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By T R. Justice

The Eastern Distributor tunnel is located approximately 24 m beneath the suburbs of Woolloomooloo and Darlinghurst to the east of the central business district of Sydney. The 1.7 km long tunnel will carry three lanes of northbound traffic over three lanes of southbound traffic in a æpiggybackÆ arrangement, with a maximum cross-section 22 m wide by 12 m high.The tunnel is constructed predominantly within horizontally bedded Hawkesbury Sandstone. In the unweathered to slightly weathered state, the rock is typically medium strength (average UCS about 24 MPa), with an average quartz content of 72 per cent.Major geological features that intercept the tunnel route are the Woolloomooloo Fault Zone and two extremely to moderately weathered dolerite dykes. The fault zone intersects the tunnel at about 25¦ to its alignment and comprises a series of discrete faults over a width of approximately 50 m. The overall movement of the fault zone appears to be reverse. The two dykes are the 1 m wide Oxford St Dyke and the 6 m wide Great Sydney Dyke.This paper outlines the site investigations and the interpreted geotechnical model for the tunnel route prior to the commencement of tunnelling. This model is then compared to the encountered conditions. The very good correlation between the expected and the encountered conditions shows the high quality of geotechnical investigation and interpretation.

Jan 1, 1999

By Hocking G

For some underground structures, the use of the plane strain assumption in stress analyses may not be justified. The finite element method and photoelasticity have been used to obtain complete 3-D solutions, but, for various reasons, neither method has found universal use. The boundary integral equation method (B.I.E.M.) can be more efficient and economical than the finite element method for 3-D problems involving large volume to surface area ratios. A B.I.E.M. program developed for calculating stresses and deformations in infinite elastic media has been used to determine the 3-D distributions of stress around T- and Y- junctions of circular tunnels in stress fields in which the ratios of horizontal to vertical stress are 0, 0.33, 1.0 and 2.0. For the T- junction considered,stress concentrations at the intersection are approximately twice the plane strain values. Except where horizontal field stresses are high, the stresses in both tunnels approximate the plane strain values at about two tunnel diameters from the point of intersection of the tunnel centre lines. The stresses in the two branches reach those for the corresponding plane strain, two parallel tunnel case two diameters from the point of intersection of thq inner tunnel walls. Very high stress concentra- tions occur in the pillar of rock between the inner tunnel walls near the point of intersection.

Jan 1, 1976

By D J. Gray

The 4 km long Huguenot Toll Tunnel in the Western Cape region of South Africa celebrated its tenth anniversary on 18 March 1998. At present a single (South) bore with bi-directional traffic flow is operational. The North bore was originally excavated but not lined and equipped.The tunnel is fitted with a semi-transverse ventilation system comprising 45/350 kW two speed fresh-air and 1 MW exhaust air fans at each of the portals. These provide ventilation through fresh and exhaust air ducts above the ceiling separated by movable partition doors. Secondary air ducts deliver air at low level. The fan control depends on the levels of CO pollution or visibility measured at six positions along the tunnel.The system performed well during initial tests and under conditions of low traffic volumes. As traffic volumes increased, and user complaints of bad air in the tunnel were received on several occasions, we realised that we had a problem. Tests confirmed that natural airflow within the tunnel induced by prevailing meteorological conditions outside the portals affected the performance of the ventilation system causing a plug of bad air to be trapped at varying positions along the operating tunnel.The control systems in the tunnel are presently being upgraded as described by Gray, Rieckert and Bullock (1998). As part of the retrofit we are implementing a new control strategy for the ventilation system which takes into account the external weather conditions. This paper discusses the 24 month long meteorological data gathering exercise, which is on-going, and explores the philosophies planned for controlling the ventilation system. The correlation between winds external to the tunnel and induced airflow inside the tunnel are examined. The effects of the weather induced airflow on the existing ventilation system are considered and proposals given for taking these effects into account in the new control strategy. These include the implementation of an expert system to predict ambient airflow from prevailing weather conditions, and the use of airflow measurements taken in the uncompleted North bore as a cross-check.The paper highlights the need to take cognisance of external weather conditions when designing tunnel ventilation systems.

