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By C Donnelly

Redpath Australia is using a unique mining method for the Australian underground coal industry at Kestrel Mine Extension in the Bowen Basin, Central Queensland.The project involves completing two separate drifts from the surface for access to the German Creek Coal Seam located approximately 230 m below the existing surface. The scope of work is primarily the construction of two drifts; the first is 1577 m at 1 in 6 gradient and the second 1874 m at 1 in 8 gradient. Each drift has been developed by a Mitsui S200 roadheader with modifications to allow for a continuous tunnelling/mining cycle operation. A shotcrete boom has been fitted to the left hand side of the machine with the operators console located at ground level. Another operators console is elevated on the right hand side of the machine to allow operation of the rotary drill boom which is mounted on a slide rail to allow flexibility of positioning depending on the stage of the cycle. In support of the roadheader activities, an integrated conveyor system mounted on a sliding floor arrangement is able to be advanced as the mining face progresses. This sliding floor consists of four 1.5 m × 6 m sections that utilise hydraulic rams to ‘walk’ inbye, allowing room for installation of precast concrete floor panels for final floor completion. This method borrows from the tunnelling and construction industries to eliminate place-change delays in the mining cycle by enabling complete ground support installation without retreat of the primary development machine from the face. The aim is to reduce the project duration with the completion of final floor and services to within 30 m of the operating face as it advances.

Mar 21, 2011

By D Beck

Open access to forecasts of mine geotechnical performance in the form of open databases of model results has been considered risky in the past, with a concern that the results will not be understood or will be misused. However, some modelling techniques allow very high similitude modelling of mine deformation and the results can be presented as deformation, damage and other parameters which are unambiguous and which all engineers can be more easily trained to understand. With some effort, sufficient reliability and quantifications of error are possible to overcome many of the issues.Allowing more members of the planning team to have direct access to forecasts of mine deformation will promote awareness of geotechnical issues and will act as a mechanism for improving mine designs. The models will also be more easily integrated into quality assurance programs, by providing a framework for understanding measurement results.The sufficiency requirements for undertaking simulation aided mining engineering will be presented, included some conclusions about requirements for training, quality standards and software development.

Mar 21, 2011

By Y Potvin

Underground mines in Australia are progressively operating at greater depth, sometimes in conditions where mine induced stresses are very high. In such conditions, the seismic activity often becomes intense and violent and in response, mines must develop and implement a sound rock burst risk management strategy to continue operating safely.This paper discusses the latest techniques successfully used in Australian mines to mitigate the risk of rock bursts. In particular, the paper describes how the analysis of data collected from seismic monitoring systems can provide an understanding of the seismicity and be used for quantifying seismic hazards in the mine. Once an adequate understanding and assessment of seismic hazard has been achieved, the associated risk can be mitigated using different layers of protection.Strategically, modifying the mining method, the extraction sequence and/or the mining layout can alleviate the seismic hazard, but these solutions generally cannot be implemented rapidly. In the short-term, seismic risk can be mitigated tactically using an energy absorbing support system or to remove personnel from being exposed to rock burst damage by implementing exclusion zones.

Mar 21, 2011

By D Laurence

Mining cycles have come and gone and with them there have been dramatic swings in the levels of interest and student entry into minerals-related education programs, hence graduate supply to the industry. So what is the problem? These trends will keep happening and the industry will keep on keeping on – or will it?This paper discusses recent trends in Australian minerals education programs and some international examples, together with some of the more recent initiatives taken by both the minerals education sector and the industry, such as the Minerals Tertiary Education Council (MTEC) and MEA. The real problem is that things will not just keep going the way they have over recent decades – there will come a time when there is no longer a supply of minerals academics available to provide the educational programs; and universities will simply shut down subcritical mass mining programs and invest in the much more lucrative programs such as commerce, law, medicine, etc. By the time this starts to happen it will be at least ten years too late for any last-minute reactive response by industry, if they were to try and avert such a consequence. International experience with mining programs bears out this scenario quite clearly.It is therefore timely for industry individual mines and mine management to take a much more strategic look at their role in the education sector. Sustainable mining also means sustainable minerals education – without one, the other will not function over the long-term. There is a pressing need for long-term strategic buy-in by industry into the education sector – not just for the good times, but also through the tough times. This means much more than a scholarship here or there, but includes such commitments as major industry-university research partnerships; collaborative recruitment initiatives and much more. The paper will discuss a range of such issues, problems and opportunities to address these important issues through strategic, comprehensive, long-term commitments by industry and equally significant and appropriate responses by the education sector. We care – do you?

