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By M Szwec, P Corbett, P Sheffield

Centennial Coal operates the Springvale and Angus Place longwall mining operations that extract coal beneath the Newnes Plateau in the Western Coalfields of New South Wales. Springvale and Angus Place mines have a history of difficult geotechnical conditions, where mining operations are conducted with a thick coal roof interbedded with numerous claystone units and relatively high levels of vertical and horizontal stress. The combination of a relatively high stress regime and weak laminated roof has led to numerous roof failures throughout the mine’s life.Following underground roadway development, the mine roadways can experience high levels of roof movement that can lead to roof falls. Two-point wire extensometers (known as ‘telltales’) are extensively used for roadway condition monitoring. Along with extensive other geological and geotechnical data, monitoring data is used to prepare geotechnical hazard plans that are then used in all areas of mine planning to allow for safe and efficient operation of the mine.This paper presents a case study of the use of a new software tool that allows time-scaled visualisation of monitoring data in the context of longwall and development face positions and installed strata support. It can be used in the identification of geotechnical risk factors and their interaction with the mining process to allow a more robust geotechnical hazard process. It interfaces directly with the widely used ExtoChart database software and can be presented with scale drawings of geological/geotechnical data to allow correlation of monitoring data with risk factors.CITATION:Corbett, P, Sheffield, P and Szwec, M, 2014. A new tool for extensometer data analysis and improved understanding of geotechnical risk factors, in Proceedings AusRock 2014: Third Australasian Ground Control in Mining Conference , pp 217–232 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Nov 5, 2014

By P Craig, A Crosky, P C. Hagan, E Elias, B Hebblewhite, S Saydam, D Vandermaat

"Premature failure of rock bolts has been recorded at twelve underground coalmines over the past 15 years in Australia. Over the last four years, UNSW Australia has been conducting an Australian Research Council (ARC) and Industry funded linkage research project into premature failure of rock bolts. The extent of the problem was investigated by underground surveys of mines with known prematurely failed bolts using visual mapping, non-destructive load and ultrasound testing. A major component of this project was to define the environmental factors responsible for corrosion of rock bolts. The environment to which a rock bolt is exposed will include groundwater chemistry, the mineralogy of the strata, atmosphere within the drill hole and even microbial activity. This paper focuses on the groundwater survey and analysis findings to date along with in-hole bolt corrosion coupons installed into field sites. Corrosivity classification systems exist for general corrosion but do not apply to the rock bolt stress corrosion cracking (SCC) problem found in Australian underground coal. The method of in situ investigations is leading towards the building of a corrosivity classification model to assist mines in prediction of premature rock bolt failure. An ‘in-hole bolt corrosion coupon’ development by the project may have multiple benefits of: helping quantify any corrosivity classification system providing an in situ ground support corrosion monitoring tool for testing possible corrosion protection solutions.CITATION:Craig, P, Saydam, S, Hagan, P C, Hebblewhite, B, Vandermaat, D, Crosky, A and Elias, E, 2014. An investigation of the corrosive impact of groundwater on rock bolts in underground coalmines, in Proceedings AusRock 2014: Third Australasian Ground Control in Mining Conference, pp 277–286 (The Australasian Institute of Mining and Metallurgy: Melbourne)."

Nov 5, 2014

By Pierre Hofmeyr

Generalmente las plantas metalúrgicas mineras recolectan compuestas diariamente y las envían a laboratorios off site para su análisis. En ese sentido, el presente texto señala las ventajas de establecer laboratorios de análisis automatizados dentro de una planta metalúrgica, como una planta de flotación de una mina de cobre. Los flujos de lodo son muestreados y partidos con procedimientos automatizados normales y luego, en vez de ser enviados a laboratorios off site para su análisis, son enviados automáticamente al laboratorio localizado en la misma planta y así determinar la composición mineralógica del mineral que ingresa a la planta y se pueden medir las concentraciones de las fases de los minerales deletéreos

