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By A Morris

The Express Rail Link (XRL) will provide high-speed rail services from Hong Kong to Guangzhou and a connection to the national high-speed passenger rail network serving major cities throughout Mainland, China. The HK$ 67 B (NZ$ 11.5 Billion) project is of great strategic importance for Hong Kong and is being implemented to a very tight schedule, from early 2010 with completion targeted for 2015.The works include a 15 platform terminus station in West Kowloon, 26 km of twin track tunnels from the terminus to the Hong Kong/Shenzhen boundary at Mai Po, tunnel vent shafts/adits/emergency rescue siding and a stabling siding facility. Trains on the Hong Kong section are intended to operate at speed up to 200 km per hour and up to 350 km per hour on the Mainland section.This presentation will provide an overview of the entire XRL project, with a focus on the challenging geotechnical and spatial constraints on the tunnel works. This is an abstract only. No paper was prepared for this abstract.

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 D R. Wines

The design of near-surface civil infrastructure requires detailed consideration of the geological/ geotechnical conditions, excavation geometry and sequence and ground support measures to ensure stability of the underground openings and minimal impact on overlying or adjacent infrastructure. Twin parallel road tunnels have been designed and built with connecting cross passages and a piggyback busway tunnel as part of a large infrastructure project in Australia. The tunnels were excavated in poor to fair quality rocks using road headers. Temporary ground support includes shotcrete, rock bolts and canopy tubes. Extensive numerical analyses have been performed to analyse the expected behaviour of the tunnels during excavation, including two-dimensional analyses using UDEC and three-dimensional analyses using FLAC3D. Structural defects in the rock are explicitly included in the 2D analyses to examine the potential for localised ground instability. The stress redistribution is captured by the 3D modelling with an accurate representation of the complex excavation geometry and the detailed excavation and support sequence. This paper presents the modelling methodology, numerical results and discussions on integrating both 2D and 3D analyses to achieve reasonable design.

Mar 8, 2011

By M Habte

This paper presents a simplified method for the assessment of creep deformations in rock masses containing bands of low strength or soil strength rock. The main impetus for this work was the need to assess the impact of distinct bands of clay and/or low strength rock on the long term deformation behaviour of a rock pillar formed as part of a series of proposed tunnelling works. In particular, the authors were interested in being able to provide criterion which could be used by site personnel to assess the encountered rock conditions against design assumptions.Creep deformation versus time plots are presented for a range of material consistencies. These plots were produced using the hyperbolic creep equation proposed by Mesri et al (1981). This empirically based equation was chosen for its simplicity and practicality. Discussion is included regarding typical input parameter values and the sensitivity of the results to these values is explored. Finally, in the soil strength materials, the secondary consolidation equation is used to check the veracity of the results calculated using the hyperbolic creep equation.

Mar 8, 2011

By M McDonald

KiwiRail has a goal of significantly improving passenger rail services to west Auckland, as part of its DART (Developing Auckland’s Rail Transport) suite of projects. The New Lynn Rail Trench (NLRT) project was a significant component of this work. The NLRT project facilitates essential doubletracking of the Western Auckland line, and provides a new commuter transportation hub within a busy town centre.The 1.5 km stretch of track through the New Lynn town centre has bisected the township for over 80 years. Double-tracking the line provided the opportunity to grade-separate road and rail, which would help to re-connect both sides of the township and enhance public amenity and safety.KiwiRail employed an Early Contractor Involvement (ECI) procurement model engaging a consortium comprising Fletcher Construction, Beca Infrastructure and Synergine to develop a Design and Construct solution.With weak soil conditions and high groundwater levels, a diaphragm wall construction method to form the trench walls was selected as the best solution. Further challenges to construction included working within a narrow rail corridor constrained by buildings along much of the boundary, and a requirement to keep the existing line open for rail services. Detailed construction planning was required to ensure rail and construction safety in a constrained space whilst building the trench walls, propping these walls during excavation, and constructing the base slab in the most efficient way possible.This paper will detail the geotechnical conditions and the additional constraints that made this rail trench a challenging structure to design. It will also describe the fi nal design and construction methodologies that were employed, that allowed very successful completion of the project.Additionally, this paper will review the design and construction lessons applicable to the current Victoria Park Tunnel project, and indeed for all future cut and cover tunnel projects in the Auckland isthmus.

