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By Q Gong, J Li, J Zhao, Y Zheng

Excavation by tunnel boring machines (TBMs) offers many advantages over conventional excavation methods, in terms of safety level, working environment, advance rate and overall cost. While TBMs have been extensively used in civil tunnel construction, they are also viewed as a competitive alternative to the drill-and-blast method for underground mining, attracting increasing attention from the mining industry. This paper presents an overview and general assessment on applications of TBMs in mines, by reviewing more than 60 TBM applications in underground/open pit coal and hard rock mines around the world. The projects range from the early exploratory trials of TBMs in mines in Germany, England, South Africa and America in the 1960s and 1970s, to the ongoing projects in Australia, China and Chile. The paper focuses on the geological compatibilities, the problems encountered, the solutions undertaken and the lessons learned from those projects. The paper summarises the progress made in the past and highlights the challenges faced by TBMs in mining due to complex ground conditions and geometrical requirements. With the technological advances of TBM and experiences gained in the past, more applications of TBMs are expected in underground coal and hard rock mines.CITATION:Zheng, Y, Gong, Q, Li, J and Zhao, J, 2014. A review of the applications of tunnel boring machines in mines, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 691–704 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By M Chappell

This paper describes the design of the steel fibre reinforced precast concrete (SFRC) segmental lining for the intake and discharge tunnels for the Gold Coast desalination plant in Queensland. In addition, the key design requirements and design methods for the lining of these 2 km long, 2.8 m internal diameter tunnels, including structural, durability and maintenance requirements are discussed. Details of the segment configuration and erection process are presented along with information on the manufacture and trial testing of the concrete for the segments. The paper also gives a brief introduction to steel fibre reinforced concrete behaviour. Construction of the tunnels commenced in April 2007, and the authors believe this is the first application of this technology in Australia.

Jan 1, 2008

By T Ireland, S Eratne, W Newns, P Spies

The approach to risk management during the procurement of major projects often has a significant outcome on the ultimate delivery of a project. The NZ$1.4 B Waterview Connection project is the largest and most complex project yet undertaken by the New Zealand Transport Agency (NZTA) and the procurement process for an alliance contract was refined to provide compliance with the International Tunnel Insurance Group (ITIG) Code of Practice for Risk Management of Tunnel Works (TCoP). The principle of shared risk within an alliance incentivises a common understanding of project risks prior to finalising the alliance agreement and therefore enables superior risk management through design, construction and beyond. Risk management practices need to be instigated well in advance of commercial phases, so that commercial competition does not lead to a significant elevation of project risk. In particular the practice of gaining commercial advantage by taking on a potentially unmanageable level of risk is one of the outcomes to be avoided by the TCoP.During the procurement phase the NZTA placed high value on design and construction mitigation measures proposed in order to address ground risks, as is appropriate for a major tunnel project. In order to achieve alignment on the level of geotechnical risks an Alliance Geotechnical Baseline Report (AGBR) process was developed.This paper describes the measures taken during the procurement process to achieve certainty with respect to outcomes and minimise project risks whilst also achieving value for money. Refinements to the procurement process to ensure compliance with the TCoP prepared by the International Tunnel Insurance Group (ITIG) are described along with the AGBR process applied as part of a suite of measures to achieve a successful procurement outcome.CITATION:Ireland, T, Spies, P, Eratne, S and Newns, W, 2014. Risk management and use of a geotechnical baseline report for a competitive alliance procurement?process, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 553–562 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By T Isaksson, J Anderson