Jan 1, 1999

By P Ridley

EnergyAustralia’s Sydney Central Business District (CBD) cable tunnel network will form a loop 6.2 km in length. The 3.2 km long, 3.5 m, diameter city east cable tunnel (CECT) currently in design, will complete the loop in 2014. This paper discusses the ventilation design of the CECT, considering operation for four functions:1. normal (unmanned),2. access (manned),3. purge, and4. emergency fire modes.The dominant design criterion which determines the required ventilation capacity for CECT is the specification of an upper air temperature limits of 35°C (dry bulb) and 24°C (wet bulb) for manned access, during all ambient weather conditions and cable heating loads. Simplistic static heat transfer analyses do not yield a sufficiently accurate calculation of tunnel air temperature and humidity to provide a safe and yet economical design. The primary refinement in the analysis discussed in this paper is associated with modelling of the system’s dynamic behaviour.Our means of analysis is through a thermo-fluid-dynamic simulation of the interactions between the diurnally and seasonally varying loads (cable heat generation, ambient air conditions and groundwater inflow), tunnel airflow and the resulting tunnel air temperature and humidity. These simulations are validated using experimental data from the existing city south and city west cable tunnels.Fire life safety scenarios are also analysed and discussed in association with the ventilation design. Ventilation strategies are developed for dealing with such emergency fire situations.The understanding and insight provided by the work offers the ability to optimise ventilation plant provisions in future cable tunnels, particularly long and high energy density tunnels.

Mar 8, 2011

By J St George

Much of AucklandÆs transport infrastructure has been developed on surface with little or no consideration of underground options. Current and planned transportation routes are now facing high costs due to land values and increasing environmental resistance to surface development. The option of utilising underground space becomes a feasible investment decision for these links as well as being the only option to develop the rail network within the inner city area. Transportation tunnels offer a quieter, more energy efficient means of getting around with minimal impacts on the surface environment. One of the major impediments to tunnelling is the high construction cost, which is partly related to the risks of encountering unexpected ground conditions and/or the possibility of causing surface ground deformations which could damage structures. The geology of Auckland has had substantial investigation through various studies and projects. The sediments of the East Coast Bays Formation (ECBF) underlie most of the Auckland urban area. It is classified as a soft rock and is a suitable material to tunnel through using either a tunnel boring machine or a roadheader. This paper reviews the limited amount of tunnelling completed in the urban Auckland area, together with the international advancements that have been made in the tunnelling industry. From the known features of the local geology and the problems encountered historically, the likely risks of tunnelling in Auckland are presented and ways in which those risks could be reduced and managed, are discussed. In addition, contractual arrangements between client and contractor are assessed with respect to complicated projects (such as tunnelling), so that the risks can be managed to create efficient infrastructure routes with reduced costs.

Jan 1, 2008

By E Acu±a, B Prosser, R Alvarez, K Wallace

This paper describes the ventilation analyses performed for the access tunnels at the New Level Mine project (NLMP) at CodelcoÆs El Teniente operation outside of Rancagua, Chile. This new mine is anticipated to reach a final production of between 137 and 180 kt/d. Production from the NLMP is scheduled to start in the year 2017. The main access tunnels (MAT) are approximately 9 km in length, with one for personnel and supply access and the second one for ore extraction through a conveyor system. These two tunnels are a critical component of the initial stage 1 development and will be constructed independently of the existing mine workings. The tunnels were originally designed to be constructed with two tunnel boring machines. However, later analyses changed the construction approach to a conventional drill and blast technique. Because the design included two mid-tunnel ramp-to-surface connections, conventional mining methods would allow for development of the tunnels with multiple working faces to achieve a more rapid schedule. This paper presents the initial baseline considered for the ventilation design and the optimisation methodology applied by Codelco to minimise the airflow and pressure requirements of the ventilation system. Modifications to the design resulted in the addition of strategic airways and raises that could provide a saving of approximately 1 MW, when compared to the original design.CITATION:Acu±a, E, Alvarez, R, Wallace, K and Prosser, B, 2013. Ventilation considerations for the new level mine project access tunnels, in Proceedings The Australian Mine Ventilation Conference , pp 203-206 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Jul 1, 2013

