Reduce cement crusts on marble

Building design

The epitaph of Konrad Popp, left: front view. Right: right side view. Institute for Conservation and Restoration, University of Applied Arts Vienna / Sarah Moyschewitz.

The marble epitaph of Konrad Popp from the late 16th century, which was attached to the southern outer wall of the parish church of St. Leonhard in Lavanttal (Carinthia), was examined and restored at the Institute for Conservation and Restoration at the University of Applied Arts Vienna due to its endangered condition.
At the time of dismantling from the wall structure, some areas of the object exhibited severe sugar-grained decay, which in some cases was accompanied by pronounced biogenic growth. Various forms of crust were found in the central area, which were identified and reduced in further steps. One crust, which was most likely formed by cement dust, and its reduction will be the focus of the investigation. […]

The marble epitaph of Konrad Popp from the late 16th century, which was attached to the southern outer wall of the parish church of St. Leonhard in Lavanttal (Carinthia), was examined and restored at the Institute for Conservation and Restoration at the University of Applied Arts Vienna due to its endangered condition.
At the time of dismantling from the wall structure, some areas of the object exhibited severe sugar-grained decay, which in some cases was accompanied by pronounced biogenic growth. Various forms of crust were found in the central area, which were identified and reduced in further steps. One crust, which was most likely formed by cement dust, and its reduction will be the focus of the investigation.

The memorial consists of eight white marble blocks (H:271 cm x W:125 cm x D: 40 cm) and shows the founder Konrad Popp and his family in the central field in an adorative pose. The relief rests on an inscription cartouche that reveals demographic information about the donor and is surmounted by a triangular pediment showing the coat of arms of the Popp family. The formal language is characterized by the volutes, expressive faces and the disproportionately and exaggeratedly depicted bodies, which appear mannerist and point to the end of the Renaissance. Like the design of the front side, the back of the marble blocks is highly interesting due to its shape: the blocks are not cut straight on the back and show almost no traces of carving.
To determine the stone more precisely, samples were taken and thin sections made which were examined under a light microscope and a scanning electron microscope (SEM-EDX). The medium-grained marble (crystals up to 2 mm) shows a high dolomite content (about 65 percent), as well as a high proportion of silicate minerals (about five percent) for marble, including the accessory phlogopite (Figure 2). This can be seen macroscopically as golden-yellow platelets in the marble and, in combination with the high dolomite content, is characteristic of marble deposits in the nearby Koralpe.

The installation situation of the epitaph was analyzed in order to determine the damage mechanisms. The object was sunk into a buttress on the southern outer wall, which is why it was aligned to the east (Figure 3). The installation situation can be defined as the main cause of the damage due to a structural-physical problem in the church building and the orientation. The recent façade plaster was identified as cement plaster and can be traced back to the façade renovation of the 1970s by consulting existing archival documents. The plaster lies on a natural stone masonry, which was covered with a lime plaster. This poses a problem, as cement plasters have a low water vapor diffusion capacity and do not dissipate the soil moisture absorbed by the natural stone masonry to the outside, which leads to damage on the inside of the church wall. The problem is exacerbated by the non-functioning rainwater drainage in the area of the buttresses, which is why some of the water was drained away via the façade and, at the same time, via the epitaph. The orientation of the epitaph to the east can also be described as problematic in the context of the thermal dilatation of marble. If the marble is warmed by the morning sun within a short period of time, a large temperature difference can be reached or a freeze-thaw cycle can occur more frequently. In combination with the high and permanent availability of water and the protected areas in the relief of the object, the orientation towards the morning sun optimally fulfils the growth conditions for biogenic colonization.

The marble shows a loosened structure in the exposed areas as a result of sugary-grained decay, which has been able to progress far, particularly due to a combined effect with the biogenic growth. The biogenic growth comprises a wide range of organisms, including fungi, lichens and bacteria. In addition to the weakened areas, there are also areas compacted by crusts, which can be divided into lime sinter, gypsum and cement crusts. The cement crust is a rare phenomenon and could only be determined by sampling and analyzing the cross-sections. Macroscopically, it appeared as a hard and brittle ochre-colored crust with a “pustular” surface morphology (Figure 4). Under the scanning electron microscope, a multi-layered structure of the crust was revealed: a hydraulic lime crust was present on the marble, which was firmly bonded to the rock. The remains of a hydraulic binder were found above this, which originated from a Portland cement and were covered by a gypsum crust (Figure 5). Due to the shape of the crust, it could be ruled out that this could have reached the surface as mortar splashes when the façade plaster was applied. The stratigraphy of the crust and the affected areas indicate that the formation can be attributed to cement dust, although the church is located in a rural area. It can therefore be assumed that the cement reached the surface of the building with the wind during the renovation of the façade in the 1970s and was able to form a crust in combination with moisture.

