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The objectives of this paper are to introduce the International Code of Practice for Risk Management of Tunnel Works and to illustrate to the participants of the 13th Australian Tunnelling Conference 2008 how the insurance industry would like to see the future of tunnelling insurance. Tunnel construction projects have suffered large losses over the years as can be shown from various loss examples and a list of major losses over the last ten to 15 years. Since the consequences of insufficient risk control had to be borne by insurers, these losses have heightened the need for improved and adequate risk management measures so that insurance cover can also in future be provided for this hazardous industry sector. Observations are made as regards to the prevailing trends in the tunnelling industry, which contribute to the increase in risk and have adverse consequences for the insurance industry. To find a solution to this dilemma various options are examined with the suggestion of a Joint Code of Practice for Tunnel Works being agreed by all stakeholders, which would become essential to secure future insurance protection for such project work. The British Tunnelling Society has, in cooperation with the Association of British Insurers, developed such a code, which the International Tunnelling Insurance Group has now adopted for global application in international markets. The content and concept of this code is explained to establish a framework of understanding and applied risk management principles for tunnel works. This initiative also has the support of the International Tunnelling Association and the International Association of Engineering Insurers. The international application of this new code is demonstrated with a few examples, which also includes Australian projects. It is the aim that this code forms in future part of the insurance coverage for tunnelling works in order to put this risk segment on a more sustainable basis. For that reason the insurance industry is seeking the support of all stakeholders of tunnelling construction projects.

Jan 1, 2008

By A D. Campbell

The Homer Tunnel is located in a remote area of the South Island of New Zealand and carries large numbers of tourists to Milford Sound through an avalanche prone area. The tunnel is 1280 m long with a steep ten per cent unidirectional grade descending to the west. Construction of the tunnel began in the 1930s and was completed to a nominal 6 m width in 1954. In 1996, two passing bays were stripped-out to accommodate bi-directional flow of tourist coaches. During all phases of construction and widening there have been episodes of strain bursting.The condition of the tunnel and standard of internal services is below current international practice, principally in terms of; in-tunnel air quality, fire life safety, ground support, and road safety. A number of near-miss events have occurred involving coach fires on the approaches and inside the tunnel. The national road authority, NZTA, is considering a substantial investment to improve amenity and safety of the tunnel.This paper describes the rationale for the proposed upgrade works and the investigations undertaken to enable that design. A holistic approach to road tunnel safety has been adopted that balances the key interrelated safety drivers, namely; tunnel lining, traffic operations, ventilation, power supply and egress while ensuring continuity of safe access to Milford Sound.

Mar 8, 2011

By Chappel R. A, Fishburn B. R

The Eastern Distributor Tunnels - the first major road tunnel project in Australia - are the preferred solution to traffic congestion problems, when compared with alternatives, in this inner urban environment. This is because of the reduced impact on residential housing, the improvement of the existing environment, less restrictions on future developments, and a reduction in noise and pollution. Developments leading to a tunnelled solution, traffic needs and reasons for route location are discussed. Criteria for design of tunnel alignments and geometry are described, including the restraints imposed by surface connections on profiles and grades resulting in low rock cover at tunnel portals. The main geotechnical restraints are a major weathered dyke at the shallow large span underground fork and the weathered Ashfield Shale capping the Hawkesbury Sandstone at a portal. Rock cuttability and excavation methods are discussed. Roadheader machines are the most suitable for the varying shallow arched cross sections required and the tunnel lengths involved but the use of blasting in special situations cannot be ruled out. Initial support for the major tunnel lengths will be provided by rock reinforcement in conjunction with shotcrete. Steel ribs are proposed in areas of low cover and weak ground. Final support will comprise an insitu concrete lining. Construction concepts and special tunnelling methods required at the shallow underground forks and tunnels are described.

