Search Documents

By S J. Clarke, C S. Walker

The South West Rail Link (SWRL) project involved construction of a rail line to service new residential areas in south-west Sydney. The 11 km rail line is conveyed through a short tunnel at shallow depth where it crosses beneath the eight lanes of the Hume Highway. The underpass location is one of the most heavily trafficked within Sydney’s motorway network.The New South Wales Roads and Maritime Services (Roads and Maritime), as the owner of the highway asset, had the responsibility of managing the risks to the highway and traffic associated with the tunnelling project from the pretender stage through to completion. This paper considers the primary risks and mitigation measures employed, including geotechnical investigation, and development of appropriate construction constraints and concept design of an extensive real-time survey system to monitor pavement deformation during the tunnel works.The geology comprises fresh Minchinbury Sandstone in the tunnel invert and side walls, and variably weathered Bringelly Shale in the haunch and crown. Few tunnels have been excavated in these rock types in Sydney, and there is little information relating to the in situ stresses and stress-relief deformations in these materials.During tunnel construction the monitoring data indicated unexpected surface heave of up to about 24 mm. A multiparametric back-analysis of the deformation data is presented, which provides information on the deformation mechanisms and key geotechnical parameters, including rock mass modulus and in situ stresses.The approaches and methodologies developed for the SWRL underpass were effective in maintaining the safe operation and traffic capacity of the highway throughout the construction period, and the analysis of the monitoring data provides a useful reference for similar future projects, or projects constructed in similar ground conditions.CITATION:Clarke, S J and Walker, C S, 2014. Deformation mechanisms of the South West Rail Link underpass beneath the Hume Highway, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 631–640 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

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 D Kubik, K The

The New Zealand (NZ) Transport Agency’s Waterview Connection will complete Auckland’s Western Ring Route, a 47 km north–south motorway alternative to Stage Highway 1. The project is being delivered by the Well-Connected Alliance comprising the New Zealand Transport Agency (NZTA), Fletcher Construction, McConnell Dowell Constructors, Obayashi Corporation, Parsons Brinckerhoff NZ, Beca Infrastructure and Tonkin & Taylor.The project involves construction of 5 km of new motorway, nearly half of it underground connecting State Highway 20 (SH20) to State Highway 16 (SH16). The underground portion of the project incorporates twin 13.2 m inside diameter (ID) tunnels 2.4 km long, each carrying three traffic lanes, one for north-bound traffic and one for south-bound traffic. The tunnels are being driven by a 14.46 m outside diameter (OD) 2400 t, tunnel boring machine (TBM) shield that was assembled and launched at the southern portal. It will be turned and re-launched at the northern portal for the return drive to the southern portal where it will be disassembled. This paper presents two major temporary works elements contributing to the successful launch of the TBM: the TBM assembly crane platform and the TBM shove frame and associated components.Tunnel boring machine shield assembly – crane platformThe TBM shield was delivered to site in subassemblies ranging in weight from 100 to 380 t. It was initially proposed to use a 750 t crawler crane sitting above the tunnel portal headwall to assemble and disassemble the TBM. However, this did not have sufficient capacity to allow the TBM shield to advance clear of the tunnel before disassembly commences. To reduce the crane’s working radius a temporary steel crane platform was developed that is supported on the side walls of the tunnel approach trench. This has enabled a smaller, less expensive, 600 t crawler crane to be used and will allow the TBM shield to clear the tunnel before disassembly.Tunnel boring machine launch – temporary worksTo launch the TBM a purpose built steel frame was required for the TBM thrust rams to react against. The shove frame had to be able to transfer the thrust loads from the TBM shield to the ground below and thrust wall behind. A range of potential thrust loads and jacking patterns were examined to develop the design load cases for the shove frame. The shove frame was used to launch the TBM at the southern portal and to re-launch it at the northern portal. Elements of the shove frame will also be used to support the portal faces during the TBM arrivals.CITATION:Kubik, D and The, K, 2014. Waterview Connection – temporary works for tunnel boring machine?launching, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 281–288 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By M G. Wansbone, R Bhargava