Mar 21, 2011

By H Asche

The Melbourne Metro project has evolved from the Victorian Transport Plan. MM1 is the second major phase of the proposed separation of Melbourne’s radial railway system, creating a line that will operate independently across the metropolitan region. The central section will run beneath the inner suburbs and the central city. The initial project comprises nearly 8 km of twin bore tunnels, three cavern stations and two cut and cover stations, as well as a dive structure and connections with the existing rail system. This paper describes the development of the geological model, a modification of the rock mass classification system derived during the EastLink project and the influence of the geology on the design of the tunnels and stations for the Department of Transport’s business case.The majority of the tunnelling will be in the siltstone and sandstone bedrock. This material has been extensively folded, sheared and intersected by igneous intrusions. A revised rock mass classification system has been developed for the Melbourne Formation to assist in identifying the important engineering properties of the rock and to rationalise the support types required.The Metro’s tunnel alignment crosses the Yarra Delta deposits in the lower reaches of the Moonee Ponds Creek and again at the Yarra itself near Princes Bridge. These deposits vary in extent and thickness over very short distances. The investigation of these materials has been carried out using conventional drilling techniques in conjunction with sonic drilling methods.Over the central section of the Metro, the positions of the new station are determined largely by transport planning requirements and urban development opportunities. However, the stations, and the tunnels, have been the subject of studies, optimising exercises, and selection processes to arrive at the concept design. This paper describes the influence of the varied geology on the development of the design, and the identification and management of the risks in tunnelling under the centre of Melbourne.

Mar 8, 2011

By P C. Miclea

Transportation networks extend every day around the world, requiring safe and well-maintained structures for efficiency and for users’ safety. Due to specific features of the infrastructure, such as longer tunnels, increased traffic and marginal safety rules, fire safety in rail and road tunnels becomes more challenging.The situation becomes more critical due to the global economy and increasing worldwide tourism, with multi-national companies often involved in both design and construction of transportation routes or systems in other countries. Tourism brings the risk of visitors becoming victims in a foreign land; thus, international law becomes more and more applicable to transportation projects all over the world, requiring a consistent approach to safety (UN Economic and Social Council, 2001; US DOT Federal Highway Administration (FHWA) 2006; US Transportation Research Board, Committee on the Role of Public Transportation in Emergency Evacuation, 2008; UK Parliamentary Office of Science and Technology, 1997).There are significant differences between rail and road tunnels, both in their functionality and safety requirements. Most tunnels over a certain length are equipped with emergency ventilation systems capable to control the spread of smoke by creating an air stream in the desired direction. Besides ventilation, fire-life safety (FLS) includes smoke and heat detection by linear or spot detectors, closed-circuit television (CCTV) and public address systems with prerecorded announcements, as well as evacuation signage and monitoring capabilities (Vägverket – Swedish National Road Administration, 2004).There isn’t a consistent, worldwide approach to the design of emergency ventilation systems for tunnels, with significant differences from continent to continent (US DOT Federal Highway Administration (FHWA), 2004, US Federal Transit Administration, Transportation Research Board, 2006). In North America US NFPA 130 and 502 standards for rail and road tunnels, respectively, represent the main criteria, however, they are continually revised and new versions issued every three years. For road tunnels the World Road Association PIARC issues guidelines, but they are not truly enforceable. There are no similar international guidelines for rail tunnels, except general recommendations by the International Association of Public Transport (UITP) (IAPT, 2003).In Europe the Directive #54/EC adopted by European Community Parliament in 2004 requires a minimum level of safety for road tunnels users in all existing and proposed tunnels in the Trans-European road network that are greater than 500 m in length. Authorities having jurisdiction in many other individual countries, such as Australia, Austria, Germany, Japan and others, enforce specific safety regulations (Miclea et al, 2007). While it is impossible to summarise all aspects of this topic in a short paper, a review of the design approach, the existing differences in safety requirements, as well as applicable design solutions to meet safety codes for both rail and road tunnels are discussed below.