Cleaning and exposing the surface of microbiogenic growth and the various crusts was the focus of the concept of measures in addition to securing the existing structure by strengthening and reinforcing it. The treatment of the cement crust posed a particular challenge that required an unusual approach. Initial attempts to reduce this mechanically using fine tools or lasers did not produce satisfactory results, which is why the microparticle blasting method was used. Here, too, it was found that the hardness and irregularity of the crust meant that there was a high risk of the underlying marble also being processed. Microparticle blasting is a linear process in which a uniform amount of blasting material hits the treated area at a constant pressure. On a harder surface, the process is automatically slower and less effective. Due to the irregular surface morphology, thinner areas of the crust had already been removed within a short time and the marble had already been treated, while in other areas the crust was still almost in its original layer thickness. In order to apply the process as gently as possible, it was adapted as follows. A leveling layer was created to level the crust and imitate its hardness. A test series was created in advance to test the suitability of different materials as a leveling layer. Cyclododecane, gypsum and Roman cement were included in the test series. The materials were applied evenly with a brush so that the highest points of the crust were visible on the surface and the rest was covered under the leveling layer. Cyclododecane was not convincing due to its insufficient hardness and surface adhesion. Gypsum and Roman cement proved to be good leveling layers: Both materials were easy to apply and hardened quickly. In this case, Roman cement was convincing due to its higher hardness and also due to its color, as the areas to be treated stood out more clearly from the stone surface.

In addition to the material of the leveling layer, two different types of blasting material and various combinations of pressure and quantity of blasting material were tested. Another test area was used to determine the effect of the blasting angle on the degree of invasion of the method, which was applied to a polished marble slab. A flat angle of incidence of the blasting material could enable gentler work than a steep one, which is why a flat angle was chosen as the angle of incidence.
After the adaptations had been determined by test series, the crust on the relief was covered with the leveling layer and the Roman cement was covered with damp cloths for 24 hours to harden. The blasting process could begin the next day. The process is time-consuming due to the removal of the additional material, but the results and ease of application are impressive.

The condition of the marble epitaph was characterized by sugar-grained decay, biogenic growth and various types of crust. In particular, the removal of an unusual cement crust was a challenge that was met by adapting the microparticle blasting process. The process, which has been adapted using an equalizing layer, is a gentle way of reducing hard and, in particular, uneven deposits, while at the same time allowing the blasting progress to be easily observed. The technique is easy to use, makes it easier to control the blasting progress and makes the process safer. Furthermore, it should be considered that other materials could also be suitable in addition to the use of Roman cement. Through further application and analysis or evaluation, there is the potential to perfect the technique and adapt it for other situations in order to find a broader range of applications and further dissemination.

The investigation and accompanying restoration was carried out as part of Sarah Moyschewitz’s diploma thesis “The marble epitaph of Konrad Popp from the parish church of St. Leonhard in Lavanttal. On the problems of a marble with sugar-grained decay and biogenic growth” at the Institute for Conservation and Restoration (headed by Prof. Dr. Gabriela Krist), University of Applied Arts Vienna in cooperation with the Diocese of Gurk and the Austrian Federal Monuments Office, Carinthian State Conservation Office.

It is assumed that the marble blocks could have been foundlings or blocks that had been left behind in a quarry for some time.

The investigations were carried out under the guidance of sen. Lect. Dr. Farkas Pintér at the Institute for Conservation and Restoration (headed by Prof. Dr. Gabriela Krist), University of Applied Arts Vienna.

⁴Calcite powder and micro glass beads (75-125 micrometers).

⁵The following settings were selected: Micro glass beads 75-125 micrometers, 2.5-3 bar and the emergence angle was kept as flat as possible.

Read more: The Basel Historical Museum embarked on a “mammoth task” and carried out a general inventory of all objects.

POTREBBE INTERESSARTI ANCHE

Shared mobility: how digital platforms are redefining public transport

Building design

Shared mobility is becoming increasingly important in the modern city: digital platforms enable residents to use vehicles such as car-sharing cars, e-scooters and bicycles quickly and flexibly. These solutions relieve the burden on cities and contribute to sustainable urban mobility. Matthew Archuleta | Unsplash

Cities today face major challenges when it comes to mobility. Private transport leads to traffic jams, air pollution and land consumption. Shared mobility offers a solution that relies on the shared use of vehicles and thus relieves both the environment and the roads. Digital platforms and apps allow people to use vehicles flexibly without having to own a car. These new mobility models are not only an environmentally friendly alternative, but also an important step towards a more sustainable and liveable city. […]

Cities today face major challenges when it comes to mobility. Private transport leads to traffic jams, air pollution and land consumption. Shared mobility offers a solution that relies on the shared use of vehicles and thus relieves both the environment and the roads. Digital platforms and apps allow people to use vehicles flexibly without having to own a car. These new mobility models are not only an environmentally friendly alternative, but also an important step towards a more sustainable and liveable city.

