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By Roberto Maldonado Astorga

El presente texto señala la implementación del modelo de gestión para las operaciones de Volcán Campaña Minera, basado en el Modelo de Gestión de Malcom Baldrige. El modelo tiene el objetivo de establecer un proceso sistemático y estandarizado que asegure la mejora contínua y en línea con la visión de la empresa que apunta al logro de la excelencia operativa. La estrategia se divide en tres módulos: Módulo de Organización, Módulo de Gestión y Módulo de Comunicación. Asimismo se busca, implementar círculos de optimización permanente, monitorear de forma sistemática la ejecución de iniciativas de mejora y seguir el impacto en los indicadores.

Nov 1, 2014

By José Manzaneda Cabala

El presente texto señala conceptos básicos sobre la activación y depresión de sulfuros de plomo y hierro, la nueva aplicación del criterio Flash y el uso de la plantilla de diseño experimental para establecer si un nuevo depresor orgánico puede ser la alternativa de reemplazo del depresor cianuro de sodio en flotación. Para el estudio se realizó un diseño factorial fraccionado para estudiar cuatro variables. La plantilla permitió evaluar sulfato de zinc, cianuro de sodio, grado de molienda y un nuevo depresor orgánico donde se encontró que el reactivo RA-CN300 es un depresor de sulfuros que reduciría el consumo de cianuro de sodio y contenido de cianuro en total en el agua de la relavera.

Nov 1, 2014

By Oswaldo Bustamante

El presente texto describe los resultados de medición de energía libre superficial a través del Microscopio de Fuerza (MFA) y su relación con la hidrofobicidad y posterior flotación de partículas de oro. Para ello, se evalúa la adsorción específica de los colectores sobre partículas de oro, el cual permite medir la diferencia de energía libre superficial y su relación con la recuperación del oro en la flotación espumante.

Nov 1, 2014

By José Ojeda

El presente texto describe los recursos alternativos para recuperar valores de los minerales oxidados de plata y plomo. Para lo cual se utiliza la floculación-flotación hidrofóbica, donde se espera que la segregación selectiva de partículas finas mejore la constante flotación y la cinética de flotación.

Nov 1, 2014

By Egbert Burchardt

En las operaciones greenfield de roca dura, la tecnología de los rodillos de molienda de presión es la tecnología más empleada en la etapa de chancado terciario para preparar la alimentación del molino de bola. Sin embargo, los HPGR puede emplearse para actualizar y optimizar instalaciones de roca dura ya existentes. En ese sentido, el presente texto señala la implementación de HPGR en las plantas de molienda SAG (Cadia Hill, Australia), así como en las de molienda convencional de tres etapas (Freeport Grasberg, Indonesia) para aumentar la capacidad, recuperación, y reducir el costo de operaciones.

Oct 1, 2014

By Juliano Villanueva

La concentradora Antapaccay comenzó sus operaciones en noviembre del 2012. Como parte del proceso de puesta en marcha, se desarrolló la subetapa de este comisionamiento de los IsaMills, fundamentales en el circuito de remolienda. El circuito de remolienda consiste en dos IsaMills, uno para el concentrado rougher y otro para el concentrado scavenger. En ese sentido, el presente texto describe las ventajas encontradas en este equipo como el nivel de carga de medio de molienda, que es reflejado en el consumo de energía.

Oct 1, 2014

By Rodrigo Zambra

El presente texto señala las funciones del geólogo minero moderno -en tanto aporte al sistema de control y pueda registrar las observaciones sobre geología y otros aspectos de la mina. En ese sentido, los cambios más importantes son: Base de datos digital, uso de un programa GMP para procesar e interpretar datos de ensayos, determinación de ensayos en mayor volumen y a menor costo y mayor inspección de la productividad