The procurement process for underground construction contracts, in particular those contacts involving tunnel boring machines (TBMs), is subject to many complex and inter-related variables, including national and local politics, public policy, community involvement and media attention û as well as strict environmental and legal requirements. Other restrictions include the time available to adequately investigate geotechnical conditions and viable technical options to determine the best construction methodologies û including selection of tunnel boring machine characteristics and, those construction means and methods suitable for the specific geotechnical and environmental conditions. The latter are, most often, quite imperfectly understood. æGetting it rightÆ implies that an optimal configuration û of machine type, characteristics and associated methodologies û can be found and successfully implemented for a particular project. æFrom the beginningÆ implies that the lack of time issue can be successfully resolved. Within an international context this paper highlights a number of issues of concern which relate to tunnel procurement systems and the ways in which certain key processes are managed during planning, design and construction. The authors argue that there is considerable room for improvement in the way tunnelling projects are undertaken and an approach is discussed which has the potential for substantial gains in cost and schedule and reduction of risk. Savings, however, may only be fully realised if the new methods can be fully implemented by all parties involved. This, we believe, will require the rejection of ætraditionalÆ forms of management and procurement with associated changes in the roles and responsibilities of owner, engineer and contractor. Additionally, risk identification, assessment and mitigation are essential cost and schedule control process which have, to this point, been underutilised by the underground construction industry.

Jan 1, 1999

By P Clark

This paper discusses the challenges, solutions and lessons learnt as tunnelling work continues on the Melbourne Main Sewer Replacement (MMSR) project.The MMSR project is a $220 million dollar project for the Melbourne Water Corporation. It involves the construction of approximately 4.2 km of new sewer from the southern fringe of the CBD through the inner metropolitan suburbs of Port Melbourne and South Melbourne.Of the 4.2 km of sewer currently in construction approximately 2.2 km will be constructed using a 2.95 m diameter Lovat EPB tunnel boring machine (TBM) with approximately 1.9 km of small diameter (300 to 600 mm) reticulation sewers constructed using trenchless techniques.These sewers are being constructed in a dense urban environment, which means that the tunnels and shafts are often in close proximity to buildings and structures. The underground constructionof the sewer is further complicated by the variable geology of the ancient Yarra River delta which includes weathered basalts, the infamous Coode island silt formation and fine loose sands.Some of the key challenges and lessons learnt so far during construction include:· steering and alignment control of the TBM through very soft silt with little residual strength,· development and refinement of a monitoring and alarm system for leaving the machine dormant on a day works only project,· control and measurement of tunnel lining defl ection during ring build and grouting,· prediction and monitoring of surface settlements during tunnel excavation,· improved understanding of the geology and hydrogeology at this previously unchartered area of Melbourne,· consolidation settlement due to dewatering at shafts required careful construction controls, and· ground support and excavation in close proximity to the existing 110 year old sewer which requiredvery detailed risk control measures.

Mar 8, 2011

By A J. Burchell

The introduction reviews the tunnelling carried out in Singapore since the early 1980s. Between 1983 and 1990, Phases 1 and 2 of the mass rapid transit system were constructed. These included some 20 km of bored and cut and cover tunnels together with 18 underground stations. Some particular points of interest in this massive project are briefly commented upon. Reference is also made to other underground or underwater schemes undertaken during this period such as the proposed large caverns project and the submerged tunnel to Pulau Seraya. A description of the subsurface works, now under construction in Singapore, follows. This includes an all underground North-East railway line 20 km long with 16 stations. At a budget of US$ 3 billion, this is a major civil engineering undertaking. Another project is the extension of the railway to Changi Airport which involves 3.5 km of twin tube tunnelling together with a major underground station which is fully integrated into the airport terminals. An on-going program of further major railway extensions over the next 10 to 15 years is in place and an outline is given of some of the most important underground sectors. Other proposed projects such as the underground roads system and the deep level sewers are briefly described. Together they demonstrate the very significant volume of underground construction scheduled for the next century in Singapore.

