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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 H Höft

Today tunnel segment liners are sealed with corner-vulcanised gaskets made of extruded elastomeric compression profiles. The profile geometries and the elastomeric materials have been further developed in course of time to meet the steadily increasing water-proofing requirements. After 40 years of using such compression gaskets, a wide range of proven standard profile geometries and well-known brands can be found on the market. Even so, there is still potential for further developments and improvement, not only with regard to the water-proofing performance. Permanently increasing cost pressure in the segment production plants demands further developments and new solutions with regard to application techniques. This is an abstract only. No paper was prepared for this abstract.

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

By M Ahmed

Reliable face support pressure is necessary for shield driven tunnels in cohesionless soils to prevent excessive ground movements. This paper presents experimental work on stability of a tunnel face using transparent soil models aiming to obtain magnitude of tunnel face minimum supporting pressure, failure pattern and extension of failed zone. A model tunnel was preinstalled in transparent soil which was supported at the face by means of water pressure. Tests were performed by reducing supporting pressure until collapse occurred. Model tests were sliced optically with laser sheet and images were captured for every decrement in tunnel supporting pressure. Later, these images were analysed by digital image correlation (DIC) and vector fi elds of incremental displacements were obtained. Values of minimum support pressures were given for different cover/diameter (C/D) ratios. Geometry of the failure zones depicted for different (C/D) values and appeared to be of chimney shape with a limited extension front of the face. A minimum support pressure was achieved with support pressures as low as 10 ± 1 per cent of the effective vertical stress at the tunnel axis. The stability of the tunnel face was related to the coefficient of active earth pressure with C/D ratio having a small effect on the magnitude of required pressure at collapse. In general, results of the study were in agreement with current knowledge of full-scale situations.

Mar 8, 2011

By R Winterberg

Concrete is a well established and reliable construction material for the permanent lining of tunnels, but shows some weak performance characteristics, which can be overcome by the addition of specialised fibre reinforcement. This paper addresses the particular performance design requirements of segmental linings, discussing the improvements of fi bres on concrete properties. Focus is made on the beneficial effects of fibre reinforcement on the cracking behaviour and the toughness performance, providing a safe and durable tunnel lining.Not only the mechanical performance of fibre reinforced concrete (FRC) for segmental linings, but also the durability of the linings has gained growing attention among the designers and consultants. Especially tunnel linings with exposure to media with corrosion potential, such as wastewater sewer tunnels or desalination plant outfall tunnels, have high requirements on their durability. The design of these structures must provide a comprehensive study of durability aspects. Fibre reinforcement can substantially improve the durability of concrete.Research has been carried out on the cracking behaviour of concrete. The beneficial effects of steel fibres on the cracking behaviour reduce the permeability by reducing the flow paths within the concrete. Crack bridging steel fibres create necking effects in bending cracks, leading to earlier closure of the cracks. Further, steel fibres create particular crack formations, which lead to a substantial reduction of the fl ow rates through separation cracks. The results also show that considerable cost savings can be achieved using FRC, as the thickness of the linings can be reduced.The durability design issues will be addressed and underlined by a case history on the Hobson Bay sewer tunnel in Auckland, New Zealand.

Mar 8, 2011

By J P. Burr

The Waterview Connection will complete a strategic Auckland motorway route linking the south, west and north. The project will include 2.1 km of ‘undrained’ driven tunnels, 500 m of drained cut-and-cover tunnel and tunnel portals.The project is aligned beneath a stream valley of Oakley Creek, which is incised through alluvium and in places overlain by landfill, between Mt Albert volcano and a ridge formed in alternating sandstones and siltstones. The resulting topography, geology and hydrogeology of the tunnel alignment are complex.The Assessment of Effects required estimation of the likely settlements resulting from the tunnel construction and assessment of their effects on the buildings, services and other features. A conservative approach was taken when estimating settlements in order to provide an upper bound estimate of the consequent effects. There are three sources of these settlements: mechanical settlement from the tunnel excavation, mechanical settlement from the displacement of retaining walls and consolidation settlement from the groundwater drawdowns during construction and, in some cases, in the long-term.The settlements from these sources were calculated independently and then combined to identify the most critical effects. These combined settlements were used to assess the potential damage to the buildings, services and other features above and around the tunnels. The combined settlement results generally followed the anticipated trough shape centred on the underlying tunnel but with some noticeable effects relating to the underlying geology and hydrogeology.The effects on buildings were typically assessed as negligible with some areas of very slight to moderate damage predicted. Effects on services are anticipated to be minor but some large and older pipes will require specific monitoring during construction. A monitoring programme is proposed to allow the actual settlement and effects to be compared to those estimated with appropriate responses should those effects significantly differ.This paper describes the methods used to calculate and combine the settlements and assess their effects.