Oct 1, 2014

By Pierre Hofmeyr

Generalmente las plantas metalúrgicas mineras recolectan compuestas diariamente y las envían a laboratorios off site para su análisis. En ese sentido, el presente texto señala las ventajas de establecer laboratorios de análisis automatizados dentro de una planta metalúrgica, como una planta de flotación de una mina de cobre. Los flujos de lodo son muestreados y partidos con procedimientos automatizados normales y luego, en vez de ser enviados a laboratorios off site para su análisis, son enviados automáticamente al laboratorio localizado en la misma planta y así determinar la composición mineralógica del mineral que ingresa a la planta y se pueden medir las concentraciones de las fases de los minerales deletéreos

Oct 1, 2014

By R McDonough

DTL2 contract C916 was awarded in March 2009 for S$340 M. This contract includes two mass rapid transit (MRT) 1100?m long bored tunnels using two slurry tunnel boring machines (TBMs), with an internal diameter of 5.8?m, two cross passages and 135?m of cut-and-cover tunnels The contract also includes the design and construction of a new underground station including station entrances, subway links, architectural finishes and external landscaping. The station, located at Upper Bukit Timah Road near Jalan Jurong Kechil will also double as a civil defence shelter.The works included significant traffic management in a dense urban area in order to create the working areas whilst keeping the requisite number of traffic lanes. This involved numerous utility diversions and included the removal of a 33-year-old pedestrian overhead bridge (POB) over busy Bukit Timah Road. The station and tunnelling works were completed on time, including a ‘dock and dismantle’ TBM retrieval and subsequent breakthrough of the separating wall.This paper will detail the methods and solutions used to construct the tunnels and stations, with a focus on the requirements for construction of the station to be a civil defence shelter if required. This involved solutions to tying reinforcement and placing concrete to high standards in a restricted space, as well as the incorporation of heavy blast doors and other associated protective measures. The efforts of the management team resulted in the project being awarded first prize in the 2011 Land Transport Authority’s Annual Safety Award Convention and being named winner of the Safety and Health Award Recognition for Projects (SHARP) award at the 2011 Workplace Safety and Health (WSH) Awards. As well, McConnell Dowell won a Green and Gracious Builder Award (Excellent Category) from the Building and Construction Authority (BCA).CITATION:McDonough, R, 2014. Design and construction contract C916 Beauty World Station and Tunnels, Singapore, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 411–418 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By F Sandrone, J-P Dudt, J Zhao, E Paltrinieri

Tunnel boring machines (TBMs) excavation is nowadays more and more considered a valuable alternative to conventional tunnelling. As a matter of fact, thanks to its advantages such as greater rate of advance and safer working conditions, the application of TBMs has increased significantly in recent years. Despite the possible excellent performance of TBMs in favourable ground conditions, the advance rates could be significantly slowed down or even obstructed in limiting geological situations. This obviously traduces in potentially longer tunnel construction times and higher costs and, therefore, in a preference for conventional method. One of the major geological hazards encountered during tunnel construction, is related to the presence of fault zones or heavily jointed and fractured rocks. The most common geotechnical problems resulting from tunnelling in these difficult conditions include the instability of the excavation face, instabilities of side-walls producing large overbreaks on the tunnel profile, excessive deformations in case of squeezing grounds, frequently changing stresses in terms of magnitude and direction, high water inflows, etc. The decisions aids for tunnelling (DAT) is a model and a computer code that can be used to evaluate the influence of the uncertainties related to both the geological/geotechnical conditions and the construction process on final tunnel construction time and costs. In this framework, the DAT is used for assessing the effects that challenging ground conditions may have on tunnelling operations in terms of costs and delays. This is done by simulating the tunnel construction considering several geological profiles. The aim of the study is comparing different excavation methods (ie drill and blast versus TBM) in changing ground conditions along the tunnel alignment ranging from good rock, to very poor and fractured formations. The results show the impact, in terms of changing construction time and cost, of the excavation method versus the ground conditions.CITATION:Paltrinieri, E, Dudt, J-P, Sandrone, F and Zhao, J, 2014. Comparison of excavation methods in different ground conditions with the decision aids for tunnelling, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 573–580 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By M Wieloch, D Wimpenny, M Chappell

