Search Documents

By R Justa Cámara, J María Bertrán Llop

"The need for suitable geotechnical characterisation of the rock mass for underground construction is evident. The enlargement project of Railways of the Generalitat of Catalunya (FGC) in Sabadell is a patent example.In general, it is uncommon to encounter problems in the identification and characterisation of certain relevant weak rock formations, which affect project designs. However, all materials should be properly studied, as mischaracterisation can lead to a suboptimal design, resulting in construction problems during the course of the work.Good quality rock is generally not difficult to characterise, but this is not the case for Quaternary or Tertiary cemented soils. Geotechnical investigations based on boreholes do not provide enough information because samples are often badly damaged during the drilling process, if appropriate techniques are not taken. The samples can be altered and may not be representative of the in situ?material.The design and construction of the extension to the FGC line in Sabadell highlighted the importance of the characterisation of Quaternary and Tertiary cemented soils, in particular their rigidity and its underestimation. The twin tunnel project had a total length of 5.1 km, including five stations with 3.5 km excavated by tunnel boring machine (TBM). The remaining 1.6 km was constructed using cut and cover methods. The TBM portion of the tunnel had a bored diameter of 6.83 m with an internal radius of 3 m and 0.25 m thick precast concrete segments. Much of the tunnel alignment passed through and was affected by the presence of certain stiff layers of Quaternary cohesive materials.In this paper the TBM challenges faced will be discussed in detail. In particular:  TBM excavation rate reductions and overheating problems due to the required excessive thrust and torque floating problems in the lining due to nil earth pressure over the rings and the development of an improved, controlled setting time mortar to address this issue block-in and block-out methodology for each station, in some cases with internal blocks to prevent earth pressure drops and soil scouring the relevance of performing simpler solutions, for example, hyperbaric interventions to examine the cutter wheel tools when it has been shown that interventions under atmospheric conditions were equally feasible the implementation of conventional bivalve machines as standard procedure for excavation of diaphragm walls in stations, where in fact, hydrocutter machines or pile boring machines may have been required, given the mechanical characteristics of the materials to be dug out.CITATION:Justa Cámara, R and María Bertrán Llop, J, 2014. Underground extension of the FGC line in Sabadell through cemented soils, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 161–170 (The Australasian Institute of Mining and Metallurgy: Melbourne)."

Sep 17, 2014

By J Rostami, T Afshar, M Sharifzadeh

Accurate estimation of rock load and selection of types of ground reinforcement to match post-failure behaviour of rock mass are important issues to assure tunnel stability. This paper focuses on the main factors affecting rock load to evaluate the capabilities of the existing models for prediction of rock load. Rock mass properties, project features and excavation method, as well as ground conditions and stress condition were found to be the key factors affecting the magnitude of rock load. Field data from tunnels of about 37.5?km driven in several geological structures in non-squeezing ground was used in this study. An in depth statistical analysis was performed on data to find correlations between the input parameters and measured/observed rock load. A weighting system was proposed to obtain the proper contribution of each factor for estimation of rock load in tunnelling through various ground conditions. The new classification system offered predicted values for rock load that were in a good agreement with the actual field measurements. The high disturbance factor (D>0.4) was the prime factor which controlled the rock load. Rock mass quality was the second key factor influencing rock load, which could be estimated by GSI, GSIresidual , especially when combined with tunnel depth.CITATION:Afshar, T, Sharifzadeh, M and Rostami, J, 2014. Estimation of rock load for tunnels with different disturbance factors, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 3–8 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By G McKay, M Erskine, S Macklin

The City of Sydney is currently investing in a number of infrastructure projects that require tunnel excavations within the Triassic Hawkesbury Sandstone. It is generally accepted that this formation has high residual stresses of ‘tectonic’ origin, so much so that these stresses have been implicated in a number of well-known failures and problems for tunnelling. These include failure of ‘roof beams’ comprising discrete beds in the crown of tunnel excavations; stress-induced spalling and ‘slabbing’ of tunnel walls; shear displacement between beds causing the failure of rock bolts; strain in adjacent infrastructure and, the necessity for re-grouting of high conductivity fractures due to stress relief dilation after excavation. Whilst there is an extensive published database of in situ stress measurements comprising ‘hydrofrac’, ‘over-coring’ and ‘slotter’ stress measurements, these data indicate a considerable spread of results. The traditional approach to interpreting this data has been to attempt to fit linear correlations to stress versus depth data, based on personal experience and ‘back-analysis’ of monitoring data during construction. However, there are a number of such correlations in the literature and there is divergence of opinion regarding the assessment of ‘background’ in situ stress and appropriate upper and lower bound values for design. This paper provides a brief review of the published data; suggestions on an alternative ‘risk-based approach’ to assigning in situ stresses for design; and, proposals on how in situ stress tests may be conducted in future to improve the quality of the database available to designers.CITATION:Macklin, S, McKay, G and Erskine, M, 2014. A review of the in situ stress database for tunnel design in the Hawkesbury Sandstone, Sydney, New South Wales, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 171–178 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By T Ireland, B Wright, S Weaver