The inferred ground conditions for the proposed mined cross passages at the northern end of the Waterview Connection tunnels consist of an overburden of alluvial and residual soils, with mixed face geology of highly weathered to unweathered extremely weak rock. This paper describes three-dimensional (3D) finite difference analyses undertaken to evaluate the stability of the cross passage headings and to validate the proposed sequence of excavation. The analyses undertaken incorporated the influence of the construction of the mainline tunnels and the breakout opening in the segmental lining for construction of cross passages.The stability analyses were carried out using FLAC3D™, version 4.0 (by Itasca Consulting Group) by progressive reduction of shear strength parameters to obtain a failure condition and estimate a factor of safety. For each step of strength reduction, corresponding increments of displacements of several points on heading faces were monitored. The stability obtained from numerical analyses was compared with analytical solutions. Interpretation of results of drained analyses indicated instability of the upper 2 m of heading face within the highly weathered rock mass. Additional analyses were undertaken by including grouted fibreglass dowels to reinforce the heading face. The results of the additional analyses showed significant reduction in displacements and yielding of ground around the face. The proposed temporary support comprised face reinforcement using grouted fibreglass dowels in conjunction with canopy tubes and perimeter support of steel fibre reinforced shotcrete. The stability of the construction sequence, which was related to the specific requirement of the proposed excavation equipment, was validated.CITATION:Wansbone, M G and Bhargava, R, 2014. Analysis of stability and design of face support for cross passages – Waterview Connection tunnels, Auckland, New?Zealand, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 339–344 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By S Kowalczuk, S V. L Barrett

The potential for adverse surface settlement during tunnelling in soil and rock poses a significant risk to the successful completion of any tunnelling project. Undesirable ground movement may lead to unacceptable level of damage to surface infrastructure, buildings and the environment, resulting in safety concerns as well as causing significant delays and costs to a project. One of the empirical methods which is commonly used to predict surface settlement in the early stages of a project’s development is the volume loss approach as described by Mair, Taylor and Burland, 1996. This method was developed for use in soft ground; however it has also been applied in weathered and soft rock to provide an initial indication of potential surface settlements along a proposed tunnel alignment. This paper presents some initial thoughts on the use of this method in weathered and soft rock and the associated limitations which need to be taken into consideration when interpreting the results. This includes complex weathering profile cases where the strength and stiffness of the ground does not necessarily increase with depth.CITATION:Kowalczuk, S and Barrett, S V L, 2014. Initial thoughts on application of the volume loss approach for estimates of surface settlement due to tunnelling in weathered rock, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 641–646 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By M Rauer

With a worldwide growing population the demand for higher living standards, food and the development of new technology is rapidly rising. To allow for a continuous growth, larger quantities of minerals and raw materials are needed at a faster pace. Different methods have been developed to access or tap ore more quickly, such as improved drill and blast operations, mechanical mining methods using equipment such as roadheaders (RH), longwall miners and other technical equipment. Another possibility to access and develop mines faster is the use of a tunnel boring machine (TBM).The historical usage of TBMs is surprisingly long, but the opportunity for technology adoption by the majority of worldwide mining companies remains largely untapped. Dozens of full face TBMs have been used by mines around the world, including two that will begin operation soon in Australia. TBMs have been used to safely and rapidly gain access to the orebody, or to expand access to the orebody to increase output by running a TBM along the edge of the orebody for several kilometres. These machines have also been used for ventilation and for conveyor tunnels for ore removal. They have been used to quickly excavate long and winding declines giving access to an orebody at several levels in a short period of time.Tunnel boring technology can be used for mine declines, mine access tunnels and all sorts of different mine designs and set-ups. TBM technology simply needs to be adapted to the mine conditions and, if manufacturers are involved early on in the planning process for mine development, the operation can be very successful. In some cases, historically typical mine designs may need to be re-thought.One mine, the Stillwater Platinum mine in Nye, Montana, is currently employing its fourth TBM in 25 years. Two were used to create tunnels running alongside the orebody, rapidly expanding access to the orebody in many locations for increased output. Two were used to create parallel access tunnels to a mine expansion at the East Boulder orebody; one tunnel is for conveyor haulage and the other for vehicular access. TBMs have been employed successfully many times to rapidly drive vehicular decline tunnels to multiple mine levels, such as at the San Manuel – Magma Copper mine in the USA. While TBM technology may not seem to be optimal for every mine, these success stories show that the method can provide vast benefits for the right projects.Early use of TBMs in extremely hard rock metal mines, in the 1960s and 1970s, had limited success since performance was low. However there have been great improvements made over the years in the strength of rock which can be excavated by TBMs with high performance. Other important improvements involve the provision of a safe work environment, safely and rapidly supporting the rock and predicting geology ahead of the TBM.This paper will briefly note the more than 20 TBM mining projects and highlight some notable successes. It will then go on to give a status report on the two active TBM mining projects in Australia and the difference between a TBM operation versus other excavation methods such as drill and blast (D&B) or RH excavation.CITATION:Rauer, M, 2014. Tunnel boring machines in mines – a?brief review of past use with a status report on use today in Australia, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 663–670 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By M Norbert, P Mok