Oct 1, 2014

By R McDonough

DTL2 contract C916 was awarded in March 2009 for S$340 M. This contract includes two mass rapid transit (MRT) 1100?m long bored tunnels using two slurry tunnel boring machines (TBMs), with an internal diameter of 5.8?m, two cross passages and 135?m of cut-and-cover tunnels The contract also includes the design and construction of a new underground station including station entrances, subway links, architectural finishes and external landscaping. The station, located at Upper Bukit Timah Road near Jalan Jurong Kechil will also double as a civil defence shelter.The works included significant traffic management in a dense urban area in order to create the working areas whilst keeping the requisite number of traffic lanes. This involved numerous utility diversions and included the removal of a 33-year-old pedestrian overhead bridge (POB) over busy Bukit Timah Road. The station and tunnelling works were completed on time, including a ‘dock and dismantle’ TBM retrieval and subsequent breakthrough of the separating wall.This paper will detail the methods and solutions used to construct the tunnels and stations, with a focus on the requirements for construction of the station to be a civil defence shelter if required. This involved solutions to tying reinforcement and placing concrete to high standards in a restricted space, as well as the incorporation of heavy blast doors and other associated protective measures. The efforts of the management team resulted in the project being awarded first prize in the 2011 Land Transport Authority’s Annual Safety Award Convention and being named winner of the Safety and Health Award Recognition for Projects (SHARP) award at the 2011 Workplace Safety and Health (WSH) Awards. As well, McConnell Dowell won a Green and Gracious Builder Award (Excellent Category) from the Building and Construction Authority (BCA).CITATION:McDonough, R, 2014. Design and construction contract C916 Beauty World Station and Tunnels, Singapore, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 411–418 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By M Wieloch, D Wimpenny, M Chappell

Fibre-reinforced geopolymer concrete (FRGC) contains no Portland cement or steel reinforcement, but instead uses synthetic fibre reinforcement and a geopolymer binder. The use of geopolymer binder in lieu of Portland cement reduces the concrete’s embedded energy (CO2 emissions) whilst the use of synthetic fibres eliminates the issue of reinforcement corrosion, thus enhancing the overall long-term durability of concrete. This paper presents the development of FRGC during a three-year project funded by the Victorian Science Agenda and a consortium of five organisations. The work involved laboratory and field trials and the production of prototype tunnel segments that have been subject to durability and fire testing.FRGC has exceeded the performance of the Portland cement-based control mix in terms of flexural strength, chloride diffusion, water sorptivity and drying shrinkage. Furthermore, the FRGC segments subjected to a simulated hydrocarbon fire test did not exhibit explosive spalling; however, the creep of FRGC was approximately three times that of the steel fibre-reinforced Portland cement-based control mix. The compressive strength and tensile splitting strength of the FRGC were also lower than the control mix. These differences need to be allowed for in the design using FRGC.Prototype bolted tunnel segments of up to 0.8?t mass have been produced from FRGC using standard production techniques and ambient curing. These were successfully produced within a 24-hour production cycle. Cut sections through the segments showed good compaction and even distribution of fibres. The estimated carbon footprint of tunnel segments produced using FRGC is approximately 70 per cent less than that of Portland cement-based segments containing 25 per cent fly ash and steel reinforcement.The results to date indicate that FRGC has the potential to produce a new generation of tunnel segments and, in general, precast concrete products with increased durability and substantially reduced carbon emissions compared to the Portland cement-based concrete with steel reinforcement.A summary of further research carried out by CH2M HILL into a complete elimination of ferrous inserts from segmental concrete tunnel lining is also summarised in this paper. The use of non-ferrous connectors for radial joints in combination with the FRGC technology in the manufacture of tunnel segments will effectively lead to development of a new generation of segmental tunnel lining systems.CITATION:Wimpenny, D, Chappell, M and Wieloch, M, 2014. Fibre-reinforced geopolymer concrete – an innovative material for tunnel segments, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 345–352 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By S J. Clarke, C S. Walker