All tunnels have unique characteristics that result in different fire and life safety risk. The fire safety systems for each tunnel also give different benefits at different costs. It is therefore neither pragmatic nor cost-effective to prescribe specific fire standards requirements for all tunnels. Each tunnel needs to be assessed individually but using a common process.The owner/client is normally the risk owner and needs to make the decision on what fire and life safety provisions will be provided within the tunnel. To make this decision they need to be appropriately informed. The low probability and high consequence nature of fire events creates a challenge such that traditional analysis processes, which tend to focus on a major event after it has happened, are not easily applied and do not give the best value for money. Therefore a process is required that provides the relevant information to the owner for decision-making.A quantitative risk assessment (QRA) provides a process and framework for the consideration of fire life safety risk when applied properly. This involves a risk assessment of the ‘do nothing’ option together with assessments of improvement options and their costs. It also involves consideration of benchmark safety levels for other tunnels and the open road.This paper will outline a QRA process for assessing fire and life safety risk in tunnels and how this has been used for three existing tunnels, Homer Tunnel, Lyttelton Tunnel and Mt Victoria Tunnel. Key challenges include determining an acceptable safety level, defining realistic inputs, providing sufficient complexity to get meaningful results but not so complex that transparency is lost and interpretation to enable decision-making by non-technical personnel.CITATION:Weaver, S, Wright, B and Ireland, T, 2014. A transparent and pragmatic quantitative risk assessment process for assessing fire safety in New Zealand tunnels, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 121–128 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By M Burdick, A Harding, M Krulc, M Chappell

Substantial schedule advantages can be made on projects if cross-passage construction can occur at the same time as tunnel boring machine (TBM) operation with little or no impact on TBM logistics. However, this approach can prove difficult to achieve with many of the more cost-effective means of supporting the segmental lining during cross-passage break-out. This paper discusses the constraints and shortcomings of conventional approaches, and describes how a cost-effective solution involving a shotcrete shell and opening constructed inside the segmental lining was designed and constructed to deliver cost and time savings on Seattle University Link contract U220.The paper explains the spatial and schedule constraints on the TBM tunnelling and cross-passage construction, and how a shotcrete solution was arrived at in preference to traditional approaches. As the solution was novel the design had to be robust, and the paper explains how this was achieved through a combination of 3D finite element modelling and closed form solutions. Following a description of the trials to verify that the structure could be demolished post-cross-passage completion, the paper describes how the shell solution was constructed, used and demolished safely to leave the lining surface in a clean and undamaged state fit for tunnel operation.CITATION:Harding, A, Chappell, M, Burdick, M and Krulc, M, 2014. Opening supports to segmental linings – a novel shotcrete support solution, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 267–274 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By D Sibthorpe

The employment of a tunnel boring machine (TBM) is the default delivery method for the realisation of traffic, utility and primary resource underground space worldwide, with hundreds of kilometres completed safely each year. This is not yet the case for the mining sector in Australia, specifically underground coal mining. The safety advantages of TBM delivery when compared to New Austrian Tunnelling Method (NATM) delivery, or that of drill and blast, remains unrealised.With coal access drifts ranging between 1000?m and 3000?m in length, the construction of these facilities using TBMs could be done in a fraction of the time when compared to current practice. TBM world records currently stand at 435?m/week or 1600?m/month for the 7.0?m to 10.0?m range. Resource owners and developers should embrace the opportunity to deliver access to their orebodies in only a few months, excluding machine assembly and disassembly time.There are challenges in utilising TBMs for construction of Coal access drifts, such as; TBMs generally being bespoke design, maximising capital efficiency for drift development, and geotechnical variances between projects. This paper explores safer and more cost-effective options. This paper also provides detail of how the configuration within a completed drift could be optimised to ensure all site specific needs are met with regard to future use of the drift. The paper also includes descriptions of the engineering solutions that are available for physical and atmospheric challenges specific to coal drift applications and how the TBM manufactures are adapting to the regulatory requirements are also covered.Due to downward pressure on high cost bases and ever increasing safety requirements the popularity of TBMs in the Australian mining sector can be expected to increase and eventually become the default delivery method for coal drift construction, building them cheaper, faster and?safer.CITATION:Sibthorpe, D, 2014. Coal drift construction by tunnel boring machine, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 671–682 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By C Harrison, A Bowskill