By A Hughes, S G. Rosin

This paper presents the design and construction approach adopted for the widening and stabilisation of the existing decline tunnel forming part of the Scenic Railway Upgrade project at Katoomba in the Blue Mountains of New South Wales (NSW), Australia. The overall upgrade project included new trains and track, rebuilding of the top and bottom station and installation of a new winch and control system. All the works were undertaken over an eight-month period between August 2012 and April 2013 as part of a $30 M upgrade of the railway.The railway is the steepest cable-driven line in the world at a maximum of 52° extending over 350 m and descending from the escarpment into the Jamison Valley. The track was built in the 1880s for coal haulage and is recognised as a remarkable engineering achievement for its time. The tunnel section extends for about 120 m at the start of the decline and is about 3.5 m wide and 3.5 m high. The tunnel was excavated principally within medium to high strength Banks Wall sandstone and given that the widening only involved about 200 mm of trimming of the crown and sidewall this aspect of the work was not a critical support issue, except at the upslope portal. The tunnel crown however is entirely intersected by a major near vertical shear zone which presented significant challenges for the tunnel stabilisation works.Three-dimensional laser survey scanning was used for definition of the tunnel clearance envelope for the widening, and also to subdivide the tunnel into various geotechnical sections to assist in support design. Specifically oriented rock bolts extending beyond the shear zone into stable rock were used together with mesh, shotcrete and extensive strip drains and flushing points for drainage of the shear zone.Unique aspects of this project were included into the specifications and work methods. This included construction of a mobile working platform for tunnel works, the use of dry shotcrete application, difficult access for rock bolting and limiting vibration during the tunnel trimming works due to the risks associated with crown instability. The works also took into consideration particular safety constraints/work exclusion areas to address the risk of detachment of rock which could mobilise downslope to the track area below. This was required because other works were in progress such as micro-piling and bottom platform works which were being undertaken concurrently with the tunnel work.CITATION:Rosin, S G and Hughes, A, 2014. Scenic Railway Tunnel upgrade in the Blue Mountains, New South Wales – an approach to design and construction, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 607–618 (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 M Dixon, T OÆShannessy

Melbourne Water (MW) is responsible for a section of existing gravity trunk sewer servicing the Melbourne central business district, Docklands, Port Melbourne and other adjacent areas, known as the Melbourne Main Sewer (MMS). MW has determined that the 2.2 km long 110 year old sewer will not adequately service these areas into the future or provide the level of reliability needed. The Melbourne Main Sewer Replacement project (MMSR) involves the replacement of the MMS with a new gravity sewer main and six key manhole shafts, known as the Melbourne Main Reliever (MMR).The majority of the MMR sewer tunnel is situated south of the Yarra River and will be constructed using an earth pressure balance (EPB) tunnel boring machine (TBM) and will be lined with precast concrete segments. The tunnel will be 2.4 m internal diameter and will have a 1.8 m diameter glass fibre reinforced plastic (GRP) sewer pipe positioned within it. This project represents the first large-scale, modern, mechanised tunnel project in MelbourneÆs Yarra Delta Quaternary sediments. There is little precedence known to the authors of similar scale tunnelling projects in these particular geological units. During the recent detailed investigation and design stages of the project, significant effort has been spent on characterising the geotechnical conditions along the alignment and predicting the effects of the new tunnel on the existing environment. Some of the key design issues that have been identified and managed through the design process include short-term surface settlement due to tunnel excavation and the predicted effects on surface infrastructure, potential spalling of the steel fibre reinforced concrete segments under full TBM ram loads and tunnel lining design in geological units with highly variable stiffness.Construction of the new MMR sewer tunnel is expected to commence in mid-2008 with a capital cost of approximately $160 million. Sewer system commissioning is scheduled for completion by early 2012.