Fun fact: According to a study by McKinsey, shared mobility solutions could reduce the need for private cars in cities by up to 30% by 2030.

Shared mobility is based on a combination of several technologies that work together seamlessly to provide users with a simple and convenient experience.

Digital platforms

Digital platforms such as Uber, Lyft, Free Now and Share Now connect users and vehicles in real time. These platforms offer features such as booking, payment and route optimization that allow users to use a vehicle immediately and without much effort.

Internet of Things (IoT)

The IoT is an integral part of shared mobility. Vehicles are often equipped with GPS and sensors that report their location and status in real time. This data helps to optimize operations by providing information on availability, maintenance and routes.

Mobile apps

Mobile apps are the main tool through which users access shared mobility services. They enable the booking of rides, payment and provide access to information such as the location of the next available vehicle and estimated arrival times.

Practical example: In Amsterdam, the car-sharing company Share Now uses a platform that provides real-time information on available vehicles and allows users to unlock the cars via an app.

Shared mobility comprises various models that are tailored to the different needs of users.

Car sharing

Car sharing enables users to rent a car for short periods of time. Models such as station-based car sharing (e.g. Zipcar) and free-floating car sharing (e.g. Share Now) offer flexibility and reduce the need for private car ownership.

Bike sharing

Bike sharing systems offer an environmentally friendly alternative for short distances. Users can find and use bikes at special stations or via GPS using an app. This promotes healthy, emission-free mobility.

Ridesharing and ride-hailing

Ridesharing (e.g. BlaBlaCar) and ride-hailing (e.g. Uber) offer users the opportunity to share journeys or order a vehicle with a driver. This optimizes traffic flow and reduces environmental pollution.

Scooter sharing

Electric scooters, which can be rented via an app, have established themselves as a popular option for short journeys. They are space-saving and emission-free and complement other means of transportation in the urban environment.

Practical example: Lime offers scooter sharing in many cities around the world and is a practical solution for the so-called “last mile”, which is often difficult to cover with public transport.

Shared mobility offers numerous advantages that have a positive impact on cities, the environment and users.

Reduction of emissions

As fewer people own their own car, the number of vehicles on the roads is reduced. Shared mobility promotes the use of electric and low-emission vehicles and thus helps to reduce CO₂ emissions.

Less traffic and congestion

When people share vehicles, traffic is reduced. Fewer vehicles on the roads means less congestion, better air quality and an overall more pleasant urban environment.

Lower costs for users

Shared mobility is often cheaper than owning a car, as users only pay for what they actually use. Maintenance, insurance and other fixed costs are eliminated.

Flexible mobility

Shared mobility models offer users a flexible and convenient way to get around without having to worry about finding a parking space or vehicle maintenance.

Expert opinion: According to a study by Deloitte, 55% of millennials prefer shared mobility solutions to owning their own car as they offer flexibility and cost efficiency.

Despite its advantages, shared mobility faces various challenges that need to be overcome.

Infrastructure and space requirements

Shared mobility requires special parking spaces and parking areas for bicycles and scooters, which can lead to conflicts in public spaces. Cities need to provide space for these vehicles without interfering with pedestrian traffic.

Safety concerns

Scooters and bikes can pose a safety risk, especially in busy areas. Accidents and lack of helmet use are common problems that jeopardize the safety of users.

Legal and regulatory issues

The regulation of shared mobility services is complex and varies from city to city. Providers must adhere to local regulations, which can increase operating costs and limit availability.

User acceptance and habits

Although shared mobility offers many advantages, some people still prefer to own their own car. It takes time and education to increase the acceptance of shared mobility solutions.

Example: In San Francisco, the rapid growth of scooter sharing has led to problems with poorly parked scooters on sidewalks, resulting in complaints from citizens and the need for stricter regulations.

Amsterdam: Car sharing integration with public transport

In Amsterdam, car sharing providers work closely with public transport to offer integrated mobility solutions. Users can use car-sharing vehicles as a supplement to public transport and thus increase flexibility.

San Francisco: Scooter sharing

San Francisco has successfully integrated scooter sharing and introduced strict regulations to ensure that the vehicles are parked properly and the safety of users is guaranteed.