Mar 8, 2011

By L Nienaber

Mines, after becoming operational, often retain the same support and reinforcement designs developed in the feasibility study. These designs are conceived from limited drilling data and regional experience, thus having an empirical flavour. Empirical designs are perceived to be conservative, catering for a variety of failure mechanisms, which are not always present in mine development drives.This begs the question: If you were to invest in the necessary resources to obtain sufficient data and complete the required analyses for the different development drives in the mine, to engineer a support and reinforcement scheme with the capacity to match the demand of the rock mass, what is the difference in cost when comparing an empirical design to an engineered design?To answer this question, mine tunnels with different geometries and orientations, where detailed structural data was available, were selected for a comparative design exercise. Material cost, development cost, cycle time and professional fees for engineered and empirical designs were estimated. The outcome is summarised in the following paper that discusses the process followed and the results of the design comparison.

Mar 8, 2011

By N Wharmby

In recent years in New Zealand there have been a number of tunnelling and deep directionally drilled pipelines projects that have required access shafts. Often these shafts are in urban environmentswhere vibration and high noise levels are not tolerable. There are a number of methodologies that can be adopted dependent upon the shaft plan area, depth and geology.This paper will describe some different methodologies that can be adopted that use piling methods such as large diameter piles, and secant piles. The paper will use case studies to highlight:· construction methodology,· specific methodology issues and constraints,· lessons learnt, and· recommended specifications.The development of piling technologies in New Zealand has enabled the development of cost effective solutions for the construction of deep shafts in sensitive urban environments.

Mar 8, 2011

By D Mather

Fibre reinforced shotcrete has long been accepted as temporary ground support in both mining and civil tunnel linings. Greater knowledge and understanding of shotcrete as an engineering material and advances in its quality have enabled designers to eliminate the requirement of a second pass lining. The initial shotcrete can be used as the permanent tunnel lining or be incorporated into the final lining design, rather than ignored and considered as sacrificial.For the initial shotcrete lining to become a suitable permanent tunnel lining it must be able to establish and maintain stability over time when subjected to all possible loads. To ensure this, best engineering practices are required during the design phase of the project to analyse; ground conditions including rock mass properties, ground and ground water quality, rock mass loadings, excavation sequencing, and construction methodologies.The increased durability of steel fibre reinforced shotcrete over traditional tunnel support, in the right ground conditions, makes it possible to achieve a serviceability design life of greater than 100 years (as required in most infrastructure projects). By specifying a good quality shotcrete mix and ensuring adequate quality control for batching, fibre dosing, preproduction testing, excavation sequencing, and application control, it is possible to eliminate the requirement of a secondary lining. The properties of a suitable permanent lining must be well established using suffi cient preproduction testing in combination with post application monitoring.A major benefit of steel fibre reinforced shotcrete in ground support applications is the removal of any requirement for workers to work under unsupported ground. Its use can also significantly reduce, if not eliminate, the manual handling associated with placing traditional reinforcement such as lattice girders and mesh. Both of these benefi ts are significant with the ever increasing focus on health and safety.This paper highlights factors that must be considered in the design and specifications to enable an initial shotcrete tunnel lining to become the permanent shotcrete tunnel lining.