The mainline running tunnels for Legacy Way comprise of two-lane tunnel boring machines (TBM) driven tunnels. The length of the TBM tunnel section is approximately 4.2 km. The TBMs employed are double shield TBMs. Typical support to the segment ring while advancing a double shield TBM comprises of filling the excavated annulus between the ground and the segmental lining by injecting pea gravel, followed with primary grouting to fill between the pea gravel some distance behind the excavated face. The methodology adopted for the Legacy Way project, however, did not follow this typical approach, instead, two component grouting of the annulus was carried out.Where the annulus is typically filled with pea gravel, support is provided to the segment ring very close to the end of the tail shield, whereas in the case of two component grout this is not practical as the risk of grouting in the tail shield is high. The staging of the two component grout injection, the grout early age strength properties become key issues in ensuring that the segment ring leaving the TBM tail shield is stable and can support the necessary external loads.Two-component grout is a grout with two components, cementitious grout (component A) and accelerator (component B), commonly adopted for earth pressure balance (EPB) TBM. The grout reaches its thixotropic state in a matter of seconds providing initial support for the segment rings. Manual injection of two component grout to fill the bore annulus was carried out in stages leaving a portion of the segment rings unsupported. Ring stability during TBM advance was provided by a combination of ram thrust and the segment circumferential joint shear connectors.This paper outlines the design considerations such as rock load derivation by probabilistic analysis carried out utilising the software JBlock, 3D finite element analyses using the software Strand7 for ring stability and the testing and back analysis of the shear connector load bearing behaviour. In particular, the actual available capacity of the shear connectors against their published capacity by supplier was discussed.CITATION:Mok, P and Norbert, M, 2014. Tunnel boring machine excavation stability – double shield tunnel boring machine advance with partially grouted annulus, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 51–62 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By I Gray

While in some cases it is vitally important to measure the virgin stress in rock prior to tunnelling there are a number of cases where such stress measurement is really not required. The concept of having to have a number to put in a numerical model representing a continuum is often quite inappropriate. This paper discusses the cases when virgin stress measurement is required and the most appropriate means to measure it. The techniques discussed cover all of the overcoring systems, hydrofracture and borehole breakout measurements. It also covers the use of rock surface stress measurement, which is easy to perform and should be used to check for changing stress conditions. Unfortunately this technique has been ignored in recent times because engineers are addicted to numerical models requiring far field stresses rather than measuring the real values that exist where they matter – at the tunnel wall. A case is presented in which the measurement of surface stress in a tunnel boring machine tunnel enabled the far field stress to be determined in what must be the world’s largest overcore.CITATION:Gray, I, 2014. The measurement of rock stress for tunnelling, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 153–160 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By T J. McGavin