Mar 8, 2011

By J de Witte

When used in suitable ground conditions, rock bolts can have advantages over other permanent tunnel lining solutions. Permanent rock bolts offer flexibility in tunnelling profile and rapid rock bolt installation can enable time and cost savings. There are also disadvantages when considering the suitability of rock bolts for permanent support installations. These generally concern achieving the specified durability requirement over the specified design life. By investigating alternate approaches to rock bolt installation, quality assurance (QA), monitoring and design life it may be possible to alleviate some of these concerns.The design and construction benefits that can be realised through the use of rock bolts are primarily related to reducing project program time. This time reduction could be realised if rock bolts are considered as a permanent solution, with the installation being completed as a part of the primary excavation cycle. Any reduction of the program could allow direct and indirect cost savings and in the case of a major project, allow the revenue stream to be realised earlier.Currently ambiguity exists where the treatment of rock bolts as permanent support components is inconsistent with that of (often identical) ground anchors, as utilised in stabilising cut and cover structures. The ground support design process, implementation and testing are generally similar, though the acceptance of rock bolts as long-term support elements is treated differently to ground anchors in technical specifications.This paper discusses some of the benefits available through the use of rock bolts. It offers different solutions to the concerns surrounding durability, including alternate approaches to installation, Quality Assurance practices and monitoring solutions. The selection of an alternate design life is also investigated as another means of alleviating concerns around long-term durability. The paper will also provide an indication of savings that could be expected through the use of rock bolts as part of a long-term support system.

Mar 8, 2011

By L Drowley

The Adelaide Desalination Plant (ADP) draws raw sea water into the facility and returns saline concentrate to the Gulf St Vincent via subsea conduits. This paper describes the detailed design and construction methodologies developed for the cross connection tunnel excavation. The paper concentrates on key design elements which include:· lateral breakout support of the segmental tunnel lining,· ground improvement grouting in the zone of the cross connection tunnels due to extremely variable and weak ground conditions, and· excavation methodologies and proposed support types of the riser to tunnel cross connections.The design process consisted of developing concepts, detailed risk assessment, three-dimensional (3D) finite element modelling and structural analysis for temporary support of tunnel lining; functional design of the ground improvement grouting and the temporary support; and permanent lining design of tunnel to ocean riser connections in a mixed soft ground/hard rock environment.The paper also presents conclusions of the design based on construction data available, and highlights the close collaboration between the design team and construction team.

Mar 8, 2011

By T Brown

Australia is now committed to the most significant period of infrastructure investment since the 1960s and the current climate of project finance and public private partnership (PPP) model uncertainty means it is imperative that the affordability and certainty in delivery of infrastructure projects is maximised.In light of the current and forecast levels of infrastructure investment it is worth drawing comparison with a similar period of Australian expansion when the nation’s first railways were constructed. Similarly to over a century ago, we are following a trend in rapid development and are already reaping the inefficiencies that could be avoided with broader technical planning and improved client coordination.The original rail networks were developed by the individual states before they combined to form a Federation of states in 1901. As a result of the adoption of different gauges by 1917 a passenger wanting to travel by train from Brisbane to Perth had to change trains six times.Similarly in 2011, there is little parity between Australian states on the quality requirements (performance specifications) for road tunnels. Differences between states start most significantly with the size of the specified traffic envelopes, thus the size of tunnel required. Where ambiguity and differences exist in project documentation, performance specifi cations (PS) and broad technical requirements for road tunnel projects, any associated risk in interpretation ultimately ends up being incorporated in the bidder’s (constructor’s) final sell price.Whilst not nearly as inconvenient as having to change train at each state border, and largely unnoticed by the general tax paying motorist, this paper examines examples of apparent minor differences in Australia’s recently constructed road tunnels to highlight the differences in road tunnel specifications.The paper identifies how these small differences manifest themselves in major price penalties between projects and further, highlights the need for further specification review, refinement and standardisation across road tunnel jurisdictions to increase road tunnel affordability.

