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

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

Sep 17, 2014

By S Kowalczuk, S V. L Barrett

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

Sep 17, 2014

By M Norbert, P Mok

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

Sep 17, 2014

By I Gray

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

Sep 17, 2014

By T J. McGavin

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

Sep 17, 2014

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 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 R Stosch, D Lohberger, J Rodler, E Schnell and A Bassler, H Ramseier

In the last two decades three-dimensional (3D) computational fluid dynamics (CFD) simulations have become an important tool in engineering sciences. More recently, the safety requirements in underground railway stations have increased with regard to incidents. For this reason, existing underground stations (eg Munich, Strasbourg and Berlin) are being equipped with smoke extraction facilities to protect passengers from smoke and visibility impairment in the event of fire. In addition, designs of planned underground stations (eg Karlsruhe, Doha) also include these facilities.For the commissioning of ventilation engineering systems with complex structures, the functional testing of the whole technical installation are important, as are the acceptance tests of ventilation and equipment parts. This functional testing includes not only the technical inspection of the equipment but also the acceptance measurements of the capability of the equipment and the execution of hot- or cold-smoke tests to confirm the effectiveness of the ventilation system.Due to the fact that the overhead contact line and other sensitive installations were already installed in the tunnel roof at the time that smoke tests were proposed, hot-smoke tests with fire loads up to a maximum of 1 MW could only be executed. Therefore, the evidence of the attainability of the safety objective had to be provided computationally in this special case with a fire scenario of a heat release of 10 MW using CFD simulations.This paper presents the interplay between the results from acceptance testing and smoke tests and the use of 3D CFD simulation and virtual reality using the example of Allmend station, which was repositioned underground and is part of a new section of track from Lucerne railway station to Kriens in the Zentralbahn network. The steps of the verification and validation of the computer model are presented with the real tests and measurements.CITATION:Stosch, R, Ramseier, H, Lohberger, D, Rodler, J, Schnell, E and Bassler, A, 2014. Safety in underground railway stations – an example of the interplay between testing and 3D computational fluid dynamics simulation, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 103–112 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By P K. Wong, D A. F Oliveira, F M. Azad

In situations where foundation piles are located in proximity to existing or future tunnels, it is typical for the tunnel owner to require that sleeving of the piles be carried out to at least the invert of the tunnels to minimise any load transfer to the tunnel lining. In competent rock, this practice may be sometimes unnecessary, thus uneconomical. This paper presents an assessment of the effect of pile loading from one of the multi-storey buildings at Barangaroo South in Sydney on the adjacent future Sydney Metro tunnels. It was originally required by Transport for NSW (TfNSW) that the piles be sleeved below the tunnel invert level; however, the building developer wanted to reduce the pile sleeving depth to achieve a more economical solution due to the large number of load transfer piles being required for the project. To assess this feasibility, a full 3D commercial numerical code, FLAC3D, was used to carry out this complex soil-structure interaction analyses. Based on these assessments, it was demonstrated successfully to the TfNSW that the pile sleeving may be terminated at 2 m above the tunnel invert level. For this arrangement, the investigations found that the loading on the piles should have negligible adverse impact on the tunnel lining design. As a result of such an assessment, the proposed pile sleeving level was approved by TfNSW, thus offering an economical foundation solution for the project.CITATION:Azad, F M, Oliveira, D A F and Wong, P K, 2014. The impact of pile loading on adjacent metro tunnels – Barangaroo South, Australia, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 355–360 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By R Justa Cámara, J María Bertrán Llop

"The need for suitable geotechnical characterisation of the rock mass for underground construction is evident. The enlargement project of Railways of the Generalitat of Catalunya (FGC) in Sabadell is a patent example.In general, it is uncommon to encounter problems in the identification and characterisation of certain relevant weak rock formations, which affect project designs. However, all materials should be properly studied, as mischaracterisation can lead to a suboptimal design, resulting in construction problems during the course of the work.Good quality rock is generally not difficult to characterise, but this is not the case for Quaternary or Tertiary cemented soils. Geotechnical investigations based on boreholes do not provide enough information because samples are often badly damaged during the drilling process, if appropriate techniques are not taken. The samples can be altered and may not be representative of the in situ?material.The design and construction of the extension to the FGC line in Sabadell highlighted the importance of the characterisation of Quaternary and Tertiary cemented soils, in particular their rigidity and its underestimation. The twin tunnel project had a total length of 5.1 km, including five stations with 3.5 km excavated by tunnel boring machine (TBM). The remaining 1.6 km was constructed using cut and cover methods. The TBM portion of the tunnel had a bored diameter of 6.83 m with an internal radius of 3 m and 0.25 m thick precast concrete segments. Much of the tunnel alignment passed through and was affected by the presence of certain stiff layers of Quaternary cohesive materials.In this paper the TBM challenges faced will be discussed in detail. In particular:  TBM excavation rate reductions and overheating problems due to the required excessive thrust and torque floating problems in the lining due to nil earth pressure over the rings and the development of an improved, controlled setting time mortar to address this issue block-in and block-out methodology for each station, in some cases with internal blocks to prevent earth pressure drops and soil scouring the relevance of performing simpler solutions, for example, hyperbaric interventions to examine the cutter wheel tools when it has been shown that interventions under atmospheric conditions were equally feasible the implementation of conventional bivalve machines as standard procedure for excavation of diaphragm walls in stations, where in fact, hydrocutter machines or pile boring machines may have been required, given the mechanical characteristics of the materials to be dug out.CITATION:Justa Cámara, R and María Bertrán Llop, J, 2014. Underground extension of the FGC line in Sabadell through cemented soils, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 161–170 (The Australasian Institute of Mining and Metallurgy: Melbourne)."