This paper examines the fire life systems implemented in two existing tunnels and discusses whether the standards used were appropriate. It focuses on the Terrace Tunnel as this upgrade and refurbishment is complete.The New Zealand Transport Agency (NZTA) manages six tunnels on the State Highway network with two of these built in the last seven years. The Terrace Tunnel, opened in 1978, was refurbished with modern fire life safety systems in 2010–2012. An interim upgrade of the Mt Victoria Tunnel, opened in 1931, was also carried out at this time.In present times, few existing tunnels have undergone significant upgrades and refurbishments. The Terrace Tunnel required: new power supplies, control buildings, lighting, wall panels and jet fans, a deluge system, emergency exit lights and way-finding lights, a public address (PA) system, a radio rebroadcast system, lane control sign (LCS) and variable message sign (VMS), an over-height detection system (OHD) and a new tunnel management system.In the absence of suitable guidelines, various standards were used to carry out the refurbishment. The Austroad Guide to Road Tunnels and AS4825 Tunnel Fire Safety, although designed for new tunnels and not specifically intended for existing tunnels, provided a framework. A multi-criteria assessment of risk (MCAT) was carried out to determine the systems to be provided.The Terrace Tunnel has perhaps set a benchmark for refurbishing existing tunnels as few projects of this type have been completed recently. This paper examines the process and the outcomes.CITATION:McGavin, T J, 2014. The refurbishment of the Terrace and Mt Victoria Tunnels, Wellington, New Zealand, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 87–94 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A L. de Ambrosis, F M. Weir, M Fowler

Traditional kinematic and statistical analyses of geological structure for geotechnical engineering applications, while considered industry standard practice, have some limitations and unrealistic assumptions. An improved approach involves a discrete fracture network (DFN), a numerical model that explicitly represents how defects may be spatially distributed through the rock mass. The DFN technique utilises the structural data in stochastic analyses to give a range of possible models used for visualisation and stability analyses.The early development of the DFN approach was largely associated with modelling fractured hydrocarbon reservoirs and nuclear waste isolation programs. With recent improvements to computational power it has become recognised internationally as a valuable tool for modelling some geomechanical problems encountered when designing excavations in fractured rock masses. For tunnelling or slope stability projects DFN modelling provides visualisation of a rock mass and identification of likely failure mechanisms.This paper presents a suite of DFN modelling undertaken for the design of a tunnel within the Ashfield Shale unit of the Sydney Basin, Australia. The necessary input parameters and derivation of these, along with the importance of both an accurate engineering geology model and validation of the synthetic fracture network are demonstrated. Multiple realisations of the DFN were analysed to provide an indication of the number and volume of unstable blocks for the proposed tunnel geometry, enhancing support design. One fracture network realisation was sliced along multiple sections for use in finite element modelling.CITATION:Weir, F M, de Ambrosis, A L and Fowler, M, 2014. Discrete fracture network modelling for tunnel design in the Sydney Basin, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 219–226 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

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

By S Pradhan, A Kuras, R Mahajan

This paper describes the design of the precast concrete segmental lining for the 13.1 m internal diameter and 450 mm thick, 2.4 km long mainline tunnels for the Waterview Connection project in Auckland for the New Zealand Transport Agency.The design and detailing of this segmental lining presented some noteworthy challenges, including an alignment that has sections of low cover in soft ground. Key points of interest are that this precast segmental lining is the largest to ever include steel fibres as the primary method of reinforcement and the lining includes cams on circumferential joints to control ring deformation.The paper describes some of the key design decisions that were made in a collaborative manner with the construction team, tunnel boring machine manufacturer, segment manufacturer and the designers.CITATION:Mahajan, R, Kuras, A and Pradhan, S, 2014. Design of segmental lining for Waterview Project, Auckland, New?Zealand, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 289–294 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

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 G Marling, A Calderon, J Harris, P Kirsch, M Shi, D Sprott, A Kirsch

