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By R Ayothiraman

Tunnel excavation may induce adverse effects on nearby existing structures/foundations in urban areas. Accurate prediction of tunnelling effects on pile foundations of nearby structures in the urban environment poses a major challenge during design. Several studies have been undertaken to understand the mechanisms of the soil-tunnel-pile interaction, which focused only on influence of tunnelling on nearby existing building and foundations. However, effect of pile loading on existing tunnels did not receive enough research attention so far. So it is essential to measure the response of existing tunnel-lining due to loading on newly constructed pile to assess to the safety against the additional forces/moment caused by pile loading and to evaluate the critical distance for the proposed construction of any structures from the tunnel location. This paper presents result of three-dimensional (3D) finite element analysis carried out in ABAQUS to investigate the effects of pile loading on existing tunnels embedded in cohesive soil. It is found that the effects on tunnel lining depend on horizontal separation distance between pile and tunnel as well as location/elevation of pile tip with respect to tunnel location.

Mar 8, 2011

By R Lau

The fire safety design for road tunnels includes the following aspects: active systems, passive provisions and operational procedures. The active systems include the smoke control system, fire suppression system, detection system and fire fighter’s assistance systems. Passive provisions include escape passages, fire separation and fire resistance systems. The operational procedures refer to fire fighter access, reporting and alerts, evacuation processes and crowd control.Currently, these systems are typically designed by different designers or teams. These systems are intended to work together in a coordinated manner to provide the desired safety outcome. However, in practice, this is not always happening. The fire engineering process is supposed to bring together all these aspects and arrive at an integrated safety system. The fi re engineering process in practice is not integrating the design with the practice or reality and is thus arriving at less than desirably efficient safety systems.The example of design inputs shows how disconnected each system design basis is. The smoke control system design is based on the design fire size. The performance of the smoke control system is to achieve a smoke free environment for a defined space for a particular fire size – the design fire. The fire suppression system – most commonly sprinklers or deluge systems, is designed according to codes and to achieve a certain water discharge rate. The fire detection system is designed to detect temperature rise/rate of rise and perhaps density of smoke. Fire separation is determined to provide a certain period of service – mostly for structural elements. Escape route size and location is determined mostly by code compliance. Evacuation procedures are determined by Authority operational requirements rather than human behaviour.To arrive at an integrated fire safety system, the design basis and performances must be coordinated. An approach using fire scenarios would ensure all systems are designed to a common performance requirement. This paper will discuss how the current design approach outcomes compared with a fire scenario approach. More effective and efficient fire safety systems would require the stake holders to understand the implication of this approach and to embrace this through the fire engineering process.

Mar 8, 2011

By D Wimpenny

Underground infrastructure is often a critical component of transportation and utility schemes. It is characterised by long design lives with limited access for inspection and maintenance. The exposure environment can be difficult to assess since it will often vary substantially between different locations in the same facility and with time during construction and in service. In addition, the specific demands placed upon underground infrastructure are not well covered by the exposure classes and other guidance given within current codes of practice. When problems occur they can be difficult to rectify and involve significant disruption.Given these substantial risks the prudent designer may adopt a systematic ‘durability planning’ approach which:· defines the environment and principal deterioration mechanisms for the various elements and construction materials,· predicts the design life for alternative durability enhancement options, and· recommends associated measures to be adopted during construction and in service.This paper describes the development of durability planning within Halcrow, giving examples of its use from its first implementation on tunnels under the Suez Canal in 1993 to recent projects in the Middle East and Australia. It seeks to demystify the process, identify shortcomings and speculate on its future development within the civil and mining sectors.

Mar 8, 2011

By A Dix

Fire suppression systems are but one of the many technologies currently available to manage operational tunnel risks. However, the actual reasons for their use are often shrouded in mischievous discussions of the marketing variety.The international tunnelling community still stands divided on the merits (or otherwise) of fire suppression systems. For some the debate focuses on their cost compared to the theoretical benefits they bring to human safety.Long standing concerns about their potential adverse effects in an emergency are often at odds with the experience from tunnels which use them. High installation and operational costs are cited as reasons not to use them, yet toll road operators and insurers increasingly use them as a risk mitigation strategy for toll revenue protection.Fact or fiction, myth or reality, should such systems be seriously entertained or are they just another expensive gadget in the escalating array of expensive toys for modern tunnels? Ultimately this presentation argues that they have their place as a risk mitigation measure to achieve a range of objectives. The exact circumstances for their use ultimately fashioning their design and operational characteristics. This is an abstract only. No paper was prepared for this abstract.