Jan 1, 1999

The current drill-and-blast method of tunnelling is cyclic and, for this reason above all others, has a future application potential which is lower than that of continuous methods. There is scope for progress in several facets of today's drill-and-blast tunnelling. But even if each of its unit operations and the synthesis of these were to be optimised, this conventional method will, in the long term, fail to be a serious competitor for tunnelboring machines (TBMs), roadheaders and the like. If its role in tunnelling is not to decline at an increasing rate, drill-and-blast will need to be transformed into a continuous system. Boring and cutting machines consume considerable energy (and expenditure) in creating rock fragments which are smaller than those required by muck-handling equipment. In this respect, blasting is more efficient. Mechanical methods are also less versatile and flexible and, when planning proceeds on a basis of meagre or inadequate geological data, cannot be costed as accurately. Currently, research gains for TBMs and roadheaders are greater than those for conventional tunnelling. If (as is likely) the disadvantages of mechanical methods continue to be reduced at a greater rate, the swing away from drilling and blasting will gain momentum.

Jan 1, 1987

By J Karlovšek, M Hafner, M Žibert

The transport network in Europe is probably one of the most important systems for the European economy and society. Trans-national transport routes play a vital role in the traffic of goods and the supply of the population. In this respect, critical road infrastructures, like bridges, tunnels or control centres, can have a bottleneck function. Any disturbance of these structures could lead to negative consequences for the population and the economy as a whole.Project SecMan – Security Manual – is a simple four-step procedure for the identification of critical road infrastructures; assessment of these infrastructures regarding various man-made threats and the determination of effective protection measures was developed. These methodologies are summarised and combined into a comprehensive best-practice manual that allows for a trans-national structured and holistic security-risk-management approach for owners and operators of road infrastructures in Europe.Currently no common processes, methodologies or standards exist in Europe regarding the consideration of security relevant events for critical road transport infrastructures, eg tunnels, control centres and bridges. Attacks on the former can have severe short- and long-term effects with high media attention. A trans-national risk management approach would increase the possibilities for prevention as well as mitigation. A trans-national emergency response strategy would increase preparedness, as well as facilitating and accelerating the reaction in the case of an event.The main objective of the project is to develop a practical process for the identification of critical road infrastructures based on generally accepted security aspects. The assessment of these infrastructures would be carried out in a structured and traceable way regarding security relevant risks and the determination of effective protection measures for prevention and mitigation.The project is implemented by the German Federal Highway Research Institute (BASt) together with project partners from Austria (ILF) and Slovenia (DARS, ELEA iC).CITATION:Hafner, M, Karlovšek, J and Žibert, M, 2014. Road infrastructure security assessment and measures selection methodology using secman – tunnel example, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 69–82 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By B Hayes

The Ambuklao and Binga Rehabilitation Project is a 175 MW hydro power project currently under construction across dual sites in the north region of Luzon Island, Philippines. When it was built in 1956, the Ambuklao Dam harnessed the second largest hydro-electric reservoir in Asia. However, due to landslide erosion and prolonged silt infiltration caused by an earthquake in 1990, the power plant has been rendered inoperable since 1999.To bring the power generating facility back to life, the project scope entails the rehabilitation and construction of civil structures, shafts and tunnels. A major component of these works is the decommissioning of a section of the seven metre diameter headrace tunnel by installing a concrete plug. The headrace tunnel is part of a closed waterway system that connects the dam via a shaft, exhibiting a hydrostatic pressure of 13 bar (1300 kPa) at the location of the new tunnel plug. In addition, the power station ball valves have seized ajar and the damaged intake riser is unsafe toaccess thereby requiring the plugging operation to be carried out under live flowing conditions.Working under hydrostatic pressure and live conditions, the headrace plug will be an underwater tremie pour operation that includes drilling and concrete injection through blow out preventer caissons installed in the floor of an underground chamber above the tunnel. The purpose of this paper is to describe the key engineering and planning components involved in this operation including pre- and post-grouting, chamber crane, sonar, local water compensation, jet flushing, drilling, caisson installation, and concrete design, production, delivery and placement. The success of this task rests on the strategic preparation and operational management of risk and safety in a challenging rural environment.