Jan 1, 1987

By R Milton, D Hake, H Sprague

The North Western Sewer tunnel extends over 11.5 km in the North Western suburbs of Melbourne.The $253 million tunnel project provides a critical link in the Melbourne Sewer Network. The existing sewers fail to service the increasing demands of the growing population of the North West regions of Melbourne. This project will protect the environment and improve the standards of service of the existing system. This paper concentrates on Section three of this project, consisting of the final 4 km of the Contract, three access shafts and a cut and cover section of tunnel.Transfield Tunnelling as Head Contractor constructed the tunnel for Melbourne Water Corporation, with Enetech Streamline, formally Streamline Australia, a trading arm of Melbourne Water acting as Superintendent.Excavation of Section three of this project commenced in September 1994 and project completion is scheduled for October 1998. The tunnel passes below the residential suburb of Essendon, through some of the most challenging ground conditions ever attempted to be tunnelled in Australia.

Jan 1, 1999

The planning, design and construction of a service tunnel, under a major arterial road between two hospitals are described. The multiple uses of the tunnel combine to provide a favourable cost-benefit ratio for the tunnel as part of a rationalisation of services between hospitals. The driven tunnel provides economic, program and approval advantages over that of a cut and cover construction. The cross sectional shape of the tunnel was determined during feasibility studies by the degree of weathering of the Silurian mud- stones, the shallow cover and the proposed excavation equipment as well as the functional requirements. The site investigations covering geotechnical, building, noise and level surveys provided input to the design documentation and construction phases. Monitoring of settlement levels and primary support stresses during early construction stages confirmed the adequacy of the proposed tunnelling methods and support to be used adjacent to the major building foundations. The 140 metre long tunnel was success- fully completed in April 1980 at a cost of $650,000.

Jan 1, 1981

By A Unlutepe

The Bosphorus Rail Tunnel Project, located in Istanbul, Turkey, aims to provide a Euro-Asian rail link, via an immersed tube tunnel crossing the Bosphorus Strait, along which will run all commuter, freight and intercity passenger trains of Turkish State Railways (TCDD), as well as the future extension to the European rail network. The total length of upgrading and new railway construction will be approximately 76 km. The main structures include the immersed tube tunnel; mechanised shield tunnels; new Austrian tunnelling method (NATM) tunnels; cut-and-cover, at-grade and retained-cut/fill structures; and some service structures. This paper discusses Phase 1 implementation of the project, one of the major transportation infrastructure projects in the world today, whose varied structures present stimulating engineering and construction challenges.

Jan 1, 2008

By D Lees, D Gilchrist

Sydney has hundreds of kilometres of sewer tunnels. Many of these are over 50 years old and some have been in service for more than 100 years. The tunnels are predominantly constructed in Hawkesbury Sandstone and many are unlined.Principles have been developed over many years for the safety factor required in designing and constructing new tunnels but these do not necessarily relate to the operation and maintenance of existing tunnels, and in particular those that do not necessarily require personnel access for anything other than regular inspections.Assessment of the stability of these established tunnels needs to take account of their size, their age, their function, and their method of construction, as well as the geology in which they are situated and any support measures which have been installed. More importantly a stability review needs to take account of the consequences of a collapse, with regard to the inspection process, carrying out of any required repairs and the long-term performance of the tunnel.This paper is based upon the authors’ experiences inspecting and reviewing more than 200 km of tunnel in the last ten years. It will show some of the procedures and methods adopted by Sydney Water, how these can be presented as an acceptable procedure in line with other safety standards, and how they might be adopted for other similar historic rock tunnels.CITATION:Gilchrist, D and Lees, D, 2014. The development of a procedure for the inspection of unlined rock service tunnels, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 543–552 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By E Kabwe, E Chanda, M Karakus, S Akdag