The Ambuklao hydroelectric dam was originally constructed in the 1950s in the remote and mountainous region of the northern Philippines. Following its construction the dam has suffered heavily due to siltation and a partial collapse of the intake structure due to a 7.8 magnitude earthquake that struck the region in 1990. Between the years 1990 and 1999 the power station progressively lost its capacity to generate power. In 1999 the owner took the power station out of commission. The power station remained idle over the next 12 years. In 2008 the power station was sold to a new owner who commissioned the rehabilitation works.The rehabilitation project restored the operating status of the power station in June 2011 and increased its capacity from 75 MW to 105 MW. The civil contract of the rehabilitation project required the construction of a new intake structure behind an in situ rock coffer dam on the edge of the existing reservoir, new 6.2?m diameter × 124?m deep blind sunk shaft behind the intake structure, which connects to a new 6.8?m horseshoe profile headrace tunnel that ultimately connected onto the existing vertical penstocks which feed three No 35 MW Horizontal Turbines rated at 155?m head.The unique challenge in rehabilitating this existing hydropower station involved finding solutions that would conclusively deal with the challenging geological and hydrogeological conditions associated with excavating new tunnels and a drop shaft beneath a live dam.McConnell Dowell was awarded the civil works package for the rehabilitation works in August 2008. The Ambuklao rehabilitation program took 33 months to complete.Over 600?m of tunnels were excavated in highly weathered and often challenging geotechnical conditions via drill and blast with the extensive use of high-pressure fissure grouting to control groundwater ingress that was surcharged by the dam.This paper focuses on the use of high-pressure fissure grouting that took place to enable the excavation of the new waterway system and intake structure.CITATION:Bowskill, A and Harrison, C, 2014. High-pressure fissure grouting for drill and blast tunnelling, Ambuklao, Philippines, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 141–152 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By E P. O’Dwyer

Segment and gasket lining in tunnel boring machine (TBM) tunnels; and sheet membrane lining systems in driven tunnels are robust waterproofing systems each with a proven history of performance in Australia and further afield. Where an interface between these two systems occurs, the potential for costly failures is vastly increased and additional attention to detail is required in design, planning and construction. TBM cross-passages represent the most common occurrence of this interface, with steel compression flanges and neoprene gaskets being the typical means of connecting the waterproofing systems. There is a large variance in both detailing these flanges and associated outcomes, which makes this an area where there is room for improvement within the industry.The paper will look to tease out the various issues associated with this interface and how they can be dealt with efficiently with appropriate design measures, robust planning and carefully controlled construction methods.The paper will also look to review the new technologies and systems currently being put forward as potential alternatives, including an epoxy tape system, which has recently been successfully trialled on a project in Europe under high-pressure head.CITATION:O’Dwyer, E P, 2014. The challenge of waterproofing cross passages in segmentally lined tunnel boring machine tunnels, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 315–322 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By R Markoski, P Grealish

The requirement for rapid vertical development for underground ventilation is often a factor when dealing with dynamic mine plans, with short vertical developments being used to optimise ventilation systems. In an effort to increase the safety and efficiency of the constructions, a simple and effective sinking methodology is required that is both adaptable and repeatable. A modified shaft construction methodology is proposed that attempts to minimise risk to the personnel as well as be cost-effective. Readily available equipment is used to ensure adaptability to the various environments and shaft parameters.One of the greatest risks of shaft sinking is having personnel working suspended over open cavities or underneath suspended loads. Removing this risk, by ensuring all construction is done from solid ground, allows for safer sinking operations. As the process is repeatable, familiarity and confidence in its construction sequence will increase with each successive sink.A trial sink is performed with a 3.6 m diameter, 20 m deep shaft. The shaft was excavated using a conventional strip-and-line philosophy, with the shaft then being lined from the collar via the use of large diameter corrugated steel culverts. The annulus between the steel culverts and shaft excavation is then filled with a concrete mixture to secure it in position.The new process was successful, with no personnel at any time during the process being suspended above an open excavation. The installation had relatively low capital and operational costs and was completed faster than an equivalent, conventional concrete-lined shaft construction. Therefore when compared to conventional shaft-sinking methods, this process can be considered safer, more efficient and relatively cost-effective.Further research is required to determine whether this method can be expanded to larger vertical developments.CITATION:Markoski, R and Grealish, P, 2014. A new method for rapid vertical development of underground ventilation shafts, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 603–606 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By S J. Clarke, G Sieders