Mar 8, 2011

By E Claridge

There are a number of major infrastructure tunnelling projects currently underway or proposed in New Zealand, including construction of new road and rail facilities and the refurbishment of existing road tunnels. These new projects have triggered a rethink of traditional practices in underground fire and life safety and local regulation.While there is a current surge in activity, tunnels have been a signifi cant part of New Zealand’s transport infrastructure for over a century. Despite this background, the new projects commonly face challenges that are symptoms of a national regulatory environment that has aspects that are inappropriate for underground environments. There are inconsistencies in local regional regulation and an absence of national guidance and standards relating to tunnel design. Historically, New Zealand has looked across the Tasman for guidance. Although recent overseas tunnel designs present learning opportunities, the adoption of international best practice and standards may not necessarily address local expectations or needs.This paper explores a number of specific matters affecting the design of road and rail tunnels in the New Zealand context, namely; the Building Regulations and associated local consenting processes and parties, and the responsibilities and needs of the New Zealand Fire Service.The discussion highlights the importance of a collaborative approach involving the designer, asset owner, regulators, emergency services, and other parties, and ensuring up-front clarity in design responsibility and ownership of residual risk.

Mar 8, 2011

By A D. Campbell

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

Mar 8, 2011

By J Karlovšek

Civil engineering infrastructures are often subjected to different types of natural and mechanical activities. These influences may result in serviceability or even in stability of structures due to material deformations, increased water content within the materials used or the formation of internal or adjacent cavities that may threaten the infrastructure. Construction practices can lead to development of such defects in the form of cavities. In civil engineering it is crucial to detect these variations in material properties and to detect the presence of defects. However, as they are often hidden from view, these attributes may be difficult or impossible to target with traditional testing methods. For these reasons rapid geophysical methods, such as ground penetrating radar (GPR), are increasingly being used. At the University of Queensland (UQ) GPR is used for detection of voids and cavities which have been caused by an over excavation of the earth pressure balance machine (EPB) operating in a closed mode.A variety of numerical simulations using the finite-difference time-domain (FDTD) methods and preliminary experiments have been carried out in order to specify information about the nature, type, size, location and other characteristics of targets to be detected by GPR. In doing this the difficulty of interpreting GPR data, which is mainly due to the complexity of the factors involved in multiple possible solutions of the observed features, can be overcome.

Mar 8, 2011

By N Lewis

Recent major urban trunk sewer infrastructure projects in Melbourne have involved construction of nearly 10 km of tunnel boring machine (TBM) driven tunnels in a range of geological conditions varying from soft alluvial soils to hard volcanic rock. To provide both construction and permanent access to the new trunk sewer network, a total of 17 shafts between 5 m and 13 m in diameter, and up to 64 m in depth have been constructed. This paper describes the design and construction of the temporary shaft support systems for the shafts.The range and variability of geological conditions at each shaft site required the adoption of the following shaft support systems across the projects – jet grouting, sheet piles, diaphragm wall, secant pile, contiguous pile, reinforced shotcrete rings and rock bolts.Groundwater control, settlement, TBM launch and reception chambers at the shaft base, chambers and TBM launches at mid-depth of shafts, connection shafts between new and existing sewers and bypass pumping shafts are among the challenges that have been met.This paper reports on the some of the challenges involved and experience gained in developing design and construction solutions for large diameter shafts that are excavated within varying geology in Melbourne over the past three years.

Mar 8, 2011

By I Lamb

Past experience of ground settlement and groundwater monitoring for tunnelling projects in Melbourne has provided an appreciation of the value and importance to owners of establishing a broad baseline monitoring program of the ground surface movements and groundwater movements well in advance of the commencement of any excavation and tunnelling activities. For the Northern Sewerage Project (NSP) tunnels in the northern suburbs of Melbourne, a baseline monitoring network of ground settlement points and groundwater wells was established in early 2006, 18 months prior to the commencement of project construction, and has continued throughout the tunnelling and project construction activities. This baseline monitoring network provides insights into the superposition and interpretation of both tunnelling and non-tunnelling effects, such as seasonal effects, which result in ground settlement.In the case of the NSP the baseline monitoring and construction phase excavations coincided with several years of drought. The reduced rainfall developed overall downward settlement trends project wide that could easily be mistaken at the local site level to be construction effects if the baseline monitoring was not available to show otherwise. There are lessons to be learned from the NSP experience for tunnel projects where there are variable surface soil types and where project-specific settlement criteria are to be established for the protection of property prior to construction.This paper presents examples of the baseline monitoring, how the tunnelling-specific settlement was identified and determined, and what this means in terms of how settlement criteria should be established and set for project consenting and in the construction contract documents.