Jan 1, 2008

By L N. Loganathan

Risk exposure in tunnel projects is extremely high due to various factors such as variability of subsurface conditions, selection of inappropriate design and tunnelling methods, improper risk assessment on adjacent surface and subsurface structures and utilities, and inadequate contractual practices. The risks in tunnelling must be borne by the contractor, designer and the owner of a tunnelling project. There have been a number of improvements in the last ten to 15 years in the manner in which tunnel projects are developed and implemented in terms of their design, construction, financing and operations. One significant improvement has been the manner in which underground conditions and their risks are being managed. Owners are less willing to transfer the full responsibility to the contractor for managing the underground conditions, although this is a familiar manner in which underground major urban projects have been previously contracted and managed. The owners of tunnel projects in Singapore have advanced the risk management process for their projects through geotechnical interpretative baseline reports (GIBRs), geotechnical data reports (GDRs) and project specifications (PSs). This paper discusses industry practice and its development as well as the application during the preparation and use in Singapore on the Deep Tunnel Sewerage System (DTSS) and the Marina Coastal Expressway (MCE) project in Singapore. The DTSS trunk sewer is 48 km and ranges from 3.3 m to 6 m finished diameter up to 50 m below the ground. The underground conditions ranged from Old Alluvium, strengths of about 1 MPa to competent Bukit Tima granite, with strengths of over 230 MPa. The total route length of the MCE is about 5 km. About 3.6 km will be constructed underground, consisting of dual five-lane carriageways. The underground construction will be cut-and-cover, and 2.6 km will be constructed about 13 m underground, and 1 km of tunnel will range from 13 m to 24 m as the tunnel passes under a 420 m wide reach of Marina Bay, whose crossing will be constructed as a two-phase cofferdam.

Jan 1, 2008

A key driver to the success of a tunnelling project (the project) is the management of hydrogeological risk. The hydrogeological risk, if not managed, may cause significant impacts on the overall performance of the project. Impacts may include groundwater quality impairment due to contaminant transport and acid drainage from disturbed geology to groundwater, and groundwater lowering. The groundwater lowering and quality impairment may cause tunnel failure, with consequences such as injury to humans, as well as reduced property and environmental values, potentially costing millions of dollars to sponsors of the project. Depending on the nature of the contaminants and level of hydraulic connection of bedrock fracture along the length of tunnel, the contaminant transport may reduce structural strength of the tunnel due to corrosive action of contaminants such as acid drainage. The groundwater lowering can lead to varying degrees of ground settlement, posing threat of tunnel collapse. The management of hydrogeological risk includes:detection of potential pathways for contaminants into and around the tunnel,identification of factors responsible for the lowering of groundwater, and development of strategic measures to control groundwater lowering and contaminant transport. The paper presents an in-house hydrogeological risk management model named Vedanta-THRM (tunnel hydrogeological risk management). The model uses Risk Management Standard AS/NZS 4360:2004 (Standards Australia, 2004), Pressure State Response framework developed by Organisation of Economic Cooperation and Development, and Interaction Matrices. The Vedanta-THRM identifies important characteristics, processes and events of potential hydrogeological risk and develops control measures for managing hydrogeological risk throughout the life cycle of the project. The Vedanta-THRM was applied for a project in the early stages of planning and found to be useful in assessing, evaluating and reducing the hydrogeological risk in a managed approach that potentially increased the performance of the project. The application results also provided management options for use by project sponsors and insurance industry, which included tunnel risk financing options and options for equity investors to choose among various returns under different tunnel credit ratings.

Jan 1, 2008

The excavation of sandstone of generally medium strength for the Liverpool Link Line by Dosco Mark 2A Roadheaders has demonstrated the versatility and good performance of road- headers in suitable rock formations. A description is given of the strata traversed by the tunnels together with descriptions of equipment and crews, excavation sequences, operating difficulties and the results achiev- ed. In addition tunnel construction is des- cribed for a difficult section where there was only O.Sm clearance between invert and a four lane vehicular tunnel below, and O.5m clearance between tunnel crown and a century old sewer above.