Mar 8, 2011

The Graham Farmer Freeway Project in Perth, Western Australia, is the largest urban infrastructure project ever carried out in the State. At a project cost of over $360 million, it also ranks as one of the largest in Australia and is even large by world class standards. The project provides a much needed east-west freeway bypass around the CBD of Perth, linking the Great Eastern Highway in the east with the Kwinana and Mitchell Freeway system in the west. The Bypass will have 6.5 kilometres of freeway, a major bridge over the Swan River, several pedestrian overpasses and underpasses, dual use paths, interchanges and flyover bridges and a rail tunnel. The whole project is being carried out over a four-year time frame, due to be complete and open to traffic in June 2000. The project has been divided into two stages, with Stage 1 including the 1.63 kilometre long Northbridge Tunnel, the subject of this paper.

Jan 1, 1999

By S Goff

The Northern Sewerage Project (NSP) is a $650 M infrastructure project that will increase the capacity of the sewerage system for Melbourne’s growing northern suburbs while also helping to protect the Merri and Moonee Ponds creeks by significantly reducing the number of sewage overflows that can occur after heavy rainfall. The NSP consists of two stages: Stage 1 (NSP1) will be owned and operated by Melbourne Water Corporation, and Stage 2 (NSP2) will be owned by Yarra Valley Water and operated by Melbourne Water Corporation.Glass-fibre reinforced plastic (GRP) was used on both NSP stages, however, since Stage 1’s schedule for installation of GRP was slightly ahead of Stage 2’s, this paper will only focus on Stage 1’s use of GRP.NSP1 involves the construction of 7.9 km of new sewer tunnel ranging in diameter from 1.6 to 2.5 m, five main access shafts at depths of up to 65 m, and connections to the existing sewerage system including several access manholes. Construction began in 2007, and project completion is expected in 2012.The original design for NSP1 specified the use of high-density polyethylene (HDPE-) line precast concrete pipes as the final tunnel lining and HDPE-lined reinforced concrete for the access shafts and manholes. During construction, the rising cost of precast concrete pipes and the introduction of an additional GRP pipe supplier in the market justified a review of the tunnel final lining material. The contractor-proposed GRP pipe alternative was accepted for the final tunnel lining based on time and cost savings that were possible without compromising the design intent. After gaining experience with GRP through this design change, Melbourne Water Corporation reviewed and accepted GRP as the final lining for five smaller connection manholes. The use of GRP for the manholes was particularly inventive as the redesign made use of the approved tunnel GRP pipes as both a structural and corrosion-resistant lining.This paper discusses the use of GRP on NSP1; how the change in material, from concrete to GRP, affected the design philosophies assumed during detailed design; and how construction methods were modified to handle the less rigid GRP material. Details on the structural, hydraulic and durability considerations for the design are included, as are details about the time and cost savings and the quality and safety improvements that were achieved during construction.

Mar 8, 2011

By G M. Volkmann

Pipe umbrella systems have effectively been used as an additional support system in the working area in weak ground conditions during the last decades. Thus, a considerable number of applications accounts in urban tunnelling with shallow overburden. However, this support system is also successfully used when a tunnel alignment crosses fault zones, sediments, moraines or talus with overburdens from shallow to deep. The pipe umbrella support system itself is termed differently worldwide – synonyms are canopy tube umbrella method, umbrella arch method, or long fore-poling method.One main reason for the increase in application is that this support system closes cost-effectively the gap between reasonable, normal supported tunnels and tunnels supported with more expensive special techniques like horizontal jet-grouting or ground freezing. By using this system, many projects can be built more cost effective without decreasing the common level of safety.The pipe umbrella construction method is pretty young, so the knowledge about this system has been intensely researched in the last decade. This led to an enormous increase in understanding the interaction between support system and surrounding ground, the mode of action, and the important details for construction.Pipe umbrella support systems are applied in difficult ground conditions, so a special developed measurement arrangement was used to observe deformations ahead of the working face during tunnelling. The evaluation of collected data sets identifi ed that cased-drilling systems have clear advantages compared to predrilling systems during the installation process in weak ground conditions. This may become important depending on project requirements, so this difference must be considered in design as well as in the tender document specifications.