The Convergence Confinement Method (CCM) is one of the frequently used methods that considers the ground response to the advancing tunnel face. The CCM analytical solutions represent stress relaxation on circular tunnel walls in a rock/soil media. The CCM analytical solutions is based on circular tunnel geometry and consider a hydrostatic stress field in a homogeneous isotropic rock mass condition. However, noncircular tunnel geometries, non-hydrostatic stress field, staged excavation process in a discontinuous anisotropic non-linear rock mass conditions are usually ignored in these analytical solutions. In this paper, we investigate the performance of the existing CCM analytical solutions developed for elastic and elastoplastic ground behaviour for circular tunnels. For this purpose, a finite difference analysis is conducted to compare the analytical results with the results obtained from Finite Difference Method (FDM) for a chosen rock mass condition. Results obtained from the investigation shows that floor, crown and wall displacement are 30%, 10% and 23% more, respectively, in a horse-shoe relative to a circular tunnel. This indicates that the application of analytical formulation tailored for circular tunnels would lead to inaccurate quantification of wall convergence in horseshoe-shaped tunnels. CITATION:Kabwe, E, Karakus, M, Chanda, E and Akdag, S, 2018. Investigating the tunnel closure using convergence confinement method and 2D plane strain finite difference analysis, in Proceedings The Fourth Australasian Ground Control in Mining Conference (AusRock), pp 152–159 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Nov 30, 2018

Elastomeric compression gaskets for segmental tunnel liners are capable of fulfilling all sealing requirements for one pass constructed tunnels.Once the segments are mounted and the gaskets are compressed the watertightness of the tunnel is guaranteed at once and for the whole technical life time.The only prerequisite for effective sealing is that tolerances in the tunnel segments be kept within reasonable limits.

Jan 1, 1993

By A M. Mueller

St Helena tunnel is the centrepiece of the Pacific Highway upgrade from Tintenbar to Ewingsdale, abbreviated and commonly known as T2E. At the deepest point the twin tunnels run 45 m below the ridge line of St Helena Hill, located about 5 km west of Byron Bay. The tunnel breakthrough was achieved early in 2014 and the works for permanent lining will be completed in early 2015.Once the project will be handed over to the public in 2015, T2E will deliver a safer highway and uninterrupted traffic flow between New South Wales and Queensland. The design speed in the project area has been set to 110 km/h by the client Roads and Maritime Services (RMS), which will reduce the travel times between Brisbane and Ballina to just over two hours.The two tubes of the tunnel have been designed to accommodate three lanes in each direction with shoulders and walkways on either side of the carriageway. These requirements result in a huge cross-section of about 20 m width and an excavated area of about 210 m2.With the tunnel alignment being situated in basaltic rock, St Helena tunnel is conventionally driven. The selected excavation method was predominantly drill-and-blast with temporary support being installed immediately after the excavation. Despite the wide span of the tunnel, the geology allowed the tunnel perimeter to be supported by only rock bolts and a layer of shotcrete over the majority of its length.Due to environmental reasons one of the approval criteria of the project was that the tunnel must not have a detrimental long-term impact on the groundwater system within St Helena Hill. Consequently the tunnel has been designed as a fully tanked structure with a waterproofing sheet membrane installed on the temporary shotcrete.The permanent structure of the tunnel has to meet a 100-year design life and it is designed as a cast in situ concrete lining. Considering the water pressure on the lining the concrete is reinforced with a significant amount of bar reinforcement.The presented paper provides a more detailed explanation of the geology and the consequential temporary and permanent support measures together with the waterproofing system.CITATION:Mueller, A M, 2014. Pacific Highway upgrade from Tintenbar to Ewingsdale (T2E), St Helena Tunnel, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 419–424 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By K-S Kim, C-Y Kim, D-G Kim

In tunnel construction or other underground construction, a detailed knowledge of the rock mass ahead of the face is essential for both safety and efficiency of work. Many tunnel collapses have been reported to occur because of lack of appropriate information, such as the geological conditions ahead of the tunnel face. One of the methods which can identify rock mass conditions is the application of drill monitoring data obtained from blasting drill holes, which can detect abrupt and unexpected changes in ground conditions, geological structure and the mechanical and physical properties of rock mass. This paper presents a new approach to how drill performance parameters can be used for prediction of geological conditions ahead of tunnel face. The predictions are based on monitoring the drill parameters of instantaneous advance speed, torque and tool pressure. In order to assess conditions ahead of tunnel face, tunnel seismic profiling (TSP) and a horizontal boring investigation were undertaken and the obtained data compared to the drilling data. The predicted results using drilling performance parameters correlated well with geological conditions ahead of tunnel face.