Jan 1, 1976

By Parkes DB

The excavation of sandstone of generally medium strength for the Liverpool Link Line by Dosco Mark 2A Roadheaders has demonstrated the versatility and good performance of road- headers in suitable rock formations. A description is given of the strata traversed by the tunnels together with descriptions of equipment and crews, excavation sequences, operating difficulties and the results achiev- ed. In addition tunnel construction is des- cribed for a difficult section where there was only O.Sm clearance between invert and a four lane vehicular tunnel below, and O.5m clearance between tunnel crown and a century old sewer above.

Jan 1, 1976

By R Frew, E Wong, G Ferguson

The Chang Jiang Tunnel and Bridge Project, when completed, will provide a fixed link between ShanghaiÆs rapidly developing Pudong District and Chong Ming Island, situated in the Yangtze River delta. The link includes 7.5 km of bored tunnel from the Pudong to the intermediate Changxing Island from where the link comprises viaduct and a cable stayed bridge. The bored section comprises twin 13.7 m internal diameter segmentally lined three-lane highway tunnels. At its deepest point the tunnel will be 55 m below the river. Cross passages will link the two bores for passenger evacuation. Tunnel boring commenced in October 2006 and is scheduled for completion in mid-2009. The paper describes the key features of the design and construction of the bored tunnel by two 14.53 m diameter slurry TBMs and eight cross passages using ground freezing techniques in alluvial sediments. A decision to include light rail below the road deck was taken after the completion of the detailed design. This posed a number of design challenges including passenger evacuation to the road deck, and the redesign of the low point sumps. The various options considered are discussed together with those adopted for construction.

Jan 1, 2008

By Musa MA

Tunnel excavation for sewer construction long remained a labour intensive, hazardous and costly operation. Even with the of mechanical and semi-mechanical shields for tunnel excavation, many problems remained until recently. In the past decade, however, the technology has changed dramatically which has made possible the use of advanced tunnelling methods for sewer construction.

Jan 1, 1993

By B Shen

The Wambo Rail Spur located near Singleton, New South Wales, Australia, runs for approximately 14 km linking the Mt Thorley rail loop and the Wambo Coal Mine. The project involves a 260 m long tunnel in weathered sedimentary and intrusive materials. The tunnel has a low cover and runs under a main highway. This second paper on the project looks into one aspect of the tunnel in detail: the use of shotcrete arch as the primary support for part of the tunnel excavation. The use of shotcrete instead of steel arch, formulation of the material specification, construction sequencing, installation at the excavated face and material testing for verification related to this facet of the project will be discussed in this paper. The tunnel opened in April 2006, and two years on, we briefly reflect on the impact of this design decision on the overall project.

Jan 1, 2008

Currently an Australian Standard for tunnel fire safety is being developed for road and rail tunnels. Other local guidance relating to tunnel fire safety that has recently become available includes publications by both the Roads and Traffic Authority and RailCorp of New South Wales. Internationally, the World Road Congress has completed its 2004 - 2007 cycle, which has resulted in a number of publications. International developments in rail guidance include a new European Standard regarding fire safety in railway tunnels that will come into effect in July 2008. In addition, the National Fire Protection Association committee NFPA 130 are in the process of revising their standard for fixed guideway transit and passenger rail systems, which is due for publication in late 2009. This paper outlines the status of these and other recently published relevant local and international fire safety guidelines and their implications for tunnel projects in Australia.

Jan 1, 2008

By A G. Sheard

Fire safety requirements inside tunnels have become more demanding as tunnel designers consider the impact of potentially larger fires. Tunnel ventilation equipment is required to clear hot gases in the event of a fire. This is vital to maintain smoke free escape routes for people trapped in the tunnel and to facilitate safe access for emergency services. As the fire becomes larger, the temperature of clearing hot gases increases. Traditionally, engineers have taken into consideration gas temperatures of 250°C when designing tunnels. Because of larger fires, engineers must now design equipment to clear hot gas up to 400°C.Increasing the temperature of hot gases to 400°C requires tunnel ventilation equipment that goes beyond historic limits. As temperature rises, material strength reduces, consequently mechanically constraining fan aerodynamic performance. Developing tunnel ventilation equipment suitable for clearing hot gases at 400°C requires a fan technology that is more typical of industrial turbomachinery. The standards EN 12101-3:2002 and ISO 21927-3:2006 defi ne the necessary design criteria and testing methodologies to verify that a range of tunnel ventilation equipment is capable of extracting hot gases.This paper describes the process by which the authors certified in accordance with EN 12101-3 and International Organization for Standardization (ISO) 21927-3 a range of powered ventilators suitable for clearing smoke and hot gases at 400°C for two hours. Proving the high temperature capability of the new range provided a challenge as a consequence of the large physical sizes and high motor powers involved. Additionally, the need to install vertically, as well as horizontally, imposed high thrust loads on motor bearings, further complicating both mechanical design and testing. The paper presents the methods by which the authors overcame these challenges.