Double corrosion protection (DCP) rock bolts have evolved to become complicated assemblies comprising numerous components. This complexity is mainly associated with durability considerations including potential exposure to adverse groundwater conditions and ensuring separation of dissimilar metals within the bolt assembly itself.Recent progress in the construction of glass-fibre reinforced polymer (GRP) rock bolts have the potential to provide a viable alternative to conventional steel rock bolts in civil tunnelling applications. The durability of the material results in a much simpler bolt detail and permits the use of resin rather than solely cement based grouts.This paper presents the findings of the comparative structural testing of GRP bolts with conventional DCP steel bolts. The axial load performance, including stiffness, ultimate capacity and ductility of bolts are compared. Shear behaviour of bolts is considered, including durability issues associated with damage to the plastic sleeve used in DCP bolts.The paper also considers other issues which are relevant to the design of temporary and permanent rock bolts used in tunnel support, such as initial tensioning and grouting. Long-term performance, including durability and creep are also reviewed.CITATION:Clarke, S J and Sieders, G, 2014. Comparison of glass-fibre reinforced polymer rock bolts with double corrosion protection steel rock bolts for use in tunnel applications, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 237–246 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By M Norbert, D O’Connor

The mainline running tunnels for Legacy Way comprise two tunnel boring machine (TBM) driven tunnels. Both TBM drives commenced at the Launch Portal adjacent the Mt Coot-tha Road. Excessive surface settlement arising from tunnelling would have had a significant impact to the road infrastructure. The geological structure above the tunnel springline is a mixture of fill, residual soil and weak rock. Given the combination of low ground cover and weak ground materials, along with the use of an open face TBM, an oversize pipe umbrella system has been installed above the tunnels. This pipe umbrella system is similar to that commonly adopted in conventional mined excavation support in soft ground except that the steel pipes are substantially larger in geometry and filled with concrete. It is acknowledged that similar systems with oversize pipe umbrella have been adopted elsewhere in the world in other projects. These systems often comprise of a full arch formed by conjoining oversize steel pipes (in contact only). By aligning the pipes in contact, the arching behaviour of the steel pipe would have been enhanced. However, this poses a degree of construction difficulty due to excavation and installation method of the pipes. The Legacy Way pipe umbrella system only consists of a partial arch at the tunnel crown and each pipe is spaced approximately 1200 mm apart with 900 mm diameter pipe, leaving a gap of approximately 300 mm between pipes. A reinforced concrete portal block was used to support the exposed ends of the pipes.This paper reviews the design analysis, the recorded deflections from the pipe umbrellas and surface monitoring during TBM launch and revisits the analysis using the newly available RS3 program, from Rocscience for 3D analysis of geotechnical structures.CITATION:Norbert, M and O’Connor, D, 2014. Starting the journey – launching of the Legacy Way open face tunnel boring machines in mixed face ground conditions, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 307–314 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By D Mather, H R. Asche