Mar 8, 2011

By S Norman

The Water Delivery Alliance (WDA) was established to design, construct and commission the pump station and desalinated water delivery pipeline to link the desalination plant on the Kurnell Peninsula (constructed by others) with the existing distribution network at Erskineville, Sydney, Australia. The WDA consisted of McConnell Dowell Corporation Ltd (Macdow), Bovis Lend Lease Pty Ltd (BLL), Kellogg Brown and Root Pty Ltd (KBR), Worleyparsons Ltd (WOR), Environmental Resources Management Group Inc (ERM) and Sydney Water Corporation (SWC).Sydney’s Desalination Project is one of the initiatives to secure Sydney’s water supply against the effects of climate change, population growth and drought. The desalination plant, 100 per cent powered by renewable energy, can supply up to 250 million litres of water per day (mld), which is up to 15 per cent of Sydney’s water needs. The project involved the construction of an 18 km pipeline with an ultimate capacity of 500 mld to accommodate any future increase in the output of the desalination plant.The Alliance procured three full-face tunnel boring machines (TBM) from Herrenknecht AG to construct the 6.5 km of tunnel that would provide a conduit for the DN1800 welded mild steel cement mortar lined (MSCL) pipeline at a number of locations along the route. Nineteen shafts and 16 tunnels were required to complete this work.Crucially one of the TBM drives involved construction of a tunnel into Botany Bay under protected marine life habitats; enabling the connection of the MSCL water carrier pipeline into the dredged section of pipeline underwater, approximately 800 m off-shore in Botany Bay.This paper details the retrieval of the 17.4 m long TBM from the ocean floor upon completion of the Botany Bay tunnel allowing for subsequent use on the Project. Elements covered in the paper include the 835 m tunnel, design and construction techniques for the tunnel and recovery, and details of the methods used to install the DN1800 water carrier pipeline.

Mar 8, 2011

By M Sparrow

The Victoria Park Tunnel project is an inner-city alliance project in central Auckland, New Zealand. The existing two-directional viaduct will be modified to single-direction flow, and a new northbound 440 m cut and cover tunnel will be constructed beneath Victoria Park. Three-dimensional (3D) visualisation media were used to communicate key design innovations to stakeholders and the general public. The 3D visual material has proven a useful tool for informing motorists of a new safety barrier method adopted for traffic management.This presentation will explain how 3D visualisation was incorporated in the project and will showcase the 3D visualisation media created for the project.

Mar 8, 2011

By R Winterberg

Concrete is a well established and reliable construction material for the permanent lining of tunnels, but shows some weak performance characteristics, which can be overcome by the addition of specialised fibre reinforcement. This paper addresses the particular performance design requirements of segmental linings, discussing the improvements of fi bres on concrete properties. Focus is made on the beneficial effects of fibre reinforcement on the cracking behaviour and the toughness performance, providing a safe and durable tunnel lining.Not only the mechanical performance of fibre reinforced concrete (FRC) for segmental linings, but also the durability of the linings has gained growing attention among the designers and consultants. Especially tunnel linings with exposure to media with corrosion potential, such as wastewater sewer tunnels or desalination plant outfall tunnels, have high requirements on their durability. The design of these structures must provide a comprehensive study of durability aspects. Fibre reinforcement can substantially improve the durability of concrete.Research has been carried out on the cracking behaviour of concrete. The beneficial effects of steel fibres on the cracking behaviour reduce the permeability by reducing the flow paths within the concrete. Crack bridging steel fibres create necking effects in bending cracks, leading to earlier closure of the cracks. Further, steel fibres create particular crack formations, which lead to a substantial reduction of the fl ow rates through separation cracks. The results also show that considerable cost savings can be achieved using FRC, as the thickness of the linings can be reduced.The durability design issues will be addressed and underlined by a case history on the Hobson Bay sewer tunnel in Auckland, New Zealand.

Mar 8, 2011

By J P. Burr

The Waterview Connection will complete a strategic Auckland motorway route linking the south, west and north. The project will include 2.1 km of ‘undrained’ driven tunnels, 500 m of drained cut-and-cover tunnel and tunnel portals.The project is aligned beneath a stream valley of Oakley Creek, which is incised through alluvium and in places overlain by landfill, between Mt Albert volcano and a ridge formed in alternating sandstones and siltstones. The resulting topography, geology and hydrogeology of the tunnel alignment are complex.The Assessment of Effects required estimation of the likely settlements resulting from the tunnel construction and assessment of their effects on the buildings, services and other features. A conservative approach was taken when estimating settlements in order to provide an upper bound estimate of the consequent effects. There are three sources of these settlements: mechanical settlement from the tunnel excavation, mechanical settlement from the displacement of retaining walls and consolidation settlement from the groundwater drawdowns during construction and, in some cases, in the long-term.The settlements from these sources were calculated independently and then combined to identify the most critical effects. These combined settlements were used to assess the potential damage to the buildings, services and other features above and around the tunnels. The combined settlement results generally followed the anticipated trough shape centred on the underlying tunnel but with some noticeable effects relating to the underlying geology and hydrogeology.The effects on buildings were typically assessed as negligible with some areas of very slight to moderate damage predicted. Effects on services are anticipated to be minor but some large and older pipes will require specific monitoring during construction. A monitoring programme is proposed to allow the actual settlement and effects to be compared to those estimated with appropriate responses should those effects significantly differ.This paper describes the methods used to calculate and combine the settlements and assess their effects.