Large-scale infrastructure construction needs to comprehensively manage risks that can impact the health and well-being of many people, from workers (temporary, contracted or full time), to families and surrounding communities. This paper starts with an analysis of incidents (injury, fatality, other damage) in tunnel construction between 2000 and 2014 and assesses the distribution of these events by continent, year, and severity of outcomes. These incidents are then analysed and mapped to a framework of hazards derived from RISKGATE (2014). A comparative register of current tunnel construction risk management guidance is derived from current Australian codes of practice and this register is also mapped to the RISKGATE framework of hazards to identify where coal industry knowledge may offer utility to the tunnelling industry.An initiative of the Australian Coal Association Research Program (ACARP), RISKGATE is an interactive online risk management system developed to assist the mining industry in implementing continual improvement in the management of major unwanted events. To date, a comprehensive knowledge base has been captured for risk management of tyres, collisions, fires, isolation, strata underground, ground control open cut, explosions, explosives, outbursts, coal bumps and bursts, human/machine interface, manual tasks, slips/trips/falls, inrush and occupational hygiene. By capturing operational knowledge from industry experts, RISKGATE provides a cumulative corporate memory at a time of high personnel turnover in the coal industry.This paper proposes and outlines how knowledge within the RISKGATE platform could be applied to managing the significant health and safety risks associated with tunnelling. The authors suggest that to varying degrees the knowledge already captured in RISKGATE is likely to be transferable to tunnelling construction operations. Please note that this paper focuses on tunnel construction and does not address risk management of tunnels in operation (eg road transportation or utility networks).CITATION:Kirsch, P, Kirsch, A, Calderon, A, Marling, G, Harris, J, Shi, M and Sprott, D, 2014. Management of health and safety in tunnelling – application of Australian coal mining knowledge, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 563–572 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By D A. F Oliveira, C J. Parker

The role of the virgin in situ stress field in tunnelling projects is well known in the Sydney area. The effect of in situ stresses is mostly considered through the use of published relationships that describe the in situ stress conditions as a function of depth. Considering the significant scatter in the data, it is evident that by adopting such relationships, the designers are assuming an average distribution of stresses with depth that is generally a reasonable engineering approach; however, when building a geomechanical model, the tunnelling or geotechnical engineer needs to account for the interrelationship between ground conditions (rock mass quality – fracturing, strength and stiffness) and in situ stress, which may explain part of the stress data scatter. This paper presents an alternative approach for interpreting in situ stress conditions, valid for both Sydney sandstones and shales that focus on such interrelationship between in situ stress and ground conditions.CITATION:Oliveira, D A F and Parker, C J, 2014. An alternative approach for assessing in situ stresses in Sydney, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 189–194 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By R Stosch, D Lohberger, J Rodler, E Schnell and A Bassler, H Ramseier

In the last two decades three-dimensional (3D) computational fluid dynamics (CFD) simulations have become an important tool in engineering sciences. More recently, the safety requirements in underground railway stations have increased with regard to incidents. For this reason, existing underground stations (eg Munich, Strasbourg and Berlin) are being equipped with smoke extraction facilities to protect passengers from smoke and visibility impairment in the event of fire. In addition, designs of planned underground stations (eg Karlsruhe, Doha) also include these facilities.For the commissioning of ventilation engineering systems with complex structures, the functional testing of the whole technical installation are important, as are the acceptance tests of ventilation and equipment parts. This functional testing includes not only the technical inspection of the equipment but also the acceptance measurements of the capability of the equipment and the execution of hot- or cold-smoke tests to confirm the effectiveness of the ventilation system.Due to the fact that the overhead contact line and other sensitive installations were already installed in the tunnel roof at the time that smoke tests were proposed, hot-smoke tests with fire loads up to a maximum of 1 MW could only be executed. Therefore, the evidence of the attainability of the safety objective had to be provided computationally in this special case with a fire scenario of a heat release of 10 MW using CFD simulations.This paper presents the interplay between the results from acceptance testing and smoke tests and the use of 3D CFD simulation and virtual reality using the example of Allmend station, which was repositioned underground and is part of a new section of track from Lucerne railway station to Kriens in the Zentralbahn network. The steps of the verification and validation of the computer model are presented with the real tests and measurements.CITATION:Stosch, R, Ramseier, H, Lohberger, D, Rodler, J, Schnell, E and Bassler, A, 2014. Safety in underground railway stations – an example of the interplay between testing and 3D computational fluid dynamics simulation, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 103–112 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By P K. Wong, D A. F Oliveira, F M. Azad

