APA 6th Edition Grabovac, I., Barčot, D., Šestanović, S. & Dečman, A. (2004). INŽENJERSKOGEOLOŠKE ZNAČAJKE TUNELA "KONJSKO". Rudarsko-geološko-naftni zbornik, 16 (1), 21-29. Retrieved from https://hrcak.srce.hr/13358
MLA 8th Edition Grabovac, Ivan, et al. "INŽENJERSKOGEOLOŠKE ZNAČAJKE TUNELA "KONJSKO"." Rudarsko-geološko-naftni zbornik, vol. 16, no. 1, 2004, pp. 21-29. https://hrcak.srce.hr/13358. Accessed 6 Jun. 2020.
Chicago 17th Edition Grabovac, Ivan, Duško Barčot, Slobodan Šestanović and Antonia Dečman. "INŽENJERSKOGEOLOŠKE ZNAČAJKE TUNELA "KONJSKO"." Rudarsko-geološko-naftni zbornik 16, no. 1 (2004): 21-29. https://hrcak.srce.hr/13358
Harvard Grabovac, I., et al. (2004). 'INŽENJERSKOGEOLOŠKE ZNAČAJKE TUNELA "KONJSKO"', Rudarsko-geološko-naftni zbornik, 16(1), pp. 21-29. Available at: https://hrcak.srce.hr/13358 (Accessed 06 June 2020)
Vancouver Grabovac I, Barčot D, Šestanović S, Dečman A. INŽENJERSKOGEOLOŠKE ZNAČAJKE TUNELA "KONJSKO". Rudarsko-geološko-naftni zbornik [Internet]. 2004 [cited 2020 June 06];16(1):21-29. Available from: https://hrcak.srce.hr/13358
IEEE I. Grabovac, D. Barčot, S. Šestanović and A. Dečman, "INŽENJERSKOGEOLOŠKE ZNAČAJKE TUNELA "KONJSKO"", Rudarsko-geološko-naftni zbornik, vol.16, no. 1, pp. 21-29, 2004. [Online]. Available: https://hrcak.srce.hr/13358. [Accessed: 06 June 2020]
Abstracts Investigation works for the design of the Konjsko Tunnel with two pipes, part of the Split-Zagreb Motorway, provided relevant data on rock mass and soil properties for construction of the prognose engineering-geological longitudinal sections. West tunnel portals are situated in tectonically deformed and partly dynamically metamorphosed Eocene flysch marls, while east ones are located in Senonian limestones. There is an overthrust contact between flysch marls and limestones. With the beginning of the excavations, rock mass characteristics were regularly registered after each blasting and actual longitudinal engineering-geological cross-sections were constructed as well as cross-sections of the excavation face. There were some differences between prognosticated and registered sections since it was infeasible to accurately determine the dip of the overthrust plane that was at shallow depth below the tunnel grade line and also due to the occurrence of transversal faults that intersected the overthrust. Data collected before and during the tunnel construction complemented the knowledge on geological structure of the surroundings and physical-mechanical characteristics of strata.