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 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 R Markoski, P Grealish

The requirement for rapid vertical development for underground ventilation is often a factor when dealing with dynamic mine plans, with short vertical developments being used to optimise ventilation systems. In an effort to increase the safety and efficiency of the constructions, a simple and effective sinking methodology is required that is both adaptable and repeatable. A modified shaft construction methodology is proposed that attempts to minimise risk to the personnel as well as be cost-effective. Readily available equipment is used to ensure adaptability to the various environments and shaft parameters.One of the greatest risks of shaft sinking is having personnel working suspended over open cavities or underneath suspended loads. Removing this risk, by ensuring all construction is done from solid ground, allows for safer sinking operations. As the process is repeatable, familiarity and confidence in its construction sequence will increase with each successive sink.A trial sink is performed with a 3.6 m diameter, 20 m deep shaft. The shaft was excavated using a conventional strip-and-line philosophy, with the shaft then being lined from the collar via the use of large diameter corrugated steel culverts. The annulus between the steel culverts and shaft excavation is then filled with a concrete mixture to secure it in position.The new process was successful, with no personnel at any time during the process being suspended above an open excavation. The installation had relatively low capital and operational costs and was completed faster than an equivalent, conventional concrete-lined shaft construction. Therefore when compared to conventional shaft-sinking methods, this process can be considered safer, more efficient and relatively cost-effective.Further research is required to determine whether this method can be expanded to larger vertical developments.CITATION:Markoski, R and Grealish, P, 2014. A new method for rapid vertical development of underground ventilation shafts, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 603–606 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By M Norbert, D O’Connor

The mainline running tunnels for Legacy Way comprise two tunnel boring machine (TBM) driven tunnels. Both TBM drives commenced at the Launch Portal adjacent the Mt Coot-tha Road. Excessive surface settlement arising from tunnelling would have had a significant impact to the road infrastructure. The geological structure above the tunnel springline is a mixture of fill, residual soil and weak rock. Given the combination of low ground cover and weak ground materials, along with the use of an open face TBM, an oversize pipe umbrella system has been installed above the tunnels. This pipe umbrella system is similar to that commonly adopted in conventional mined excavation support in soft ground except that the steel pipes are substantially larger in geometry and filled with concrete. It is acknowledged that similar systems with oversize pipe umbrella have been adopted elsewhere in the world in other projects. These systems often comprise of a full arch formed by conjoining oversize steel pipes (in contact only). By aligning the pipes in contact, the arching behaviour of the steel pipe would have been enhanced. However, this poses a degree of construction difficulty due to excavation and installation method of the pipes. The Legacy Way pipe umbrella system only consists of a partial arch at the tunnel crown and each pipe is spaced approximately 1200 mm apart with 900 mm diameter pipe, leaving a gap of approximately 300 mm between pipes. A reinforced concrete portal block was used to support the exposed ends of the pipes.This paper reviews the design analysis, the recorded deflections from the pipe umbrellas and surface monitoring during TBM launch and revisits the analysis using the newly available RS3 program, from Rocscience for 3D analysis of geotechnical structures.CITATION:Norbert, M and O’Connor, D, 2014. Starting the journey – launching of the Legacy Way open face tunnel boring machines in mixed face ground conditions, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 307–314 (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 A L. de Ambrosis, S J. Clarke, R Bertuzzi, J Redelinghuys