Mar 8, 2011

By A G. Noble

Tunnelling for hydro-electric power projects can be a very challenging component of the overall development. In contrast to urban transportation tunnelling where the logistics for access and supply of power, water and other essentials are readily available, hydropower projects are usually in very remote locations and all necessary plant, equipment, spares and materials need to be brought in and the site must function as a self sufficient unit.For a large scheme the river diversion tunnel(s) are usually on the initial phase critical path in order to meet the non-negotiable deadline of river diversion before the onset of the wet season. A newly formed tunnelling crew, once mobilised to the site for the project, will face the first major learning curve of the project’s systems and logistics during this critical tunnelling activity.Power tunnels convey the water to the turbines in the powerhouse and are usually on the critical path for the main works, especially if the scheme comprises a powerhouse located within an underground cavern. A modern cavern arrangement requires a complex warren of various openings: access adits, ventilation/cable tunnels, shafts, surge tunnels, etc.Hydropower tunnel construction tends to be dominated by tunnel boring machine (TBMs) or drill-and-blast excavation techniques and each has its challenges in very remote locations. TBMs still have long lead times as for any type of project, but additionally require a thorough roads and bridges infrastructure assessment of the country from the port of entry to the site to ensure a problem-free delivery. In some cases the project also requires the establishment of a complete precast concrete segment production facility and the space for creation of laydown areas; there is no ‘just-in-time’ delivery mechanism applicable to typical remote hydropower sites.This paper highlights the technical and risk management considerations in the planning, design and construction of tunnels for hydropower projects. It contrasts the typical factors that govern the design of urban transportation tunnels with those for remote hydropower tunnels. The perspectives of stakeholders are provided including those of international lenders. With examples from large and small scale projects across the globe it provides an insight to all parties and in particular, those tunnellers that are working in the hydropower field for the first time.

Mar 8, 2011

By S Ravn

Under platform exhaust (UPE) systems are often designed into metro stations as a means of removing heat generated by trains as they come to a halt in the platform. These systems are designed to extract heat from the brakes and brake resistors directly at the source in order to capture as much heat as possible before it can enter the public areas of the station, or contribute to the temperature build-up in the tunnels. Due to space requirements for the associated duct and air handling units, the UPE plays a significant role in the geometric design of the platform and station as a whole.In recent years questions have arisen as to the effectiveness of UPE systems. However, very little data is available for designers to use when making important decisions on the station designs for new metro systems. This is important as significant savings could be achieved by omitting or re-designing these systems for new build stations; not only due to the capital costs of space provision for the duct itself but also due to the associated operation and maintenance cost of the UPE system.This paper will present recent measurements of the UPE system of the Copenhagen metro together with one-dimensional (1D) simulations, looking at typical dispersion of heat into the station plenum box and air exchange through draught relief shafts as the train enters the station in order to evaluate the effectiveness of the UPE system. The aim of this paper is to disseminate the results of measurements and analysis to increase awareness of the issue and to provide discussion relevant to designers in their evaluation of heat removal systems in new build station designs.

Mar 8, 2011

By R Shelton

The Big Wainihinihi River and tunnel are located on the western side of the Southern Alps of New Zealand within the active Alpine Fault zone, which marks the boundary between the Pacific and Australian Tectonic Plates. The tunnel was built over 100 years ago to supply water for gold mining, but it now conveys water from a high-energy intake to a canal that supplies three of TrustPower’s hydro-electric power stations with a combined installed generating capacity of 10 MW. Part of the tunnel passes through an unstable 50° schist slope, which fi rst suffered a wedge failure in the 1929 Arthur’s Pass Earthquake and was reinstated in the mid-1970s for hydro generation. In 2008, TrustPower’s monitoring system showed that the wedge failure had remobilised and that urgent remediation was required.Harker Underground Construction (Harker) was awarded a design-build contract to restore the tunnel to service by tunnelling a new central section. Their geotechnical engineers, Peters and Cheung, reviewed the tunnel’s stability and proposed a new, safer tunnel alignment, deep behind the failure wedges. This work was based on their failure model, cost-benefit studies, and engineering geology completion mapping at the time of re-opening.Construction innovation was an important factor in ensuring the project’s success, as were detailed geological and geotechnical information, a robust methodology, strong client relationship and planning. To suit the varying rock conditions and restricted space, Harker combined a traditional drill-and-blast method with light-weight modular steel sets and timber supports to reduce construction costs and mitigate support risk. To make material handing easier in the tight conditions, a special electric locomotive was designed and built and blasting confi gurations were adapted to suit varying rock conditions in the highly fractured schist.The isolated site meant interesting and unexpected challenges, particularly communications and resources (both human and material). Despite that, the project was completed within budget, on schedule, and with no lost-time injuries.