Jan 1, 2008

By Yagi Y

The double track railway tunnel, called the Second Shirasaka Tunnel is being constructed under the supervision of Japanese PTational Rail- ways (JNR) in the tertiary soft rock strata in order to speed up the railway transportation. This tunnel (L=1765m), located in a central part of Japan, is excavated by the machine (roadheader), while the adjoining First Shirasaka Tunnel (L=1296m), completed five years ago, was driven by the blasting, and NATM is adopted in both tunnels. The geological features in this region are Neogene Tertiary of Miocene sediments consisted of mudstone, the sandy mudstone and the alter- ation of these rocks, having a squeezing be- haviour. And the geological structure is as complicated as some anticline and syncline structures, large or small scale exist, and as a lot of faults are found. The machine excavation manner using road- header is adopted in this tunnel to minimize the effect of excavation because there is a possibility of the occurrence of landslide due to the tunnel excavation, and also because local inhabitants reside on the ground surface.

Jan 1, 1987

By J Schrank

Double-stack trains in the United States date back to the early 1980s, starting about the time deregulation of the rail industry occurred. Freight rail became increasingly more competitive to trucking and barge or ship, and led to major investments in railroad infrastructure. Since most railroad tunnels in the United States were constructed between 1880 and 1930, they were not built tall enough to accommodate modern double-stack intermodal railcars. Therefore, as double-stack trains became the norm, existing tunnels became bottlenecks, and railroads wanted the tunnels made larger without impacting traffic. This need to increase the clearance while not impacting rail traffic launched a very specialised industry: the design and construction of replacement lining systems in existing tunnels.Several large multitunnel railroad clearance improvement projects have been completed in the country in the last decade, and they have all been done under ‘live track’ conditions. Live track conditions consist of work windows, often anywhere from four to 12 hours, that are provided to the contractor to complete the construction work. By the end of each work window, the tunnel must be secured so that the railroad can run trains.In addition to improving the clearance, these projects provided the railroads with an opportunity to improve the general condition of the tunnels, including structural, seepage, drainage and icing conditions. This paper discusses the design considerations, tunnel assessments and construction methods used for these live track railroad tunnel projects. Seepage and drainage improvements that were incorporated into the clearance improvement projects are also discussed.CITATION:Schrank, J, 2014. Live track railroad tunnel repair and clearance improvement in the United States, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 619–628 (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, B Gaida, L Drowley

The 372 MW Ulu Jelai Hydroelectric Project is a peaking power scheme located in the Cameron Highlands, Malaysia. The main features of the project include an 84 m high roller compacted concrete dam; two weirs which divert flows from adjacent catchments via transfer tunnels into the main reservoir; an underground power waterway; and an underground power station complex comprising three large caverns with connecting tunnels approximately 240 m below surface level. The project includes approximately 25 km of tunnels excavated in fresh granite rock mass with some distinct shear zones of weaker material. The majority of the tunnels are being excavated using drill and blast, with the two transfer tunnels being excavated with a tunnel boring machine (TBM).This paper focuses on the design and construction of the Telanok underground power station complex and also some aspects of the design for the headrace tunnel. Topics covered include geological site investigations including in situ measurements of rock stresses; development of a geological model and parameters for rock support design; three-dimensional modelling to assess interactions between the caverns to optimise rock support; design of a rock anchored crane beam; construction of the caverns and design of the unlined headrace tunnel taking into account hydraulic jacking and operational pressure fluctuations.CITATION:Drowley, L, Gaida, B and Chapman, B, 2014. Design and construction of large caverns in granite – Ulu Jelai Hydroelectric Project, Malaysia, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 361–368 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By M Behrens

