addition of penetrability, separation, and density. These tests were performed with PenetraCone, Mud Balance, Marsh funnel, fall cone, mug tests and Yield Stick tests in a laboratory environment. The tests were conducted with the same water cement ratios as in study 1, but with two different brands of cement: Injektering-30 and UltraFine 20. From these tests the conclusion was that it was not possibly to fulfill two out of the three requirements with UltraFine20 whereas Injektering could fulfill all three requirements. Two out of the three requirements were fulfilled with a water cement ratio of 0.8. These results were then further investigated in a field environment at station Haga in Gothenburg. Two batches were produced, where one of the batches became slightly less viscous than the other and the lab results. It is believed that this was because the less viscous batch spent a longer amount of time in the mixer.  From the start, another field study planned to be conducted where Injektering-30 would be used as grout with a water cement ratio of 0.8. A blast would then be detonated after three hours. Due to delays in the excavation of Haga Station this study was postponed to spring 2022. Study 3 consisted of further rheometer-investigations where oscillating tests were performed during a longer period of time, to see how the shear modulus changed over time. These tests measured the viscous and elastic shear modulus of the cement. By doing parallel mug tests it was observed that when the cement went from dominant viscous to dominant elastic the failure mechanism of the cement changed. The cement went from flowing freely to what looks like a circular shear failure (ocularly observed). With the results from the oscillating test, the cement’s hardening process was divided into four different stages. In the first stage, the particles flow freely (weight of particles are greater than the materials yield point). In the second stage the cement will be more elastic than viscous, and a circular shear failure occurs. In the third stage, the grout has hardened enough so a circular shear failure won’t occur in a mug test. It is now possible to point a hole in the cement without it flowing, and it will heal itself. In the fourth and final stage the cement has hardened enough that the cement has a high strength and behaves brittle.  To estimate a preliminary plan to design the hardening time on cement the forces on the grout has been calculated as a function of the deformations in the surrounding rock. This was done using Hookes law and the oscillating tests which was performed during a longer period of time to measure the shear modulus. With this logic the following plan was introduced, to design the grouts hardening time: Measure deformations in the rock Measure the complex shear modulus of the grout over time  Find the maximum joint width  Calculate shear strain Calculate load Do fall cone tests to determine the strength of the grout Compare theoretical load with strength of the grout and see when the strength becomes greater than the load  Perform blasting after calculated time.  This plan has not yet been tested and need further studies to determine its validity.  In conclusion this master’s thesis is the groundwork to further studies regarding this subject. Indications from this work shows that the hardening time could theoreticality be reduced. One could speculate if it would be possible to shorten the hardening time even further by introducing some kind of reinforcement to the grout, which would prevent the observed circular shear failure. It is obviously important that the reinforcement does not interfere with the penetrability of the grout.