Mar 8, 2011

By L J. Strachan, O J. Hawes, S W. Crossen, R C. Roberts

The Albany Conglomerate is a widespread geological unit found in northern areas of Auckland, New Zealand. It has previously been described as part of the early Miocene Waitemata Group which underlies most of Auckland. Much of the Waitemata Group comprises weak interbedded sandstones and mudstones, but also includes conspicuous conglomeratic units such as the Albany Conglomerate. The Albany Conglomerate comprises a well-cemented mixture of hard pebbles, cobbles and boulders of igneous and metamorphic derivation in lenticular beds. A number of tunnelling projects are planned for the near future in Auckland. Recent experience has shown that the variable features associated with the Albany Conglomerate can make selecting appropriate construction methods very challenging. This paper explores the engineering geological and sedimentological features of the Albany Conglomerate with respect to other conglomerates within the Waitemata Group and the potential implications on tunnelling projects in Auckland. Consideration is given to the extent of proposed geotechnical investigations and the production of geotechnical baseline reports.CITATION:Roberts, R C, Hawes, O J, Crossen, S W and Strachan, L J, 2014. Underground construction challenges associated with the Albany Conglomerate in Auckland, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 195–202 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A Bagis

Road tunnels are an accepted and effective transportation solution in urban areas to mitigate increasing traffic congestion and facilitate improved urban connectivity in a cost effective manner while meeting societal goals to reduce the impact of construction. In designing a tunnel system, there is a requirement to achieve an acceptable level of in-tunnel air quality, as well as meeting ambient air quality goals. In Australia, there is also a requirement for zero portal emissions which means that all pollutants must be emitted to the atmosphere via a ventilation stack.Traditionally, effective pollutant dispersion has been achieved by constructing tall ventilation stacks which disperse pollutants into the atmosphere at a high level. The dominant variable parameters in the effectiveness of the dispersion under the ventilation engineers control are the efflux velocity, the height of the ventilation outlet and the concentration of pollutants at the point of discharge. During off-peak operations the required ventilation exhaust rate can be reduced due to the decrease in traffic. This can lead to a drop in the efflux velocity from the stack and therefore the effectiveness of the dispersion. This potentially drives the need for a higher outlet, or an increased exhaust rate to achieve a higher efflux velocity with consequent effects on energy consumption.The paper proposes a method of varying the cross-sectional area of the ventilation stack with the use of motorised control dampers, thereby maintaining a sufficiently high efflux velocity throughout the 24 hour period independent of traffic conditions. This allows the use of a potentially shorter ventilation stack.

Mar 8, 2011

By A Harding, M Chappell

Precast concrete segmental linings have enjoyed widespread use around the world, and are the lining type of choice for tunnels constructed using a shielded tunnel boring machine. However, there is significant variation in the design of such linings from one country to the next in such areas as materials, geometry, fixtures and fittings, waterproofing and reinforcement to name but a few. This arises because the speed at which the technology has developed within some countries and regions has sometimes outstripped the transfer of such technologies to the rest of the world.This paper provides some insights into the variations in lining design in different parts of the world with the aim of providing designers and constructors alike a reference for the different methods adopted. It provides a context for these developments by briefly summarising historical reviews of this subject before looking at some of the developments around the world over the last 15–20 years. The developments are presented with some reference to the reasons for implementation, and the advantages and limitations commented on. Following on from this description of the state-of-the-art, the authors also provide their own views on what developments we may see in this area in the near future.CITATION:Harding, A and Chappell, M, 2014. Precast concrete segmental tunnel linings – the state-of-the-art, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 257–266 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