Mar 8, 2011

By J Palise

As cities become more populated and the need for tunnelling increases, we continue to dig deeper urban tunnels in more challenging ground conditions. At the same time our expectations for durability and long-term performance are increasing.It has become increasingly apparent in recent years that repairing water leaks in tunnels can be very costly and unplanned infiltration can cause undesirable outcomes for long-term maintenance costs, structural durability and environmental impacts. For this reason, tunnel constructors are investing more time and effort upfront into drainage and waterproofing systems.Tunnel membrane systems are becoming accepted as a necessary part of tunnel construction, however the knowledge surrounding selection of appropriate systems, design detailing and installation methods has not increased at the same rate. Currently Australia relies heavily on International Standards from Europe and the United States with no immediate program in place to establish our own locally relevant industry standards.This paper gives an overview of where the industry in Australasia is heading in terms of adopting relevant standards. Current basic waterproof detailing options for drained and undrained tunnels with success and failure of various methods are also addressed. Finally we look at the Brisbane Airport Link as a case study for how tunnel waterproofing contract methods, design and installation issues are being addressed in context with recent projects including the Epping to Chatswood Rail Link in Sydney, Auckland Northern Gateway Tunnel, Eastlink Tunnel in Melbourne and Sydney City West Cable Tunnel.This paper’s primary objective is to propose guidelines for how tunnel waterproofing could be implemented on large infrastructure projects in the future and to map a path for preparing and introducing a ready to use document for selecting appropriate tunnel membrane and drainage systems whilst implementing detailing methods which are appropriate for local conditions.

Mar 8, 2011

By W Newns

This paper describes laboratory and in situ tests and determines a set of parameters for stiffness and strength properties for a weak sedimentary rock mass, the East Coast Bays Formation of Auckland. The parameters derived are discussed in relation to peak strength and in respect of deformation limits associated with sequential excavate and support (SEM) or conventional tunnelling.

Mar 8, 2011

By R Fletcher

Pacific Hydro, a leading renewable energy company from Australia, is developing a series of cascading run-of-river hydro electricity projects in the Cachapoal Valley at the base of the Andes Mountains some 100 km south of Santiago in Chile.These projects involve extensive tunnelling and underground works. The first of these projects is called Chacayes (110 MW installed capacity) and is now under construction with Astaldi SpA of Italy and Fe Grande of Chile as the EPC contractor. Astaldi SpA also has an equity stake in the project. It involves 6 km of tunnels between 5 m and 7 m diameter, of which 2.3 km is by tunnel boring machine (TBM) (5 m diameter).This paper outlines the local and regional geology, the scope of the Chacayes project, actual tunnel excavation rates and support, and compares the decision making on Chacayes between a choice of traditional drill and blast excavation versus TBM.The paper also outlines the next project planned to be developed by Pacifi c Hydro in the valley – the 140+MW Nido de Aguila project involving a main tunnel drive of 11 km with two intermediate adits, plus a 388 m shaft and underground powerhouse. The main tunnel drives are likely to be excavated by two hard rock TBMs (5 m diameter) but will need to be able to withstand high overburden pressures of up to 1300 m.Subsequent projects in the planning stages include the downstream Coya II project with two tunnels totalling approximately 10 km, one of which may be by TBM.