Mar 8, 2011

By J de Witte

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

Mar 8, 2011

By T Brown

Australia is now committed to the most significant period of infrastructure investment since the 1960s and the current climate of project finance and public private partnership (PPP) model uncertainty means it is imperative that the affordability and certainty in delivery of infrastructure projects is maximised.In light of the current and forecast levels of infrastructure investment it is worth drawing comparison with a similar period of Australian expansion when the nation’s first railways were constructed. Similarly to over a century ago, we are following a trend in rapid development and are already reaping the inefficiencies that could be avoided with broader technical planning and improved client coordination.The original rail networks were developed by the individual states before they combined to form a Federation of states in 1901. As a result of the adoption of different gauges by 1917 a passenger wanting to travel by train from Brisbane to Perth had to change trains six times.Similarly in 2011, there is little parity between Australian states on the quality requirements (performance specifications) for road tunnels. Differences between states start most significantly with the size of the specified traffic envelopes, thus the size of tunnel required. Where ambiguity and differences exist in project documentation, performance specifi cations (PS) and broad technical requirements for road tunnel projects, any associated risk in interpretation ultimately ends up being incorporated in the bidder’s (constructor’s) final sell price.Whilst not nearly as inconvenient as having to change train at each state border, and largely unnoticed by the general tax paying motorist, this paper examines examples of apparent minor differences in Australia’s recently constructed road tunnels to highlight the differences in road tunnel specifications.The paper identifies how these small differences manifest themselves in major price penalties between projects and further, highlights the need for further specification review, refinement and standardisation across road tunnel jurisdictions to increase road tunnel affordability.

Mar 8, 2011

By J Palise

As cities become more populated and the need for tunnelling increases, we continue to dig deeper urban tunnels in more challenging ground conditions. At the same time our expectations for durability and long-term performance are increasing.It has become increasingly apparent in recent years that repairing water leaks in tunnels can be very costly and unplanned infiltration can cause undesirable outcomes for long-term maintenance costs, structural durability and environmental impacts. For this reason, tunnel constructors are investing more time and effort upfront into drainage and waterproofing systems.Tunnel membrane systems are becoming accepted as a necessary part of tunnel construction, however the knowledge surrounding selection of appropriate systems, design detailing and installation methods has not increased at the same rate. Currently Australia relies heavily on International Standards from Europe and the United States with no immediate program in place to establish our own locally relevant industry standards.This paper gives an overview of where the industry in Australasia is heading in terms of adopting relevant standards. Current basic waterproof detailing options for drained and undrained tunnels with success and failure of various methods are also addressed. Finally we look at the Brisbane Airport Link as a case study for how tunnel waterproofing contract methods, design and installation issues are being addressed in context with recent projects including the Epping to Chatswood Rail Link in Sydney, Auckland Northern Gateway Tunnel, Eastlink Tunnel in Melbourne and Sydney City West Cable Tunnel.This paper’s primary objective is to propose guidelines for how tunnel waterproofing could be implemented on large infrastructure projects in the future and to map a path for preparing and introducing a ready to use document for selecting appropriate tunnel membrane and drainage systems whilst implementing detailing methods which are appropriate for local conditions.

Mar 8, 2011

By M Weeks

Melbourne Water Corporation, through the Pipelines Alliance, has commenced construction of a new drainage pipeline to provide additional flood protection within the Sandgate Avenue Main Drain catchment, in order to mitigate against the risk of flooding of Frankston’s central activity district (CAD).The project involves the construction of a 1550 m long, 2.5 m internal diameter tunnel, commencing upstream at the Monash University Peninsula Campus and traversing approximately west to the outlet located at Kananook Creek. The tunnel was excavated by a dual slurry-earth pressure balance tunnel boring machine (TBM), with the depth to tunnel crown ranging from 0.7 m to 14 m below the natural surface level. The TBM navigated 500 m radius curves, with a maximum drive length of 608 m. The tunnel lining consists of 2.5 m internal diameter, 250 mm thick reinforced concrete jacking pipe.The geotechnical conditions along the tunnel alignment consisted of mixed face ground conditions, predominately clay, with clayey sand and sandy clay and some sand deposits near Kananook Creek.This paper presents the challenges associated with the operation of the slurry separation plant during tunnel construction. In particular, the paper focuses the impact of slurry separation on tunnel advance rates, the lessons learnt during construction with regards to slurry separation and on the decision to adopt a dual slurry-earth pressure balance shield TBM. In addition this paper highlights the importance of having a thorough understanding of the slurry separation requirements on a slurry TBM project prior to selecting the necessary plant.