Mechanical and electrical (M&E) systems in road tunnels are constrained by the traffic envelope and the construction profile. Whilst these spatial constraints are often ælocked inÆ early in the design process, the detailed M&E design continues for some considerable time after key civil engineering issues have been resolved. Ventilation design criteria for both normal and emergency operation often involves considerable negotiation with a wide range of stakeholders. Final system performance and spatial requirements are only finally resolved when suppliers are selected following the tender process. Lighting design is dependent upon a wide range of factors including tunnel lining materials and associated colours as well as agreed maintenance regimes. Cabling systems can only be developed when the general arrangement for power distribution is agreed and a system of substation, switchrooms and equipment rooms is in place. Many other systems such as fire protection and communications facilities fill the available space beyond the traffic envelope, where physical, structural and æsight lineÆ requirements must all be accommodated. The more co-ordinated civil engineering and M&E design is and the earlier the process starts the better the outcomes for all parties.

Jan 1, 1999

By D Miller, M Dowling, R Domotor

"This paper is focused on blasting activities undertaken as part of the Pacific Highway Upgrade – Tintenbar to Ewingsdale – project (T2E). This is a ‘priority 1’ Pacific Highway road construction project in New South Wales (NSW), to be completed by mid-2015 (weather permitting). T2E will provide approximately 17 km of dual carriageway road starting at the northern end of the Ballina bypass and extending to the Ewingsdale interchange, and will complete the existing dual carriageway road between Ballina and the NSW/Queensland border.Roads and Maritime Services (RMS) (formerly the Roads and Traffic Authority) is delivering the project on behalf of the NSW state and federal governments. In October 2011, RMS awarded a contract to Baulderstone Pty Ltd (now Lend Lease Engineering Pty Ltd – Lend Lease) to design and construct T2E. One of the key elements in this project is the St Helena Tunnel.In order to avoid the steep grades of St Helena Hill, eliminate a well-known accident black spot and maintain the aesthetics of the Byron hinterland escarpment, RMS and Lend Lease prepared designs to construct a 434 m long dual carriageway tunnel, 46 m below the ridge line of St Helena Hill. Lend Lease elected, where geotechnical conditions permitted, to use drill and blast methods to excavate the full tunnel profile, instead of traditional mechanical excavation techniques.Since all blasting locations (both inside and outside the tunnel) were in close proximity to nearby residents, the NSW Department of Planning and Infrastructure imposed strict air blast overpressure (airblast), ground vibration (vibration) limits and limited working hours. Both RMS and Lend Lease recognised that these restrictions meant that nearby residents may be exposed to blasting activities for longer than was necessary. As a result, after close consultation and agreement with the nearby residents, RMS applied successfully to the NSW Department of Planning to increase the airblast and vibration limits, as well as the working hours.Working under these new conditions, Lend Lease employed a range of best practice drill and blast technologies provided by both Orica Australia Pty Ltd and Atlas Copco Mining and Rock Excavation to improve the safety and efficiency of blasting activities and to minimise the potential negative impacts of the blasting works on affected residents. These technologies included: the use of a continuous environmental monitoring system to record the results of the blast events and provide quick and easy reporting to key stakeholders to address RMS specification requirements electronic detonators to enable accurate hole detonation timing for vibration compliance and to give project engineers the flexibility and precision to alter each design to suit the geological profile of each face the use of two software programs and advanced drill rigs to enable the efficient design of blasts, electronic transfer of designs to the drill rigs, as well as in-hole monitoring and recording of drilling performance the use of a specialised bulk emulsion system to deliver fully coupled bulk explosives into face blastholes to maximise fragmentation, and decoupled bulk explosives into perimeter blastholes, to reduce overbreak and deliver a cleaner profile.By taking a progressive approach towards the environmental restrictions and the work hours imposed, as well as utilising best practice blasting techniques, RMS and Lend Lease were able to blast with confidence and achieve their production deadlines and reduce the total cost of the project.Most importantly, RMS and Lend Lease were able to meet their environmental obligations and work constructively with the nearby residents to ensure that the blasting was undertaken as safely and efficiently as possible without delay or negative impact.CITATION:Dowling, M, Domotor, R and Miller, D, 2014. Improving excavation efficiency at the St Helena Tunnel using best practice drill and blast techniques, in Proceedings 15"