Fibre-reinforced geopolymer concrete (FRGC) contains no Portland cement or steel reinforcement, but instead uses synthetic fibre reinforcement and a geopolymer binder. The use of geopolymer binder in lieu of Portland cement reduces the concrete’s embedded energy (CO2 emissions) whilst the use of synthetic fibres eliminates the issue of reinforcement corrosion, thus enhancing the overall long-term durability of concrete. This paper presents the development of FRGC during a three-year project funded by the Victorian Science Agenda and a consortium of five organisations. The work involved laboratory and field trials and the production of prototype tunnel segments that have been subject to durability and fire testing.FRGC has exceeded the performance of the Portland cement-based control mix in terms of flexural strength, chloride diffusion, water sorptivity and drying shrinkage. Furthermore, the FRGC segments subjected to a simulated hydrocarbon fire test did not exhibit explosive spalling; however, the creep of FRGC was approximately three times that of the steel fibre-reinforced Portland cement-based control mix. The compressive strength and tensile splitting strength of the FRGC were also lower than the control mix. These differences need to be allowed for in the design using FRGC.Prototype bolted tunnel segments of up to 0.8?t mass have been produced from FRGC using standard production techniques and ambient curing. These were successfully produced within a 24-hour production cycle. Cut sections through the segments showed good compaction and even distribution of fibres. The estimated carbon footprint of tunnel segments produced using FRGC is approximately 70 per cent less than that of Portland cement-based segments containing 25 per cent fly ash and steel reinforcement.The results to date indicate that FRGC has the potential to produce a new generation of tunnel segments and, in general, precast concrete products with increased durability and substantially reduced carbon emissions compared to the Portland cement-based concrete with steel reinforcement.A summary of further research carried out by CH2M HILL into a complete elimination of ferrous inserts from segmental concrete tunnel lining is also summarised in this paper. The use of non-ferrous connectors for radial joints in combination with the FRGC technology in the manufacture of tunnel segments will effectively lead to development of a new generation of segmental tunnel lining systems.CITATION:Wimpenny, D, Chappell, M and Wieloch, M, 2014. Fibre-reinforced geopolymer concrete – an innovative material for tunnel segments, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 345–352 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By S J. Clarke, C S. Walker

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

Sep 17, 2014

By Q Gong, J Li, J Zhao, Y Zheng

Excavation by tunnel boring machines (TBMs) offers many advantages over conventional excavation methods, in terms of safety level, working environment, advance rate and overall cost. While TBMs have been extensively used in civil tunnel construction, they are also viewed as a competitive alternative to the drill-and-blast method for underground mining, attracting increasing attention from the mining industry. This paper presents an overview and general assessment on applications of TBMs in mines, by reviewing more than 60 TBM applications in underground/open pit coal and hard rock mines around the world. The projects range from the early exploratory trials of TBMs in mines in Germany, England, South Africa and America in the 1960s and 1970s, to the ongoing projects in Australia, China and Chile. The paper focuses on the geological compatibilities, the problems encountered, the solutions undertaken and the lessons learned from those projects. The paper summarises the progress made in the past and highlights the challenges faced by TBMs in mining due to complex ground conditions and geometrical requirements. With the technological advances of TBM and experiences gained in the past, more applications of TBMs are expected in underground coal and hard rock mines.CITATION:Zheng, Y, Gong, Q, Li, J and Zhao, J, 2014. A review of the applications of tunnel boring machines in mines, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 691–704 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By D Kubik, K The

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

Sep 17, 2014

By M G. Wansbone, R Bhargava

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

Sep 17, 2014

By S Kowalczuk, S V. L Barrett

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

Sep 17, 2014

By M Rauer

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

Sep 17, 2014

By M Norbert, P Mok

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

Sep 17, 2014

By I Gray

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

Sep 17, 2014

By T J. McGavin

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

Sep 17, 2014