"In the civil tunnelling field, the use of tunnel boring machines (TBM) has now overtaken the use of conventional excavation methods (drill and blast / roadheader). This is due to a number of reasons, including the increasing availability and reliability of TBMs, the ability to deal with a wider range of face conditions, and the reduced excavation cost that TBMs can bring.Mining companies have spearheaded the advances in shaft boring by mechanised means, both in blind and raise boring. However, mining companies have been slower to adopt mechanised tunnelling.When contrasted with a conventional mining contract, there are good reasons why TBMs in mining applications are relatively rare. A conventional decline contract may have very little geotechnical information. The decline alignment can be subject to change as the tunnelling progresses. The infrastructure requirements are less for a conventional decline, and the sunk cost prior to excavation commencing is lower. Contract documents can be very simple.The history of TBM use in mining is reviewed and lessons are described. From the case histories and lessons learnt, the paper identifies ways that mining companies can maximise the potential benefit of TBM technology.We believe that despite the additional requirements for TBM declines, the cost and time advantage to mining companies is very attractive. The challenge is to recognise and to meet the requirements for success in a TBM drive to achieve the advantages of: faster advance rates reduced rock damage/overbreak reduced support requirements uniform muck characteristics greater personnel safety.From the case histories and lessons learnt, the paper identifies ways that mining companies can maximise the potential benefit of TBM technology.CITATION:Asche, H R and Mather, D, 2014. Use of ?tunnel boring machines in the mine environment, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 655–662 (The Australasian Institute of Mining and Metallurgy: Melbourne)."

Sep 17, 2014

By B Jones, M Chappell

Permanent rock bolts used to support rock tunnels are required to perform for the design life of the structure as a minimum. Quality of installation is critical to the performance over the life of the rock bolt.This paper will present the findings from an in investigation into the integrity of rock bolts installed in an underground hydroelectric power station cavern and access tunnel. The 25?mm diameter rock bolts were installed 50 years ago, tensioned and post cement grouted. Due to a major machine upgrade the whole facility was subject to an asset survey. The owners are responsible for managing the risks associated with the failure of these rock bolts and ensuring the structural integrity of the tunnels and caverns is maintained to continue operations, protect machinery, assure production and more importantly maintain a safe working environment for all employees and visitors.To help manage risk a proactive approach is desired. To this end a test schedule using a non-destructive testing (NDT) system was carried out by Independent Integrity Testing Pty Ltd (i2t). The system used in this application was RokTel™. The system operates by applying a small axial impact to the rock bolt end and measuring the resultant acceleration response. The rock bolt characteristics affect the acceleration response.The data output from the system is analysed principally using Fourier Analysis (FFT) and sinusoidal waves. The energy generated in the bar, the rate of damping and changes in frequency are all assessed. Testing was carried out on 70 rock bolts within the tunnel and cavern. A selection were then over cored, photographed and documented. The data gathered from the testing is then correlated with physical evidence to establish a calibration for the remainder of the rock bolts and assess if this is a viable method for identifying defective elements, and what degree of accuracy can be achieved. The findings will assist with the future assessment of similar hard rock underground?facilities.CITATION:Jones, B and Chappell, M, 2014. The use of non-destructive testing to identify defective rock bolts – a case study, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 275–280 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A L. de Ambrosis, S J. Clarke, R Bertuzzi, J Redelinghuys

The M2 Upgrade Project involved widening 15 km of the existing M2 Motorway, which is a key route in Sydney’s road network. The Norfolk Twin Tunnels in North Epping convey traffic over a 460 m length of the motorway. The project involved widening the twin tunnels to provide a third lane and breakdown lane in each direction.The widening of the tunnels was fundamentally different to other ‘greenfield’ tunnel projects in that the operation of the tunnel was maintained throughout construction, with motorway traffic permitted close to the excavation faces on a daily basis. The widened works had to integrate with the existing tunnel support, construction details, and mechanical and electrical infrastructure.The existing tunnel afforded the opportunity to review existing ground conditions in the tunnel. Exposures were mapped within the tunnel, and key design parameters were back-analysed from the original monitoring data to provide increased confidence in the assessed impact from the widening works.Traffic capacity of the tunnels was maintained by detailed staging of the works, and included the ability to reopen the tunnels at short notice.A permit to tunnel system was developed to manage the risks associated with re-opening the tunnel to traffic. A comprehensive suite of instrumentation was maintained to provide reliable monitoring data to support this process. Emphasis on the robustness and reliability of tunnel instrumentation provided increased confidence in the adequacy of the tunnel support being installed. The monitoring was routinely compared with design predictions to check the adequacy of the support measures being installed and confirm the design.The approaches and methodologies developed for the widening of the Norfolk Tunnels were effective in maintaining the safe operation of the tunnels throughout the two years of construction, and provide a framework for increasing the capacity of existing tunnel infrastructure in the future.CITATION:Clarke, S J, de Ambrosis, A L, Bertuzzi, R and Redelinghuys, J, 2014. Design and construction for the widening of the M2 Norfolk Twin Tunnels, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 591–602 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Z Terzic, M Schult, D Chu, S Macklin