Mar 8, 2011

By P Clark

This paper discusses the challenges, solutions and lessons learnt as tunnelling work continues on the Melbourne Main Sewer Replacement (MMSR) project.The MMSR project is a $220 million dollar project for the Melbourne Water Corporation. It involves the construction of approximately 4.2 km of new sewer from the southern fringe of the CBD through the inner metropolitan suburbs of Port Melbourne and South Melbourne.Of the 4.2 km of sewer currently in construction approximately 2.2 km will be constructed using a 2.95 m diameter Lovat EPB tunnel boring machine (TBM) with approximately 1.9 km of small diameter (300 to 600 mm) reticulation sewers constructed using trenchless techniques.These sewers are being constructed in a dense urban environment, which means that the tunnels and shafts are often in close proximity to buildings and structures. The underground constructionof the sewer is further complicated by the variable geology of the ancient Yarra River delta which includes weathered basalts, the infamous Coode island silt formation and fine loose sands.Some of the key challenges and lessons learnt so far during construction include:· steering and alignment control of the TBM through very soft silt with little residual strength,· development and refinement of a monitoring and alarm system for leaving the machine dormant on a day works only project,· control and measurement of tunnel lining defl ection during ring build and grouting,· prediction and monitoring of surface settlements during tunnel excavation,· improved understanding of the geology and hydrogeology at this previously unchartered area of Melbourne,· consolidation settlement due to dewatering at shafts required careful construction controls, and· ground support and excavation in close proximity to the existing 110 year old sewer which requiredvery detailed risk control measures.

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 D FitzGerald

A critical component of any new tunnel design in a complex geological setting is the development of an integrated three-dimensional (3D) geology model with a full set of geotechnical properties of the rocks present. A novel means of predicting the geology based upon sparse observations of structural geology at the surface and from drill holes has been developed and used in several major tunnel studies in Europe.An example of this is the Lyons-Turin twin rail tunnel which is still in a development phase. This tunnel has been in planning and development for over 15 years already. An important aspect of this work is to characterise geological uncertainty along various possible tunnel paths as an input into early design optimisations for time, cost and risk avoidance strategies. Once the tunnel works commence and more detailed geological data is collected by daily mapping, progressive refi nement of the geological model is desirable; geological conditions still to be encountered can be more accurately predicted. Faults and their offsets, dykes, geological unconformities, folding, as well as standard sedimentary processes are all correctly modelled in the software. It is important to allow for seamless interchange of geological models at various scales with CAD workflows so that sufficient detail can be readily accessed at the required scale. Also, the proposed tunnel in its correct geometry can become a ‘section’ in its own right. Progressive detailed local geology models in the vicinity of the advancing head are created from the regional scale work by cutting and pasting a starting model, then adding all the extra detail for the required engineering geology work.For all rocks, most standard geotechnical quantities such as sonic velocities, Young’s modulus and Poisson’s ratio are handled. These and any other phenomena from borehole observations can have variograms calculated and stratigraphically constrained estimations made in a least biased geostatistical manner, in advance of the tunnel. RQD, or a prediction of rock fractures, is handled by the faulting and folding modelling facilities. This is probably the more interesting issue to pursue, as the fractal nature from small scale fractures and joints, to large-scale faults, can now be characterised more convincingly.

Mar 8, 2011