Mar 8, 2011

By M Taylor

The Project Specification and Technical Requirements documents associated with several recent large road tunnel projects within Australia have specified the application of AS/IEC 61508 – FunctionalSafety of Electrical/Electronic/Programmable Electronic Safety Related Systems at very high performance levels for the various control and fire life safety systems associated with such facilities.This paper seeks to explore the implications of referencing this standard within the road tunnel services context in terms of practicality, complexity and cost, whilst providing some examples of how a high safety integrity level (SIL) level can theoretically be achieved given current hardware availability.

Mar 8, 2011

By M Weeks

Melbourne Water Corporation, through the Pipelines Alliance, has commenced construction of a new drainage pipeline to provide additional flood protection within the Sandgate Avenue Main Drain catchment, in order to mitigate against the risk of flooding of Frankston’s central activity district (CAD).The project involves the construction of a 1550 m long, 2.5 m internal diameter tunnel, commencing upstream at the Monash University Peninsula Campus and traversing approximately west to the outlet located at Kananook Creek. The tunnel was excavated by a dual slurry-earth pressure balance tunnel boring machine (TBM), with the depth to tunnel crown ranging from 0.7 m to 14 m below the natural surface level. The TBM navigated 500 m radius curves, with a maximum drive length of 608 m. The tunnel lining consists of 2.5 m internal diameter, 250 mm thick reinforced concrete jacking pipe.The geotechnical conditions along the tunnel alignment consisted of mixed face ground conditions, predominately clay, with clayey sand and sandy clay and some sand deposits near Kananook Creek.This paper presents the challenges associated with the operation of the slurry separation plant during tunnel construction. In particular, the paper focuses the impact of slurry separation on tunnel advance rates, the lessons learnt during construction with regards to slurry separation and on the decision to adopt a dual slurry-earth pressure balance shield TBM. In addition this paper highlights the importance of having a thorough understanding of the slurry separation requirements on a slurry TBM project prior to selecting the necessary plant.

Mar 8, 2011

By A G. Sheard

Fire safety requirements inside tunnels have become more demanding as tunnel designers consider the impact of potentially larger fires. Tunnel ventilation equipment is required to clear hot gases in the event of a fire. This is vital to maintain smoke free escape routes for people trapped in the tunnel and to facilitate safe access for emergency services. As the fire becomes larger, the temperature of clearing hot gases increases. Traditionally, engineers have taken into consideration gas temperatures of 250°C when designing tunnels. Because of larger fires, engineers must now design equipment to clear hot gas up to 400°C.Increasing the temperature of hot gases to 400°C requires tunnel ventilation equipment that goes beyond historic limits. As temperature rises, material strength reduces, consequently mechanically constraining fan aerodynamic performance. Developing tunnel ventilation equipment suitable for clearing hot gases at 400°C requires a fan technology that is more typical of industrial turbomachinery. The standards EN 12101-3:2002 and ISO 21927-3:2006 defi ne the necessary design criteria and testing methodologies to verify that a range of tunnel ventilation equipment is capable of extracting hot gases.This paper describes the process by which the authors certified in accordance with EN 12101-3 and International Organization for Standardization (ISO) 21927-3 a range of powered ventilators suitable for clearing smoke and hot gases at 400°C for two hours. Proving the high temperature capability of the new range provided a challenge as a consequence of the large physical sizes and high motor powers involved. Additionally, the need to install vertically, as well as horizontally, imposed high thrust loads on motor bearings, further complicating both mechanical design and testing. The paper presents the methods by which the authors overcame these challenges.