Sep 17, 2014

By D J Maconochie

The use of rock bolts as permanent support has been prohibited by client specifications in several recent large tunnel projects in Australia. The justification for this appears to lie in concerns with proper and verifiable installation procedures rather than concerns with the intrinsic durability of the corrosion protection systems. However, in civil tunnels, preventing the use of permanent rock bolts for long-term support results in the use of cast in place concrete lining which in some instances would otherwise be unnecessary.

Mar 8, 2011

By R Bertuzzi

"This paper presents preliminary results of ongoing research being carried out at the University of New South Wales Australia (UNSW) into improved methods for estimating rock mass strength. In this paper the rock mass strength of Hawkesbury Sandstone is assessed. An estimate is first made based on an extensive database of intact rock strength data being collated by the author and the assumption that rock mass strength can be determined following the geological strength-index (GSI) approach. The resulting strength envelope is then compared with nine documented case studies where stress induced failure has occurred in tunnels excavated within Hawkesbury Sandstone. The case studies cover a range of conditions: construction dates from 1880s to 2006 spans from 3.2 to 12.5 m depths from 17 to 124 m excavation methods of drill and blast, roadheader and tunnel boring machine (TBM).Finite element modelling is used to assess the likely magnitudes of the principal stresses that were present at the time of the failures. The finite element models are interrogated to provide the values of major and minor principal stresses in and around the mapped failure zones. Failure and stable points are then compared to the proposed strength envelope(s) of Hawkesbury Sandstone derived using the Hoek-Brown and the spalling criteria. The ability of the Hoek-Brown rock mass strength criterion to differentiate between the ‘failed’ and ‘stable’ zones is considered to be remarkable.CITATION:Bertuzzi, R, 2014. Estimating the rock mass strength of Hawkesbury Sandstone, in Proceedings AusRock 2014: Third Australasian Ground Control in Mining Conference, pp 417–424 (The Australasian Institute of Mining and Metallurgy: Melbourne)."

Nov 5, 2014

By J de Witte

When used in suitable ground conditions, rock bolts can have advantages over other permanent tunnel lining solutions. Permanent rock bolts offer flexibility in tunnelling profile and rapid rock bolt installation can enable time and cost savings. There are also disadvantages when considering the suitability of rock bolts for permanent support installations. These generally concern achieving the specified durability requirement over the specified design life. By investigating alternate approaches to rock bolt installation, quality assurance (QA), monitoring and design life it may be possible to alleviate some of these concerns.The design and construction benefits that can be realised through the use of rock bolts are primarily related to reducing project program time. This time reduction could be realised if rock bolts are considered as a permanent solution, with the installation being completed as a part of the primary excavation cycle. Any reduction of the program could allow direct and indirect cost savings and in the case of a major project, allow the revenue stream to be realised earlier.Currently ambiguity exists where the treatment of rock bolts as permanent support components is inconsistent with that of (often identical) ground anchors, as utilised in stabilising cut and cover structures. The ground support design process, implementation and testing are generally similar, though the acceptance of rock bolts as long-term support elements is treated differently to ground anchors in technical specifications.This paper discusses some of the benefits available through the use of rock bolts. It offers different solutions to the concerns surrounding durability, including alternate approaches to installation, Quality Assurance practices and monitoring solutions. The selection of an alternate design life is also investigated as another means of alleviating concerns around long-term durability. The paper will also provide an indication of savings that could be expected through the use of rock bolts as part of a long-term support system.

Mar 8, 2011