Mar 8, 2011

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 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 D J Maconochie

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

Mar 8, 2011

By S Goff

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

Mar 8, 2011

By S. Lun Sin

In this study, the effect of silicon on the microstructure, mechanical properties and hot tearing susceptibility of permanent mould cast AZ91E magnesium alloy was investigated. Varying amounts of silicon (0.5, 1.0 and 1.5 wt.%) were added to AZ91E in the form of an Al-53 wt.% Si master alloy. The phase formation, grain size and solidification behavior of each alloy were characterized and related to their tensile properties and hot tearing susceptibility. The results showed that the addition of silicon resulted in the formation of Mg2Si particles. The presence of these particles led to an increase of the hardness, but was detrimental to the tensile strength and elongation of AZ91E. However, silicon significantly reduced the hot tearing susceptibility of AZ91E. This was attributed to the reduction of the grain size and the decreased freezing range of AZ91E, which contributed to improve the interdendritic feeding during the last stage of solidification.

Jan 1, 2011

By F. -J. Wodopia

Sustainability of energy supplies has been an issue of general interest for a long time. Whilst in the past the continuous productive use of natural commodities was in the fore, its compatibility with the environment and climate and ultimately also social aspects have recently gained more and more attention. Today many discussions focus on the climate compatibility of individual options to act. Fossil fuels, in particular coal and lignite, are generally challenged because coal use makes a significant contribution to global man-made CO2 emissions. The drastic increase in the consumption of fossil fuels is not explained by the fact that coal utilisation technologies are not or cannot be sustainable but rather by the growing world population and the endeavours numerous national economies trying to catch up economically. Coal is the world’s No. 1 fuel and, in the view of many experts, will keep this position also in the foreseeable future. The access to its deposits plays a significant role for the economies of the emerging countries. Consequently the aspects of energy security and economic efficiency need to be considered at eye level with climate compatibility. In Germany, however, the public acceptance of fossil fuels and of large industrial projects is in the focus of attention.

Jan 1, 2011

By Robert Heydon

With the United Nations Conference on Sustainable Development fast approaching it is timely to reflect on the integral role seafloor polymetallic nodule mining will play in facilitating sustainable development and alleviating global poverty. Polymetallic nodule mining presents mankind with a unique opportunity to advance the world?s sustainable development aspirations, particularly given the ultimate beneficiaries from polymetallic nodule mining will be the billions of people around the world that require greater access to more affordable minerals for their social and economic development. This paper discusses the importance of polymetallic nodule mining in the context of sustainable development and forecasted growth trends, supply and demand dynamics, the decreasing grade and quality of terrestrial mineral resources, and the Green Economy, as well as in light of a comparative analysis that demonstrates polymetallic nodule mining offers a socially and environmentally advantageous alternative to terrestrial mining.

Jan 1, 2011

The tensile test results of as-cast A356.2 grain-refined alloy castings show that the tensile strength can be improved by strontium modification (`SrM'), superheating at 900°C OM, and melt thermal treatment of the Sr-modified alloy melt (`SrMTT'). Both SrM and SrMTT processes can greatly improve the ductility (percent elongation) of the as-cast alloy. During solution heat treatment at 540°C, eutectic Si particles undergo fragmentation, spheroidization, and coarsening, thereby affecting their morphology. The effects of solution heat treatment on the tensile properties of the variously treated A356.2 alloy castings can be summed up as follows: the yield strength of the castings is significantly improved after 8 h solution heat treatment due to the precipitation of Mg2Si, after which it remains more or less the same with the further increase in solution treatment time up to 80 h; the ultimate tensile strength is also greatly improved within the first 8 h of solution heat treatment and then remains at the same level thereafter, up to 80h of solution treatment. The improvement in UTS is attributed to Mg2Si precipitation, dissolution of Si within the aluminum matrix, and changes in the Si particle morphology (spheroidization). The ductility of the as-received grain refined non-modified (`NM'), grain refined and superheated at 900°C (`SH'), and melt thermal-treated grain refined (`MTT') A356.2 alloy castings can be improved considerably with solution heat treatment e.g. from ~6% in the as-cast non-modified casting to ~10% after 80 h solution treatment.

Jan 1, 2011