Copenhagen: Bikesharing

Copenhagen, known as a bike-friendly city, has developed a comprehensive bike-sharing program that is used by locals and tourists alike. This has reduced the use of cars in the city center.

The future of shared mobility will be shaped by the integration of new technologies and business models.

  1. Autonomous driving: Autonomous vehicles could make shared mobility even more efficient and safer as they are continuously available and can move autonomously.
  2. Artificial intelligence (AI): AI can help to better manage traffic flows and vehicle availability in order to maximize efficiency and adapt the service to the needs of users.
  3. Mobility as a Service (MaaS): MaaS platforms combine different modes of transportation in a single app that integrates all mobility services from public transport to car sharing and offers a seamless user experience.
  4. Sustainability and electric drives: The introduction of electric shared mobility vehicles will help reduce emissions and improve air quality in cities.

Future outlook: A pilot project in Helsinki is testing autonomous, electric car sharing vehicles that can be booked via a MaaS app and offer users a complete, sustainable mobility solution.

Shared mobility is fundamentally changing the way people travel in cities. Through the use of digital platforms and innovative business models, it offers a sustainable alternative to private car ownership and contributes to solving urban challenges. Despite the challenges, particularly in terms of infrastructure and user acceptance, it is clear that shared mobility has the potential to make urban mobility more efficient, environmentally friendly and flexible.

Concluding thought: Shared mobility is more than just a technology – it is a vision for sustainable mobility that conserves resources and creates quality of life. If cities and providers work together, shared mobility could become an essential part of urban life in the future.

Read more: The European Garden Award 2024 went to a total of ten projects this year. The focus was on the topic of “Green Oasis”.

National Arena Bucharest – Stadiums of the European Championship 2021

Building design

Lia Manoliu Stadium

If you take a closer look at the national arena in the Romanian capital Bucharest, you are instinctively reminded of a Bundesliga stadium. This is no coincidence, as the roots of the arena lie in Germany. The Romanian national arena in Bucharest has German genes: the 55,000-seat soccer stadium was designed by Hamburg architects Gerkan, Marg […]

If you take a closer look at the national arena in the Romanian capital Bucharest, you are instinctively reminded of a Bundesliga stadium. This is no coincidence, as the roots of the arena lie in Germany.

The Romanian national arena in Bucharest has German genes: the 55,000-seat soccer stadium was designed by Hamburg architects Gerkan, Marg & Partner (gmp), the structural design was carried out by the engineering firms Schlaich Bergermann & Partner from Stuttgart and Krebs und Kiefer from Karlsruhe, and the general contractor was the construction company Max Bögl from Sengenthal in the Upper Palatinate.

Although it is a soccer stadium, the building is named after a female discus thrower: Lia Manoliu won the gold medal at the 1968 Olympic Games in Mexico City. However, the stadium is now known exclusively as the “Arena Națională”, i.e. the “National Arena”. The new building was named after Lia Manoliu after its predecessor, the “Stadionul Național Lia Manoliu”, the old national stadium. It previously stood on the same site and was demolished in 2008.

Unlike the arena, it was a multi-purpose stadium. Its stands were not covered and the athletics facilities were located between the pitch and the stands. This meant that at the beginning of the millennium it no longer met the requirements for a venue for international soccer matches. In 2006, Max Bögl won the tender for the construction of the new national arena – which, however, had been planned quite differently at the time. However, the German company submitted an alternative project to the client, the city of Bucharest, which was much simpler and cheaper to build.

The National Arena bears unmistakable similarities to Frankfurt’s Waldstadion. This is no coincidence: the same team of general contractors, architects and engineers built the stadium on the Main between 2002 and 2005. The closable membrane roof in particular is almost a one-to-one replica of the construction in Frankfurt. As there, the roof is located in the large video cube above the pitch when folded up. It extends within 15 minutes when required. It then spans the area between the grandstand roofs. The stand roofs themselves are supported by a so-called pressure ring, which towers over the stadium like a crown. The ring rests on 40 steel pillars, which sit on the concrete construction of the grandstand ring.

The stands have two tiers. The architects designed the spectator area with seating shells in different shades of red, blue and yellow, the national colors of Romania. On the outside of the stadium, the verticality of the concrete columns supporting the stands defines the appearance of the building. The grassy embankment on which the arena stands is still a relic of the old national stadium. It mediates between the new building and the historic sports park that surrounds it. Large steps lead up the rampart. They make a visit to the National Arena a bit of a pilgrimage.

Find out more about the National Stadium Budapest. Here you can find an overview of the EURO 2021 stadiums.