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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 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 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 A L. de Ambrosis, F M. Weir, M Fowler

Traditional kinematic and statistical analyses of geological structure for geotechnical engineering applications, while considered industry standard practice, have some limitations and unrealistic assumptions. An improved approach involves a discrete fracture network (DFN), a numerical model that explicitly represents how defects may be spatially distributed through the rock mass. The DFN technique utilises the structural data in stochastic analyses to give a range of possible models used for visualisation and stability analyses.The early development of the DFN approach was largely associated with modelling fractured hydrocarbon reservoirs and nuclear waste isolation programs. With recent improvements to computational power it has become recognised internationally as a valuable tool for modelling some geomechanical problems encountered when designing excavations in fractured rock masses. For tunnelling or slope stability projects DFN modelling provides visualisation of a rock mass and identification of likely failure mechanisms.This paper presents a suite of DFN modelling undertaken for the design of a tunnel within the Ashfield Shale unit of the Sydney Basin, Australia. The necessary input parameters and derivation of these, along with the importance of both an accurate engineering geology model and validation of the synthetic fracture network are demonstrated. Multiple realisations of the DFN were analysed to provide an indication of the number and volume of unstable blocks for the proposed tunnel geometry, enhancing support design. One fracture network realisation was sliced along multiple sections for use in finite element modelling.CITATION:Weir, F M, de Ambrosis, A L and Fowler, M, 2014. Discrete fracture network modelling for tunnel design in the Sydney Basin, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 219–226 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A Harding, M Chappell

Precast concrete segmental linings have enjoyed widespread use around the world, and are the lining type of choice for tunnels constructed using a shielded tunnel boring machine. However, there is significant variation in the design of such linings from one country to the next in such areas as materials, geometry, fixtures and fittings, waterproofing and reinforcement to name but a few. This arises because the speed at which the technology has developed within some countries and regions has sometimes outstripped the transfer of such technologies to the rest of the world.This paper provides some insights into the variations in lining design in different parts of the world with the aim of providing designers and constructors alike a reference for the different methods adopted. It provides a context for these developments by briefly summarising historical reviews of this subject before looking at some of the developments around the world over the last 15–20 years. The developments are presented with some reference to the reasons for implementation, and the advantages and limitations commented on. Following on from this description of the state-of-the-art, the authors also provide their own views on what developments we may see in this area in the near future.CITATION:Harding, A and Chappell, M, 2014. Precast concrete segmental tunnel linings – the state-of-the-art, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 257–266 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By T Ireland, S Eratne, W Newns, P Spies

The approach to risk management during the procurement of major projects often has a significant outcome on the ultimate delivery of a project. The NZ$1.4 B Waterview Connection project is the largest and most complex project yet undertaken by the New Zealand Transport Agency (NZTA) and the procurement process for an alliance contract was refined to provide compliance with the International Tunnel Insurance Group (ITIG) Code of Practice for Risk Management of Tunnel Works (TCoP). The principle of shared risk within an alliance incentivises a common understanding of project risks prior to finalising the alliance agreement and therefore enables superior risk management through design, construction and beyond. Risk management practices need to be instigated well in advance of commercial phases, so that commercial competition does not lead to a significant elevation of project risk. In particular the practice of gaining commercial advantage by taking on a potentially unmanageable level of risk is one of the outcomes to be avoided by the TCoP.During the procurement phase the NZTA placed high value on design and construction mitigation measures proposed in order to address ground risks, as is appropriate for a major tunnel project. In order to achieve alignment on the level of geotechnical risks an Alliance Geotechnical Baseline Report (AGBR) process was developed.This paper describes the measures taken during the procurement process to achieve certainty with respect to outcomes and minimise project risks whilst also achieving value for money. Refinements to the procurement process to ensure compliance with the TCoP prepared by the International Tunnel Insurance Group (ITIG) are described along with the AGBR process applied as part of a suite of measures to achieve a successful procurement outcome.CITATION:Ireland, T, Spies, P, Eratne, S and Newns, W, 2014. Risk management and use of a geotechnical baseline report for a competitive alliance procurement?process, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 553–562 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By B Chapman, R Nievergelt, J Hill