Mar 8, 2011

By D Maconochie, S Pradhan, M Reed

The Waterview Connection will provide a high-quality strategic alternative to State Highway One and complete Auckland’s Western Ring Route connecting State Highways 20 and 16. The project includes twin three-lane motorway tunnels 2.4 km long and 13.1 m internal diameter (ID). The tunnel construction started in November 2013 using the tenth largest earth pressure balance (EPB) tunnel boring machine (TBM) in the world. The tunnels will pass beneath urban and greenfield areas as well as a major local arterial road. The project is being delivered by an alliance of constructors, designers and the New Zealand Transport Agency. This paper describes some of the key innovative and cost saving design solutions that have been achieved through collaboration in the alliance environment with the construction team, owner’s verifier, the segmental lining precast suballiance and the M&E suballiance for the underground works. The key design elements of the tunnel comprise a three-lane roadway, invert culvert and backfill, precast segmental lining, sixteen mined cross passages including a low point sump cross passage and steel segments for opening to the cross passages. This paper reviews interdisciplinary design integration and the economies achieved in the permanent works tunnel lining design, including reduction in lining thickness and optimising reinforcement, cross passage separation of 150 m, efficient design of the invert culvert and backfill design, main drainage pipe and low point sump. The paper also describes the attributes of the TBM and the invert culvert construction methodology.CITATION:Pradhan, S, Maconochie, D and Reed, M, 2014. Tunnel design in an alliance for Waterview Connection, New Zealand, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 425–430 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By G Brewster

The Eagle on the Hill tunnels form part of an upgrade of Mt Barker Road, 15 km to the southeast of Adelaide. The upgrade significantly improves safety and reduces delays on this major road, which winds steeply through mountainous terrain. The twin tunnels each spanning 15 metres run in parallel for a length of 480 metres. The tunnels are excavated in slightly weathered high strength slates and very high strength quartzites of the Saddleworth Formation on the western margin of the Mount Lofty Ranges. Steeply dipping slate cleavages and the high fracture ratio result in many slope stability problems in the project area. The level of geotechnical investigation undertaken prior to the calling of tenders for the project was extensive. This included the excavation of a pilot tunnel along one of the tunnel alignments, which allowed accurate mapping and rating of the rock, resulting in an increased level of confidence during the tender process. One of the features of the winning alternative tender design was the use of canopy tubes, flexible steel ribs and shotcrete to replace up to 40 metres of deep portal cuts in unstable rock with driven tunnels. Slope stability issues were overcome with the use of rock dowels and shotcrete. The support concept allowed the safe driving of the tunnel portals with as little as two metres of overburden. The design incorporated lining drainage and criteria for fireproofing based on European experience to ensure the ability of the tunnels to remain stable in the case of a severe fire incident. The support design allowed for maximum flexibility with a range of support types able to deal with the varying ground conditions. Design development and support refinement continued throughout the tunnel construction phase with close liaison between the designer and the constructor. Monitoring and review of feedback from the construction site by the Sydney based design team was easily achieved by means of electronic transfer of photographic and survey information, telephone and fax communication and regular site visits. The contractor for this project is Macmahon Concrete Constructions Joint Venture (MCCJV) and the designer is Connell Wagner. Excavation commenced in January 1998 with tunnel breakthrough having been achieved in early-August 1998 and mid-September 1998 respectively. Concrete lining construction is scheduled for completion in April 1999.

Jan 1, 1999