The East West Link road tunnels are proposed to provide a connection between the CityLink toll road and the Eastern Freeway north of the Melbourne CBD. The alignment passes from Moonee Ponds valley beneath the Upfield Line railway cutting, Royal Park, the historic Melbourne Cemetery and beneath Alexander Parade rising to an eastern portal at Hoddle Street. The western (Royal Park) part of the alignment passes through the folded and faulted Silurian Melbourne Formation, which has been subjected to deep weathering since the Triassic.The Melbourne Formation in the Royal Park area is mainly characterised by interbedded sequences of siltstone and fine-grained sandstone. The beds are often graded and a clear boundary between the siltstone and fine-grained sandstone rock can be difficult to distinguish. Variation in lithology and the presence of structural geological features such as folds and faults have resulted in an irregular weathering profile within the Silurian rock; nonetheless the formation typically becomes less weathered with depth.Due to difficulties in obtaining reliable laboratory strength and stiffness relationships with weathering grade, in situ testing methods such as downhole shear wave velocity and high-quality pressuremeter testing are a useful aid to assessing appropriate geotechnical parameters for design.This paper presents an analysis of the variation in shear modulus of the Melbourne Formation, determined at small-strain (from downhole seismic data) and at ‘engineering scale’ strain (from pressuremeter tests) for extremely weathered (XW), highly weathered (HW) and moderately weathered (MW) rock. Estimates of small strain shear modulus (Go) obtained a range between 400 to 3400 MPa for these weathering grades. By comparison against the pressuremeter test data, reduction factors to be applied to these Go values to estimate shear moduli at engineering strain levels typically range between 0.10 and 0.35.The downhole geophysics undertaken in the Royal Park boreholes also suggests that there is an inversion in velocity between approximately 15 and 27?m depth below the top of the formation. This is thought to be related to the effects deep Plio-Pleistocene weathering, iron cementation of joints and increasing frequency of ‘non-healed’ joints in the transition from MW to slightly weathered (SW) rock.CITATION:Macklin, S, Schult, M, Terzic, Z and Chu, D, 2014. Strain-dependent stiffness of the weathered Melbourne Formation, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 179–188 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By N Taylor, P Hewitt

The Northern Beaches Storage Project (NBSP) is part of Sydney Water’s SewerFix™ Program to improve the wastewater system and protect public health and the environment. It was built by the SewerFix Wet Weather Alliance (the Alliance), a partnership between Sydney Water, RPS, MWH, Parsons Brinckerhoff and United Group Infrastructure.The project temporarily stores excess wastewater diverted from the Narrabeen Submain during wet weather. The project considered a below-ground storage facility, which involved constructing a deep tunnel from Brookvale to Fairlight, connecting into the Northside Storage Tunnel and a storage tank, which was subsequently adopted and constructed.The storage tank scheme included a pumping station and inlet and outlet pipes installed by microtunnelling. The storage tank site is in the Brookvale industrial area situated in an area of deep marine sediments overlying Hawkesbury Sandstone at about 30?m below ground. Microtunnelling for the inlet pipe was conducted from a 12?m deep jacking shaft. The jacking shaft and 14?m deep pumping station excavations were carried out from within secant pile earth retaining structures adjacent to existing buildings.Construction activities had the potential to cause settlement of the adjacent buildings. During excavation and microtunnelling the water ingress, adjacent groundwater level and settlement of the adjacent buildings were monitored. The monitoring data was assessed against an action plan, which modified construction activities as required to minimise the risk of damage to buildings from settlements caused by lowering of the groundwater table outside the excavations. The secant pile construction, excavation, microtunnelling and pumping station construction proceeded without incident or damage to adjacent buildings.This paper highlights that tunnel/underground options should be considered during options development, describes the original storage tunnel scheme and presents details of the successful microtunnelling and deep shaft construction adopted on the NBSP.CITATION:Taylor, N and Hewitt, P, 2014. Tunnelling on Northern Beaches Storage Project, Sydney, to improve water quality, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 451–458 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By R Justa Cámara, L M. Pinillos Lorenzana