The M2 Upgrade Project involved widening 15 km of the existing M2 Motorway, which is a key route in Sydney’s road network. The Norfolk Twin Tunnels in North Epping convey traffic over a 460 m length of the motorway. The project involved widening the twin tunnels to provide a third lane and breakdown lane in each direction.The widening of the tunnels was fundamentally different to other ‘greenfield’ tunnel projects in that the operation of the tunnel was maintained throughout construction, with motorway traffic permitted close to the excavation faces on a daily basis. The widened works had to integrate with the existing tunnel support, construction details, and mechanical and electrical infrastructure.The existing tunnel afforded the opportunity to review existing ground conditions in the tunnel. Exposures were mapped within the tunnel, and key design parameters were back-analysed from the original monitoring data to provide increased confidence in the assessed impact from the widening works.Traffic capacity of the tunnels was maintained by detailed staging of the works, and included the ability to reopen the tunnels at short notice.A permit to tunnel system was developed to manage the risks associated with re-opening the tunnel to traffic. A comprehensive suite of instrumentation was maintained to provide reliable monitoring data to support this process. Emphasis on the robustness and reliability of tunnel instrumentation provided increased confidence in the adequacy of the tunnel support being installed. The monitoring was routinely compared with design predictions to check the adequacy of the support measures being installed and confirm the design.The approaches and methodologies developed for the widening of the Norfolk Tunnels were effective in maintaining the safe operation of the tunnels throughout the two years of construction, and provide a framework for increasing the capacity of existing tunnel infrastructure in the future.CITATION:Clarke, S J, de Ambrosis, A L, Bertuzzi, R and Redelinghuys, J, 2014. Design and construction for the widening of the M2 Norfolk Twin Tunnels, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 591–602 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By R Justa Cámara, L M. Pinillos Lorenzana

Barcelona Metro Line 9 (Line 9) is an essential infrastructure, improving the transversal transport in Barcelona by connecting the greater part of the currently existing radial lines. The purpose of Line 9 is to create a peripheral line surrounding the city of 1.6 million people (metropolitan area exceeds five million), and includes 52 stations, of which a total of 32 are deep shafts and 19 transfer stations in a densely populated area with several geographical constraints.The tunnel has an inner diameter of 10.90 m, bored with an earth pressure balance (EPB) tunnel boring machine (TBM) in soil sections with precast concrete lining type universal ring and segments 40 cm thick.A single tunnel solution was adopted, driven by functionality and costs savings. The internal tunnel section is divided into two levels to allow for one way rail transit including the platforms in each station on each level in order to optimise the space created by the TBM excavation and comply with the operational needs. The division in two areas of the tunnel was carried out through the construction of a horizontal slab resting on the tunnel segments with a constant thickness of 40 cm at the central part of the slab and supporting side walls.CITATION:Justa Cámara, R and Pinillos Lorenzana, L M, 2014. Two transit levels in one tunnel tube – an innovation in Barcelona Metro Line 9, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 387–398 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By H Zhang, A Lawrence

To accommodate the fast growing need for services in Singapore’s Marina Bay downtown area, Marina South, the construction of a common services tunnel (CST) was required. The CST includes various services such as telecom cables, power lines and water pipes. A deep excavation and temporary earth retaining system (TERS) was required to facilitate the construction of the tunnels. Marina Bay is reclaimed land over thick soft marine clay which is likely to be still consolidating. The deep soft marine clay poses a big challenge for deep excavations in downtown areas where highways and sensitive structures are close by. This paper presents a case study of part of the CST Phase 1B and 2 at Marina South, in particular a 26 m deep excavation supported by a 46 m diameter temporary caisson. The construction started in late 2006 and the basic structure was completed in early 2011. The caisson was formed by 1.0 m thick overlapping diaphragm wall panels with a capping beam and three ring beams at different depths. Two-dimensional finite element analyses were conducted to predict the ground settlement, lateral displacement, bending moment and hoop stresses in the diaphragm wall and ring beams during different excavation stages. A comprehensive instrumentation and monitoring scheme was established to verify the design predictions, control excavation safety and trigger the contingency plan to protect public safety. The impact of construction activity, unbalanced temporary stockpiles and adjacent deep excavation for a mole removal will be discussed.CITATION:Zhang, H and Lawrence, A, 2014. A case history of a deep excavation in a big circular shaft in Singapore marine clay, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 581–588 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By E Nye and T Schroeter, B Muir, M Kitson, M Gonzalez, D Mares

The single track North Strathfield Rail Underpass (NSRU) consists of a dive structure either end of a 148 m long driven tunnel skewed under three live railway tracks. The tunnel is 8 m high, 9 m wide, with a horseshoe profile, excavated by full face using a road header. Ground cover varied between 2.5 m to 3.5 m. Settlements were 5 mm to 15 mm (the latter due to a dyke). A one pass synthetic fibre reinforced shotcrete lining was installed (no lattice girders or steel sets were used). A system of automated robotic total stations was used to provide real time monitoring of the rail track and associated ground formation. No disruption to train services occurred.CITATION:Gonzalez, M, Kitson, M, Mares, D, Muir, B, Nye, E and Schroeter, T, 2014. The North Strathfield Rail Underpass – driven tunnel design and construction, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 369–374 (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