In situations where foundation piles are located in proximity to existing or future tunnels, it is typical for the tunnel owner to require that sleeving of the piles be carried out to at least the invert of the tunnels to minimise any load transfer to the tunnel lining. In competent rock, this practice may be sometimes unnecessary, thus uneconomical. This paper presents an assessment of the effect of pile loading from one of the multi-storey buildings at Barangaroo South in Sydney on the adjacent future Sydney Metro tunnels. It was originally required by Transport for NSW (TfNSW) that the piles be sleeved below the tunnel invert level; however, the building developer wanted to reduce the pile sleeving depth to achieve a more economical solution due to the large number of load transfer piles being required for the project. To assess this feasibility, a full 3D commercial numerical code, FLAC3D, was used to carry out this complex soil-structure interaction analyses. Based on these assessments, it was demonstrated successfully to the TfNSW that the pile sleeving may be terminated at 2 m above the tunnel invert level. For this arrangement, the investigations found that the loading on the piles should have negligible adverse impact on the tunnel lining design. As a result of such an assessment, the proposed pile sleeving level was approved by TfNSW, thus offering an economical foundation solution for the project.CITATION:Azad, F M, Oliveira, D A F and Wong, P K, 2014. The impact of pile loading on adjacent metro tunnels – Barangaroo South, Australia, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 355–360 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By B Chapman, R Nievergelt, J Hill

A major component of Sydney’s new South West Rail Link project is the Hume Highway Underpass (HHU), an 80 m long twin track mined tunnel excavated at a depth of just 5 m below the pavement of the Hume Highway; one of Australia’s busiest road corridors.In order to ensure a safe and efficient construction of the underpass without disruption to the Hume Highway traffic, design of the HHU required specific focus on the prediction and control of ground movements. This paper describes the design and construction solutions adopted in response to these challenging constraints. The paper also provides discussion on the observed behaviour of the underpass during construction and the results of a back analysis that was undertaken during construction.CITATION:Hill, J, Nievergelt, R and Chapman, B, 2014. Design and construction of Sydney’s South West Rail Link Hume Highway Underpass, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 375–386 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By L Nagy, K P. Juhasz

The authors were engaged to optimise a traditional rebar cage reinforced concrete segmental lining by means of finite element analysis (FEA) using macro synthetic fibres for the Shanghai metro extension. The aim of this study was to reduce or entirely replace the original steel reinforcement of the segmental lining, in order to make the precast production process faster and more economic. The outer diameter of the tunnel was 6200 mm, the thickness of the segments was 350 mm.The numerical calculations were performed by Atena Finite Element software, which is based on the combination of Menétrey-William and Rankine failure surfaces on the compression and tension sides respectively. The effect of the macro synthetic fibres was modelled as tension stiffening on the tension surface.A one-to-one full scale model of an assembled tunnel ring using the original reinforcement cages was tested at Tongji University in Shanghai, July 2013. The ring was tested to differing load levels where load and displacement were measured until failure. The author’s first step was to calculate the real displacement characteristics of the original reinforced concrete (RC) ring, then calculate the numerically modelled version, so as to compare them. The material parameters of the concrete and rebar used had been determined through basic material tests conducted at the Tongji University. (Bi, Liu and Wang, in press).The numerical modelling undertaken has shown good correlation with the full-scale physical test results. Optimisation of the lining reinforcement was achieved through the addition of fibres, resulting in a substantial reduction of the steel rebar cages. Several results have been computed with the numerical model using different dosages of macro synthetic fibres, showing that the mass of steel reinforcement could be reduced by 50 and 75 per cent respectively.CITATION:Juhasz, K P, Nagy, L and Winterberg, R, 2014. Full-round numerical modelling of a macro synthetic fibre reinforced tunnel boring machine tunnel in the Shanghai Metro extension, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 477–484 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

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