Barcelona Metro Line 9 (Line 9) is an essential infrastructure, improving the transversal transport in Barcelona by connecting the greater part of the currently existing radial lines. The purpose of Line 9 is to create a peripheral line surrounding the city of 1.6 million people (metropolitan area exceeds five million), and includes 52 stations, of which a total of 32 are deep shafts and 19 transfer stations in a densely populated area with several geographical constraints.The tunnel has an inner diameter of 10.90 m, bored with an earth pressure balance (EPB) tunnel boring machine (TBM) in soil sections with precast concrete lining type universal ring and segments 40 cm thick.A single tunnel solution was adopted, driven by functionality and costs savings. The internal tunnel section is divided into two levels to allow for one way rail transit including the platforms in each station on each level in order to optimise the space created by the TBM excavation and comply with the operational needs. The division in two areas of the tunnel was carried out through the construction of a horizontal slab resting on the tunnel segments with a constant thickness of 40 cm at the central part of the slab and supporting side walls.CITATION:Justa Cámara, R and Pinillos Lorenzana, L M, 2014. Two transit levels in one tunnel tube – an innovation in Barcelona Metro Line 9, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 387–398 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By H Zhang, A Lawrence

To accommodate the fast growing need for services in Singapore’s Marina Bay downtown area, Marina South, the construction of a common services tunnel (CST) was required. The CST includes various services such as telecom cables, power lines and water pipes. A deep excavation and temporary earth retaining system (TERS) was required to facilitate the construction of the tunnels. Marina Bay is reclaimed land over thick soft marine clay which is likely to be still consolidating. The deep soft marine clay poses a big challenge for deep excavations in downtown areas where highways and sensitive structures are close by. This paper presents a case study of part of the CST Phase 1B and 2 at Marina South, in particular a 26 m deep excavation supported by a 46 m diameter temporary caisson. The construction started in late 2006 and the basic structure was completed in early 2011. The caisson was formed by 1.0 m thick overlapping diaphragm wall panels with a capping beam and three ring beams at different depths. Two-dimensional finite element analyses were conducted to predict the ground settlement, lateral displacement, bending moment and hoop stresses in the diaphragm wall and ring beams during different excavation stages. A comprehensive instrumentation and monitoring scheme was established to verify the design predictions, control excavation safety and trigger the contingency plan to protect public safety. The impact of construction activity, unbalanced temporary stockpiles and adjacent deep excavation for a mole removal will be discussed.CITATION:Zhang, H and Lawrence, A, 2014. A case history of a deep excavation in a big circular shaft in Singapore marine clay, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 581–588 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By E Nye and T Schroeter, B Muir, M Kitson, M Gonzalez, D Mares

The single track North Strathfield Rail Underpass (NSRU) consists of a dive structure either end of a 148 m long driven tunnel skewed under three live railway tracks. The tunnel is 8 m high, 9 m wide, with a horseshoe profile, excavated by full face using a road header. Ground cover varied between 2.5 m to 3.5 m. Settlements were 5 mm to 15 mm (the latter due to a dyke). A one pass synthetic fibre reinforced shotcrete lining was installed (no lattice girders or steel sets were used). A system of automated robotic total stations was used to provide real time monitoring of the rail track and associated ground formation. No disruption to train services occurred.CITATION:Gonzalez, M, Kitson, M, Mares, D, Muir, B, Nye, E and Schroeter, T, 2014. The North Strathfield Rail Underpass – driven tunnel design and construction, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 369–374 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A C. Robertson

World urban expansion puts constraints on the available land surface area of our major cities both for accommodating people as well as providing infrastructure and services whilst at the same time attempting to preserve the remaining natural environment. Whilst consideration is often given to underground planning for private and public transport infrastructure, the author is of the opinion that the current lack of underground planning of our cities that are suitable for underground development will have major long implications when finally the need for underground space planning is critical and ultimately recognised. This paper identifies the need for our city planners to integrate surface planning and underground planning as a ‘total planning solution’ where the city plan incorporates the elements of underground space planning as identified in this paper. Investigations by the author reveal that there are very few cities in the world that actually incorporate underground space planning in their city plans. The author uses the City of Brisbane as a case study for the potential introduction of underground space planning as part of the city plan. Despite efforts by the author to include the planning concept of underground commercial development in the latest Brisbane City Plan 2014 as well as four underground space workshops in Brisbane over the past 20 year through the Australasian Tunnelling Society (ATS), underground space planning for the City of Brisbane, apart from infrastructure projects, is not considered of significance to the City of Brisbane.CITATION:Robertson, A C, 2014. Commercial underground space – planned development for the future, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 513–518 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014