The South West Rail Link (SWRL) project involved construction of a rail line to service new residential areas in south-west Sydney. The 11 km rail line is conveyed through a short tunnel at shallow depth where it crosses beneath the eight lanes of the Hume Highway. The underpass location is one of the most heavily trafficked within Sydney’s motorway network.The New South Wales Roads and Maritime Services (Roads and Maritime), as the owner of the highway asset, had the responsibility of managing the risks to the highway and traffic associated with the tunnelling project from the pretender stage through to completion. This paper considers the primary risks and mitigation measures employed, including geotechnical investigation, and development of appropriate construction constraints and concept design of an extensive real-time survey system to monitor pavement deformation during the tunnel works.The geology comprises fresh Minchinbury Sandstone in the tunnel invert and side walls, and variably weathered Bringelly Shale in the haunch and crown. Few tunnels have been excavated in these rock types in Sydney, and there is little information relating to the in situ stresses and stress-relief deformations in these materials.During tunnel construction the monitoring data indicated unexpected surface heave of up to about 24 mm. A multiparametric back-analysis of the deformation data is presented, which provides information on the deformation mechanisms and key geotechnical parameters, including rock mass modulus and in situ stresses.The approaches and methodologies developed for the SWRL underpass were effective in maintaining the safe operation and traffic capacity of the highway throughout the construction period, and the analysis of the monitoring data provides a useful reference for similar future projects, or projects constructed in similar ground conditions.CITATION:Clarke, S J and Walker, C S, 2014. Deformation mechanisms of the South West Rail Link underpass beneath the Hume Highway, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 631–640 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By D Kubik, K The

The New Zealand (NZ) Transport Agency’s Waterview Connection will complete Auckland’s Western Ring Route, a 47 km north–south motorway alternative to Stage Highway 1. The project is being delivered by the Well-Connected Alliance comprising the New Zealand Transport Agency (NZTA), Fletcher Construction, McConnell Dowell Constructors, Obayashi Corporation, Parsons Brinckerhoff NZ, Beca Infrastructure and Tonkin & Taylor.The project involves construction of 5 km of new motorway, nearly half of it underground connecting State Highway 20 (SH20) to State Highway 16 (SH16). The underground portion of the project incorporates twin 13.2 m inside diameter (ID) tunnels 2.4 km long, each carrying three traffic lanes, one for north-bound traffic and one for south-bound traffic. The tunnels are being driven by a 14.46 m outside diameter (OD) 2400 t, tunnel boring machine (TBM) shield that was assembled and launched at the southern portal. It will be turned and re-launched at the northern portal for the return drive to the southern portal where it will be disassembled. This paper presents two major temporary works elements contributing to the successful launch of the TBM: the TBM assembly crane platform and the TBM shove frame and associated components.Tunnel boring machine shield assembly – crane platformThe TBM shield was delivered to site in subassemblies ranging in weight from 100 to 380 t. It was initially proposed to use a 750 t crawler crane sitting above the tunnel portal headwall to assemble and disassemble the TBM. However, this did not have sufficient capacity to allow the TBM shield to advance clear of the tunnel before disassembly commences. To reduce the crane’s working radius a temporary steel crane platform was developed that is supported on the side walls of the tunnel approach trench. This has enabled a smaller, less expensive, 600 t crawler crane to be used and will allow the TBM shield to clear the tunnel before disassembly.Tunnel boring machine launch – temporary worksTo launch the TBM a purpose built steel frame was required for the TBM thrust rams to react against. The shove frame had to be able to transfer the thrust loads from the TBM shield to the ground below and thrust wall behind. A range of potential thrust loads and jacking patterns were examined to develop the design load cases for the shove frame. The shove frame was used to launch the TBM at the southern portal and to re-launch it at the northern portal. Elements of the shove frame will also be used to support the portal faces during the TBM arrivals.CITATION:Kubik, D and The, K, 2014. Waterview Connection – temporary works for tunnel boring machine?launching, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 281–288 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By M Rauer