Mar 8, 2011

By T Ireland

The Project Hobson tunnel excavation was the first use in New Zealand of an earth pressure balance (EPB) tunnel boring machine (TBM). The tunnelling on the project was very successful and break-through was achieved three weeks ahead of program, demonstrating that tunnelling can be undertaken in Auckland with a high degree of cost certainty.Project Hobson involved the replacement of an existing 90 year old above ground sewer that crosses Hobson Bay in Auckland, New Zealand, and which had reached the end of its economic life, with a 3 km long, 3.7 m internal diameter segmentally lined bored tunnel. The NZD$ 118 M project has provided several environmental benefi ts to the Owner, Watercare Services Ltd and the local community:· provide capacity to meet projected growth in the region,· virtually eliminate wastewater overflows into Hobson Bay and the Waitemata Harbour, and· remove an obtrusive visual feature and open up the bay for recreational purposes.Auckland’s bedrock is a weak sandstone/siltstone (East Coast Bays Formation), subject to infilled paleovalleys. The geology in the region has been significantly influenced by volcanic activity; 49 volcanoes are present within 20 km of the city centre.The paper describes the design and construction challenges for the projects, including TBM performance, ‘sticky spoil’ management, and risks associated with basalt lava flows and two paleovalleys. The paper also highlights the reasons for the success of the project, including a rigorous approach to risk management during design, and effective planning during construction. Other useful data such as the effect on the watertable caused by closed face tunnelling, and ‘faceloss’ estimates derived from settlement arrays are included in the paper.Project Hobson also saw the successful implementation of a Geotechnical Baseline Report – one of the first uses of this type of document in Australasia.

Mar 8, 2011

By M Behrens

The Melbourne Main Sewer Replacement (MMSR) is a major urban infrastructure project involving approximately 2.3 km of tunnelling and construction works. The works extend from Docklands Precinct, on the southwest edge of the city, southwards to connect with the Hobsons Bay Main Sewer in Port Melbourne. The tunnel boring machine (TBM) tunnelled section of the works terminates at the Yarra River where the delta geology and alignment requirements precluded the use of underground tunnelling methods. The 132 m long river crossing works involve a cut-and-cover excavation within a staged fl ooded cofferdam construction to construct an immersed tube tunnel as an extension of the TBM works.This paper reports on the development of the staged construction method and highlights the geotechnical and structural design aspects involved in building a new sewer in the Yarra River to close the gap between the new TBM driven and pipe-jacked tunnels.

Mar 8, 2011

By D J Maconochie

The use of rock bolts as permanent support has been prohibited by client specifications in several recent large tunnel projects in Australia. The justification for this appears to lie in concerns with proper and verifiable installation procedures rather than concerns with the intrinsic durability of the corrosion protection systems. However, in civil tunnels, preventing the use of permanent rock bolts for long-term support results in the use of cast in place concrete lining which in some instances would otherwise be unnecessary.

Mar 8, 2011

By T Ireland

The Rosedale Outfall Project utilised an earth pressure balance (EPB) tunnel boring machine (TBM) for only the second time in Auckland. Although the tunnel was excavated fully through East Coast Bays Formation (ECBF), the downhill gradient along with some unexpected areas of extreme water posed some significant challenges during construction.The Rosedale Waste Water Treatment Plant Outfall Tunnel project was commissioned in response to the growing needs of North Shore City, New Zealand. The outfall tunnel comprises a 3 km long segmentally lined tunnel and a 2.1 km buried marine pipeline, and discharges 2.7 km offshore. The capacity of the new outfall is 6 m3/s compared to the existing outfall capacity of 1 m3/s.Following previous project experience, and with the tunnel located along its full length in the bedrock weak sandstone/siltstone bedrock of the East Coast Bays Formation, tunnelling conditions were expected to be benign. However during construction six high inflow events were encountered, including a full face (3.4 m diameter) of Albany Conglomerate over a 48 m length of tunnel. This material comprised cobbles in an uncemented sand matrix, and inflows were recorded at over 25 L/s.This paper describes the design challenges on the project including the design of a steel fibre reinforced segmental lining for internal pressures. The specification of the machine is discussed including the modifications required to enhance the risk mitigation measures already in place. The ground conditions encountered are discussed and have improved the knowledge of the range of conditions that can be expected in Auckland.Despite the challenges presented during construction, excellent progress rates were achieved and the tunnelling was successfully completed ahead of program.

Mar 8, 2011