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 B Hayes

The Ambuklao and Binga Rehabilitation Project is a 175 MW hydro power project currently under construction across dual sites in the north region of Luzon Island, Philippines. When it was built in 1956, the Ambuklao Dam harnessed the second largest hydro-electric reservoir in Asia. However, due to landslide erosion and prolonged silt infiltration caused by an earthquake in 1990, the power plant has been rendered inoperable since 1999.To bring the power generating facility back to life, the project scope entails the rehabilitation and construction of civil structures, shafts and tunnels. A major component of these works is the decommissioning of a section of the seven metre diameter headrace tunnel by installing a concrete plug. The headrace tunnel is part of a closed waterway system that connects the dam via a shaft, exhibiting a hydrostatic pressure of 13 bar (1300 kPa) at the location of the new tunnel plug. In addition, the power station ball valves have seized ajar and the damaged intake riser is unsafe toaccess thereby requiring the plugging operation to be carried out under live flowing conditions.Working under hydrostatic pressure and live conditions, the headrace plug will be an underwater tremie pour operation that includes drilling and concrete injection through blow out preventer caissons installed in the floor of an underground chamber above the tunnel. The purpose of this paper is to describe the key engineering and planning components involved in this operation including pre- and post-grouting, chamber crane, sonar, local water compensation, jet flushing, drilling, caisson installation, and concrete design, production, delivery and placement. The success of this task rests on the strategic preparation and operational management of risk and safety in a challenging rural environment.

Mar 8, 2011

By D Oliveira

The use of an equivalent continuum for a rock mass is not always suitable for situations where the failure is structurally controlled by discontinuities as in the case of wedges in the tunnel roof. In these instances, discontinuum approaches are usually preferred. Rock joints that are filled with soft infill are likely to be the weakest planes in a rock mass, having a dominant influence on its overall shear behaviour. In this case, the joint material model adopted for the discontinuities should be able to describe important mechanisms, such as asperity sliding and shearing, post-peak behaviour, asperity deformation, and the effect of the soft infilling. The latest version of a soil-infilled joint model is discussed here. It describes more comprehensively than previous models the occurrence of dilation and compression with lateral displacements, and also represents the hardening mechanism related to asperity interference as observed in the laboratory that cannot be readily captured by the existing joint models. An analytical approach for the analysis of rock wedges structurally controlled by soil infilled joints is presented.The analytical approach presented in this paper for assessment of symmetric rock wedges in the roof of a tunnel demonstrates, that the peak shear strength of the joint may not be fully mobilised before detachment of the wedge. The analysis verifi ed that an overestimation of the factor of safety may be observed when an elastic-perfectly-plastic joint model was assumed, whereas the computed maximum factor of safety was considerably less when adopting an appropriate soil-infilled joint model.

Mar 8, 2011

By A Bagis

Road tunnels are an accepted and effective transportation solution in urban areas to mitigate increasing traffic congestion and facilitate improved urban connectivity in a cost effective manner while meeting societal goals to reduce the impact of construction. In designing a tunnel system, there is a requirement to achieve an acceptable level of in-tunnel air quality, as well as meeting ambient air quality goals. In Australia, there is also a requirement for zero portal emissions which means that all pollutants must be emitted to the atmosphere via a ventilation stack.Traditionally, effective pollutant dispersion has been achieved by constructing tall ventilation stacks which disperse pollutants into the atmosphere at a high level. The dominant variable parameters in the effectiveness of the dispersion under the ventilation engineers control are the efflux velocity, the height of the ventilation outlet and the concentration of pollutants at the point of discharge. During off-peak operations the required ventilation exhaust rate can be reduced due to the decrease in traffic. This can lead to a drop in the efflux velocity from the stack and therefore the effectiveness of the dispersion. This potentially drives the need for a higher outlet, or an increased exhaust rate to achieve a higher efflux velocity with consequent effects on energy consumption.The paper proposes a method of varying the cross-sectional area of the ventilation stack with the use of motorised control dampers, thereby maintaining a sufficiently high efflux velocity throughout the 24 hour period independent of traffic conditions. This allows the use of a potentially shorter ventilation stack.

Mar 8, 2011

By P Ridley

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

Mar 8, 2011

By 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 M Hawkins

The Clem Jones Tunnel (formally known as the North-South Bypass Tunnel), a A$2.88 billion road tunnel project in Brisbane, Queensland, was successfully completed almost seven months ahead of schedule. The project included two parallel 4.7 km long road tunnels, 740 m of intermediate roadway access ramps and two auxiliary ventilation tunnels. The tunnels incorporate intelligent tunnel systems, best practice fire and life safety standards and typical civil tunnel elements.Over the duration of the project the Parsons Brinckerhoff (PB) and AECOM (formally Maunsell) design joint venture (MPB) were Lead Designers to the Leighton Contractors and Baulderstone Bilfinger Berger Joint Venture (LBBJV). Construction of the toll road commenced in September 2006 and was completed in March 2010, with the tunnel opening then. Contributing to the success of this project was the continued support the lead designers gave throughout the construction period.This paper will focus on some of the structural elements that contributed to the success of the project – in particular the cable tunnel structure, a small precast, culvert shaped element under the pavement of the mainline tunnel, and the fit-out of the Gibbon Street shaft which were designed to be constructed in a combination of precast and in situ concrete.The cable tunnel was incorporated early in the design phase and runs the length of much of the tunnel. This paper will outline the challenges faced by the designers with implementing this system which provided significant construction advantages, among which were being able to install a separate ventilation duct during construction and to start fitting out the mechanical and electrical conduits and drainage system while tunnelling was still underway.The Gibbon Street shaft had a length and width of 20 m by 40 m and an overall depth of 38 m. A 20 m high structure of precast and in situ concrete was constructed in the base to accommodate mechanical and electrical equipment and provide a take-off access for the southern ventilation tunnel. The construction purpose for this structure was to provide a junction between the tunnel boring machine (TBM) and the roadheader-style tunnels, a staging platform for commencing the roadheader tunnelling, and a platform where the TBMs could be dismantled and removed.The design was assessed and reviewed many times throughout the construction process to address the needs of each of these stages. Innovative use of precast concrete was used to minimise construction time.Additionally, the designers provided support to the construction team from the time of design completion through to the tunnel opening. This meant that the changes to the design and adjustment of construction loadings could also be assessed. The fi nal outcome resulted in an efficient construction sequence and a project that has provided an excellent outcome for the client, stakeholders and community.