With a worldwide growing population the demand for higher living standards, food and the development of new technology is rapidly rising. To allow for a continuous growth, larger quantities of minerals and raw materials are needed at a faster pace. Different methods have been developed to access or tap ore more quickly, such as improved drill and blast operations, mechanical mining methods using equipment such as roadheaders (RH), longwall miners and other technical equipment. Another possibility to access and develop mines faster is the use of a tunnel boring machine (TBM).The historical usage of TBMs is surprisingly long, but the opportunity for technology adoption by the majority of worldwide mining companies remains largely untapped. Dozens of full face TBMs have been used by mines around the world, including two that will begin operation soon in Australia. TBMs have been used to safely and rapidly gain access to the orebody, or to expand access to the orebody to increase output by running a TBM along the edge of the orebody for several kilometres. These machines have also been used for ventilation and for conveyor tunnels for ore removal. They have been used to quickly excavate long and winding declines giving access to an orebody at several levels in a short period of time.Tunnel boring technology can be used for mine declines, mine access tunnels and all sorts of different mine designs and set-ups. TBM technology simply needs to be adapted to the mine conditions and, if manufacturers are involved early on in the planning process for mine development, the operation can be very successful. In some cases, historically typical mine designs may need to be re-thought.One mine, the Stillwater Platinum mine in Nye, Montana, is currently employing its fourth TBM in 25 years. Two were used to create tunnels running alongside the orebody, rapidly expanding access to the orebody in many locations for increased output. Two were used to create parallel access tunnels to a mine expansion at the East Boulder orebody; one tunnel is for conveyor haulage and the other for vehicular access. TBMs have been employed successfully many times to rapidly drive vehicular decline tunnels to multiple mine levels, such as at the San Manuel – Magma Copper mine in the USA. While TBM technology may not seem to be optimal for every mine, these success stories show that the method can provide vast benefits for the right projects.Early use of TBMs in extremely hard rock metal mines, in the 1960s and 1970s, had limited success since performance was low. However there have been great improvements made over the years in the strength of rock which can be excavated by TBMs with high performance. Other important improvements involve the provision of a safe work environment, safely and rapidly supporting the rock and predicting geology ahead of the TBM.This paper will briefly note the more than 20 TBM mining projects and highlight some notable successes. It will then go on to give a status report on the two active TBM mining projects in Australia and the difference between a TBM operation versus other excavation methods such as drill and blast (D&B) or RH excavation.CITATION:Rauer, M, 2014. Tunnel boring machines in mines – a?brief review of past use with a status report on use today in Australia, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 663–670 (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 A Harding, M Chappell

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

Sep 17, 2014

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

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

Sep 17, 2014

By G Marling, A Calderon, J Harris, P Kirsch, M Shi, D Sprott, A Kirsch

Large-scale infrastructure construction needs to comprehensively manage risks that can impact the health and well-being of many people, from workers (temporary, contracted or full time), to families and surrounding communities. This paper starts with an analysis of incidents (injury, fatality, other damage) in tunnel construction between 2000 and 2014 and assesses the distribution of these events by continent, year, and severity of outcomes. These incidents are then analysed and mapped to a framework of hazards derived from RISKGATE (2014). A comparative register of current tunnel construction risk management guidance is derived from current Australian codes of practice and this register is also mapped to the RISKGATE framework of hazards to identify where coal industry knowledge may offer utility to the tunnelling industry.An initiative of the Australian Coal Association Research Program (ACARP), RISKGATE is an interactive online risk management system developed to assist the mining industry in implementing continual improvement in the management of major unwanted events. To date, a comprehensive knowledge base has been captured for risk management of tyres, collisions, fires, isolation, strata underground, ground control open cut, explosions, explosives, outbursts, coal bumps and bursts, human/machine interface, manual tasks, slips/trips/falls, inrush and occupational hygiene. By capturing operational knowledge from industry experts, RISKGATE provides a cumulative corporate memory at a time of high personnel turnover in the coal industry.This paper proposes and outlines how knowledge within the RISKGATE platform could be applied to managing the significant health and safety risks associated with tunnelling. The authors suggest that to varying degrees the knowledge already captured in RISKGATE is likely to be transferable to tunnelling construction operations. Please note that this paper focuses on tunnel construction and does not address risk management of tunnels in operation (eg road transportation or utility networks).CITATION:Kirsch, P, Kirsch, A, Calderon, A, Marling, G, Harris, J, Shi, M and Sprott, D, 2014. Management of health and safety in tunnelling – application of Australian coal mining knowledge, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 563–572 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By B Chapman, R Nievergelt, J Hill

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

Sep 17, 2014

By G M. Taylor

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

Sep 17, 2014

By D Miller, M Dowling, R Domotor

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

Sep 17, 2014

By 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 T Ireland, B Wright, S Weaver

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

Sep 17, 2014