A major component of Sydney’s new South West Rail Link project is the Hume Highway Underpass (HHU), an 80 m long twin track mined tunnel excavated at a depth of just 5 m below the pavement of the Hume Highway; one of Australia’s busiest road corridors.In order to ensure a safe and efficient construction of the underpass without disruption to the Hume Highway traffic, design of the HHU required specific focus on the prediction and control of ground movements. This paper describes the design and construction solutions adopted in response to these challenging constraints. The paper also provides discussion on the observed behaviour of the underpass during construction and the results of a back analysis that was undertaken during construction.CITATION:Hill, J, Nievergelt, R and Chapman, B, 2014. Design and construction of Sydney’s South West Rail Link Hume Highway Underpass, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 375–386 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By G M. Taylor

The application of high technology to monitor and control fire life safety, critical functionality in tunnels and underground spaces generally has progressed at an ever accelerating rate over the past decade. Today these systems comprise some of the most complex and little understood aspects of the tunnel/underground facility construction industry, with this area being perceived as high risk comprising impenetrably complex ‘black box’ technology covered in blinking LEDs. This paper will seek to explode some urban myths and common misconceptions associated with such systems, providing its intended audience with a review of what all this technology comprises and where the real risks lie in its delivery lie.The author contends (and looks to support such contention via this paper) that by applying baseline project and risk management processes to the procurement of this widely misunderstood black box technology, the quality of the final outcome can be much improved, driving innovation, reducing both cost and significantly mitigating delivery risk.CITATION:Taylor, G M, 2014. Procuring control and intelligent traffic systems for major new build projects – avoiding pitfalls and maximising value, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 113–120 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By D Miller, M Dowling, R Domotor

"This paper is focused on blasting activities undertaken as part of the Pacific Highway Upgrade – Tintenbar to Ewingsdale – project (T2E). This is a ‘priority 1’ Pacific Highway road construction project in New South Wales (NSW), to be completed by mid-2015 (weather permitting). T2E will provide approximately 17 km of dual carriageway road starting at the northern end of the Ballina bypass and extending to the Ewingsdale interchange, and will complete the existing dual carriageway road between Ballina and the NSW/Queensland border.Roads and Maritime Services (RMS) (formerly the Roads and Traffic Authority) is delivering the project on behalf of the NSW state and federal governments. In October 2011, RMS awarded a contract to Baulderstone Pty Ltd (now Lend Lease Engineering Pty Ltd – Lend Lease) to design and construct T2E. One of the key elements in this project is the St Helena Tunnel.In order to avoid the steep grades of St Helena Hill, eliminate a well-known accident black spot and maintain the aesthetics of the Byron hinterland escarpment, RMS and Lend Lease prepared designs to construct a 434 m long dual carriageway tunnel, 46 m below the ridge line of St Helena Hill. Lend Lease elected, where geotechnical conditions permitted, to use drill and blast methods to excavate the full tunnel profile, instead of traditional mechanical excavation techniques.Since all blasting locations (both inside and outside the tunnel) were in close proximity to nearby residents, the NSW Department of Planning and Infrastructure imposed strict air blast overpressure (airblast), ground vibration (vibration) limits and limited working hours. Both RMS and Lend Lease recognised that these restrictions meant that nearby residents may be exposed to blasting activities for longer than was necessary. As a result, after close consultation and agreement with the nearby residents, RMS applied successfully to the NSW Department of Planning to increase the airblast and vibration limits, as well as the working hours.Working under these new conditions, Lend Lease employed a range of best practice drill and blast technologies provided by both Orica Australia Pty Ltd and Atlas Copco Mining and Rock Excavation to improve the safety and efficiency of blasting activities and to minimise the potential negative impacts of the blasting works on affected residents. These technologies included: the use of a continuous environmental monitoring system to record the results of the blast events and provide quick and easy reporting to key stakeholders to address RMS specification requirements electronic detonators to enable accurate hole detonation timing for vibration compliance and to give project engineers the flexibility and precision to alter each design to suit the geological profile of each face the use of two software programs and advanced drill rigs to enable the efficient design of blasts, electronic transfer of designs to the drill rigs, as well as in-hole monitoring and recording of drilling performance the use of a specialised bulk emulsion system to deliver fully coupled bulk explosives into face blastholes to maximise fragmentation, and decoupled bulk explosives into perimeter blastholes, to reduce overbreak and deliver a cleaner profile.By taking a progressive approach towards the environmental restrictions and the work hours imposed, as well as utilising best practice blasting techniques, RMS and Lend Lease were able to blast with confidence and achieve their production deadlines and reduce the total cost of the project.Most importantly, RMS and Lend Lease were able to meet their environmental obligations and work constructively with the nearby residents to ensure that the blasting was undertaken as safely and efficiently as possible without delay or negative impact.CITATION:Dowling, M, Domotor, R and Miller, D, 2014. Improving excavation efficiency at the St Helena Tunnel using best practice drill and blast techniques, in Proceedings 15"