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 Q Yang

This paper describes the design and construction of three 7.2 m span access ramp-tunnels to the three level underground car park of the newly redeveloped Top Ryde City Shopping Centre in northern Sydney. The tunnels were to be excavated without significant impact on the overlying Devlin Street, one of the busiest arterial roads in the Sydney metropolitan area and a major link in the Sydney road network. The interpretation of the geological conditions indicated that the tunnels would be driven in a formation of heavily jointed, extremely weathered to fresh Triassic Ashfield shale with some structural features such as dyke, fault and shear zones identified in the available boreholes logs. Both empirical and numerical methods were used to design the tunnels and to predict the ground surface settlements. The design solution, which was influenced by the relatively small scale nature of the work and the current demands on the tunnel construction market, included presupport, initial support and permanent steel fibre reinforced shotcrete (SFRS) lining. The interactions of the driven portals with cut and cover sections and the proposed deep excavation of the new shopping centre were considered at the design development stage and in the construction phase to ensure the safety of the live road. The tunnels have been successfully constructed and are now operational.

Mar 8, 2011

By H Asche

The proposed Rockwater Power Project is a hydropower development on the Waitaki River in the South Island of New Zealand. The proposed development will have an installed capacity of 250 MW with a peak flow capacity of 260 m3/s. The project commences at Lake Waitaki and extends some 35 km downstream on the north bank to a surface power station at Stonewall. Flow is returned to the Waitaki River via an outfall channel.The tunnelling for the project is through Greywacke, which comprises Permian and Triassic age marine sediments that are well indurated and weakly metamorphosed. The rock mass is jointed and sheared and there are frequent faults, which range up to hundreds of metres in width. Three 12 m diameter tunnel boring machines (TBMs) are proposed to excavate the 35 km long tunnel.The paper describes the development of the tunnel alignment, rock mass classification, design of the support, rock and hydraulic loads, support installation options and construction sequencing.The alternatives of rock bolts and shotcrete and segmental lining were both investigated and are discussed. Support using rock bolts and shotcrete offers the potential of rapid construction with minimum support cost when the ground conditions are good, but delays due to support installation increases with deteriorating ground conditions. In contrast, segmentally lined tunnels offer greater certainty in cycle time with reduced program risk. Both options are described and discussed.The horizontal alignment is affected by the presence of major fault zones, which are either avoided, or pretreated by driving conventional tunnels through in advance of the TBM delivery, topographical constraints with the rugged topography and operational hydraulic constraints. Construction requirements, future power station operation and the minimisation of leakage from the tunnel have all impacted on the vertical alignment.The number and sequencing of TBMs to be used is discussed in terms of program time and risk minimisation.

Mar 8, 2011

By J Q. Cooper

The New Zealand rail authority, Kiwi Rail and Auckland Regional Transport Authority (ARTA), are jointly planning a new mainline rail link between Auckland’s downtown Britomart Station and the existing Western Line at Mt Eden. In 2009, APB&B, a consortia of Aecom, Beca, Parsons Brinkerhoff and Hassell Architects where commissioned to develop the conceptual design, Assessment of Environmental Effects (AEE) and business case for the new 3 km rail line towards preparing a Notice of Requirement to protect the route through Auckland’s central business district.This paper describes the engineering challenges in the development of the conceptual design for the three proposed underground stations, the running tunnels and connections to the existing network. Feasible alignment and station location options were developed and evaluated using multi-criteria analysis based on key client functional requirements, constraint mapping and environmental impacts. The resulting preferred scheme was then developed to a conceptual design suffi cient for assessment of environmental effects, risks, and the development of a robust construction methodology to allow high level capital cost estimates.The paper describes some of the major challenges overcome to develop the concept, including steep gradients, narrow street envelopes with existing buildings and structures, the need for large platform spaces with low ECBF rock cover and complex connections at Britomart and the main line near Mt Eden.The development of the conceptual design of the underground stations in particular demonstrates the need for a holistic value engineering approach to satisfying the architectural and functional requirements, in a highly constrained dense urban environment and at lowest practical cost. The construction methodology was a key input to the conceptual design development throughout.The conceptual design will be used as the fundamental basis for the development of the AEE and business case for the project in the future.

Mar 8, 2011