The Melbourne Main Sewer Replacement (MMSR) is a major urban infrastructure project involving approximately 2.3 km of tunnelling and construction works. The works extend from Docklands Precinct, on the southwest edge of the city, southwards to connect with the Hobsons Bay Main Sewer in Port Melbourne. The tunnel boring machine (TBM) tunnelled section of the works terminates at the Yarra River where the delta geology and alignment requirements precluded the use of underground tunnelling methods. The 132 m long river crossing works involve a cut-and-cover excavation within a staged fl ooded cofferdam construction to construct an immersed tube tunnel as an extension of the TBM works.This paper reports on the development of the staged construction method and highlights the geotechnical and structural design aspects involved in building a new sewer in the Yarra River to close the gap between the new TBM driven and pipe-jacked tunnels.

Mar 8, 2011

By Fejes G

An integral part of the Brisbane Suburban Railway Electrification involved the relining, refurbishment and track lowering in the Roma Street, Brunswick Street and Gloucester Street double track tunnels. The design and the construction procedures had to satisfy the Queensland Railways electrification clearance and track standards and the requirements of maintaining track services through the tunnels during work. Refurbishing of the tunnel linings was carried out to extend the life of the tunnels.

Jan 1, 1981

By T Rock

This paper looks at recent advances in the United Kingdom (UK) tunnelling industry with particular reference to the A3 Hindhead Project. A 1.8 km long twin bore tunnel is the centrepiece of the A3 Hindhead scheme, which commenced construction in 2007 and is being delivered under a UK Highways Agency early contractor involvement (ECI) contract. The proposed construction methodology is progressive mechanical excavation of a horseshoe-shaped tunnel with shotcrete installed close behind the face using robotic spraying equipment. The tunnelling medium is a æsoft rockÆ sandstone for which there was little previous tunnelling experience, requiring extensive geotechnical investigations and an innovative approach to lining design. A 240 m long section though sandy material utilising a steel pipe umbrella is also required. This paper describes the development of the tunnel planning and design including the most recent developments in UK road tunnels. The innovative approach to the design of the following is discussed:the æpermanentÆ primary lining,an observational technique allowing optimisation of the steel pipe umbrella design,a plain concrete secondary lining designed for resistance to a hydrocarbon fire, anda spray-applied membrane.

Jan 1, 2008

By Nelson G

The construction and placement of tunnels by means of jacking is continually advancing. This paper presents an outline of the construction of a major highway tunnel placed by a combination of mining and progressive placement by hydraulic jacking of precast units. Features of the project were the relatively shallow ground cover between rail and road routes over the tunnelling and jacking operations and also the weight of tunnel sections to be moved into position.

Jan 1, 1993

In order to meet the increasing demand for coal for their Newcastle Steel Works, the Broken Hill Pty. Co. Ltd., on June 5, 1937, approved of a scheme to sink a tunnel to the Victoria Seam at their Burwood Colliery. This seam was virgin at this locality and lay nominally horizontal at a depth of 320ft. vertical from the surface.For the purpose of despatch of the coal produced it was decided that the tunnel be equipped with a rubber belt conveyor system.This was a comparatively new departure in Australia, and, indeed, was one of the first installations of its kind in the world, designed to raise coal from considerable depth by this means. Later the tunnel was extended to the Borehole Seam, which lay nominally horizontal at a vertical depth of 600ft. from the surface. The whole installation is the subject of this paper.In planning a project of this kind, consideration had to be given to the following:-1. Location of tunnel with regard to existing surface railway sidings and shafts.2. Ultimate tonnage required.3. Width and construction of belt.4. Speed of belt.5. Inclination of belts.6. Number of belts and design of equipment.7. Cross-sectional area of tunnel.8. Inclination of tunnel.9. Surface drainage.10. Type of equipment for drifting the tunnel.11. Method of ventilating the tunnel during sinking.After the general layout and design of the scheme had been prepared it was decided that tunnel drifting would begin immediately and that the belt installation, together with the feeder plant, would be detailed and manufactured by the time the drift...

Jan 1, 1947