Sep 17, 2014

By J Rostami, T Afshar, M Sharifzadeh

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

Sep 17, 2014

By T Ireland, B Wright, S Weaver

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

Sep 17, 2014

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

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

Sep 17, 2014

By D Sibthorpe

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

Sep 17, 2014

By C Harrison, A Bowskill

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

Sep 17, 2014

By D Mather, H R. Asche

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

Sep 17, 2014

By B Jones, M Chappell

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

Sep 17, 2014

By A C. Robertson

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

Sep 17, 2014

By L Galisson, E Audigé, D Sowers

Establishing a robust geotechnical instrumentation and construction monitoring plan is one of the keys to the successful delivery of the world’s largest soft-ground bored tunnel in Seattle, Washington. The paper describes and provides a return of experience on current and best practice for monitoring tunnelling projects in urban areas. The owner’s contractual approach is discussed to highlight the flexibility of the design-built contract in achieving equal or better solutions by allowing for the use of innovative technics. Special attention is given to the management and involvement of third parties (building owners, utility owners), including the public, to overcome all challenges faced during the installation of the monitoring system in downtown Seattle for over 1000 instruments. Finally, the authors present the strategies implemented for managing the monitoring data and communicating with the owner, contractor and stakeholders.CITATION:Sowers, D, Galisson, L and Audigé, E, 2014. Current and best practice for monitoring tunnelling projects in urban areas – Alaskan Way bored tunnel, Seattle, Washington, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 441–450 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By S Hanke, J Burden, P Spies

The Waterview Connection will complete Auckland’s long-planned Western Ring Route, a 48 km north-south motorway alternative to State Highway 1 that bypasses the central city to the west. The project involves construction of 5 km of new motorway – half of it underground in tunnels – to connect the Southwestern (State Highway 20) and Northwestern (State Highway 16) motorways.The Western Ring Route will link the major population and industrial centres of Manukau, Auckland and North Shore to give the region the connected and resilient strategic road transport system it needs to underpin economic growth and sustainable development. It will also provide a direct motorway link between Auckland’s central business district (CBD) and international airport.The project involves construction of twin 2.4 km driven tunnels with an outside diameter of 14.41 m beneath residential suburbs, a major arterial road and a rail corridor. Enabling works began in January 2012 while tunnel construction using an earth pressure balance (EPB) tunnel boring machine (TBM) began in November 2013.This presentation introduces the Waterview Connection project, its role in the development of the Auckland motorway network, its procurement process, the alliance delivery model and an overview of the project’s design features and construction progress to date.Design and construction highlights of the presentation include the TBM start-up, turnaround and breakthrough arrangements as well as the experience gained during the first tunnelling drive. The presentation also covers an innovative process developed for invert construction behind the TBM that is independent of tunnel excavation.CITATION:Spies, P, Burden, J and Hanke, S, 2014. The Waterview Connection Project – progress to date, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 519–540 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014