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By W Ward, J Clegg, R Barnes, T Zhong

This paper provides an overview of methods for measuring tunnel deflection and construction’s effects on the surrounding environment during and post construction. It will also review illustrative case studies from within Australia and overseas that are most relevant to local construction conditions. Systems illustrated include; vibrating wire and fibre optic strain gauges, extensometers, load cells and piezometers. A novel system using radar interferometry which requires no contact to the structure will also be investigated.In Australia, the majority of tunnelling activity occurs in urban areas (or in the case of mining in rural area) with limited seismic risk. However, the unexpected movement of tunnels is an important factor for structural engineers to monitor. During construction, monitoring is focused on the performance of the tunnelling lining, the supports under real conditions and the effects on surrounding infrastructure. After construction, monitoring will determine the effect of live traffic loads and can also evaluate the durability and any degradation of the tunnel. The aging of some tunnels or the forces subjected by nearby major construction can directly lead to a decrease in structural stability and deformation.The conventional way of inspecting and monitoring those tunnel movements is to have engineers physically enter the tunnel and carry out the measurement work. Manual techniques include tunnel wall convergence checks or total station measurement. However the associated costs are high and measurement process is difficult as some tunnel areas are inaccessible and the data collection interval is limited by the speed of the operator.Automated sensor networks utilising extensometers, fibre optics sensors or strain gauges can be used on tunnel segments or surrounding buildings. Ground settlement measurement via boreholes or hydraulic monitoring points and remote measurement of dynamic deflection can be taken using microwave interferometry.CITATION:Ward, W, Barnes, R, Zhong, T and Clegg, J, 2014. Sensors and systems for the measurement of tunnel movements during and after construction, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 209–218 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A M. Mueller

St Helena tunnel is the centrepiece of the Pacific Highway upgrade from Tintenbar to Ewingsdale, abbreviated and commonly known as T2E. At the deepest point the twin tunnels run 45 m below the ridge line of St Helena Hill, located about 5 km west of Byron Bay. The tunnel breakthrough was achieved early in 2014 and the works for permanent lining will be completed in early 2015.Once the project will be handed over to the public in 2015, T2E will deliver a safer highway and uninterrupted traffic flow between New South Wales and Queensland. The design speed in the project area has been set to 110 km/h by the client Roads and Maritime Services (RMS), which will reduce the travel times between Brisbane and Ballina to just over two hours.The two tubes of the tunnel have been designed to accommodate three lanes in each direction with shoulders and walkways on either side of the carriageway. These requirements result in a huge cross-section of about 20 m width and an excavated area of about 210 m2.With the tunnel alignment being situated in basaltic rock, St Helena tunnel is conventionally driven. The selected excavation method was predominantly drill-and-blast with temporary support being installed immediately after the excavation. Despite the wide span of the tunnel, the geology allowed the tunnel perimeter to be supported by only rock bolts and a layer of shotcrete over the majority of its length.Due to environmental reasons one of the approval criteria of the project was that the tunnel must not have a detrimental long-term impact on the groundwater system within St Helena Hill. Consequently the tunnel has been designed as a fully tanked structure with a waterproofing sheet membrane installed on the temporary shotcrete.The permanent structure of the tunnel has to meet a 100-year design life and it is designed as a cast in situ concrete lining. Considering the water pressure on the lining the concrete is reinforced with a significant amount of bar reinforcement.The presented paper provides a more detailed explanation of the geology and the consequential temporary and permanent support measures together with the waterproofing system.CITATION:Mueller, A M, 2014. Pacific Highway upgrade from Tintenbar to Ewingsdale (T2E), St Helena Tunnel, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 419–424 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A L. de Ambrosis, S J. Clarke

In the non-codified realm of tunnel design there are issues which are sure-fire instigators of controversy. This paper presents a discussion regarding one particular issue which in the authors’ experience often results in comment and debate. This issue only forms part of the rock load assessment process, but it is specifically addressed with the intention of presenting a rational basis for design, which may result in broader acceptance within the tunnel design community.The issue considered relates to the characterisation of in situ rock stresses for the design of tunnel support in the Sydney Basin. A summary is given of the literature on the topic, with emphasis on the main sources of uncertainty and contention. A design approach is proposed, with particular focus given to the numerical modelling of in situ ground stresses and the approach used to ensure that the adopted stress regime is consistent with the assumed ground model. The resulting variability in the initial stress field is discussed and comparisons made to the test database.CITATION:de Ambrosis, A L and Clarke, S J, 2014. Characterisation of in situ stresses for tunnel lining design in the Sydney?Basin, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 247–252 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By D Willis, A Shanahan, C Jacobs, T Luxner

The application of tunnel boring machines (TBM) for reef mining is a unique practice with benefits over current mining methods given the right geology and geometry of the orebody. The Stillwater Mining Company (SMC) of Nye, Montana, USA operates two mines for obtaining platinum metals. The operation is currently using a 5.5 m diameter open-type machine for further mine development, as well as another TBM that they own.The latest 7.1 km bored tunnel, known as the Blitz Tunnel, will be routed parallel to the ore deposit in igneous mafic intrusive rock, and will be used for the life of the mine operation. It will be used to map the ore deposit, and provide a rail haulage route.Detecting the reef in relation to the TBM requires careful analysis. Diamond core drilling occurs ahead, above, and alongside the machine at every 150 m. The core is drilled, logged, and interpreted on the spot, concurrent with boring. Based on the data, the TBM is readjusted so that it stays on the correct bore path.This paper will highlight the application and benefits of TBM usage for reef mining, with detailed descriptions from the mine site.CITATION:Willis, D, Jacobs, C, Luxner, T and Shanahan, A, 2014. Tunnel boring machine usage speeds up development at Stillwater Mine, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 683–690 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By S F. Rogers, P W. Booth

Digital photogrammetry is revolutionising the task of geotechnical mapping of jointed rock masses and has greatly increased in popularity and sophistication in recent years. Modern commercially available digital photogrammetry software systems can provide geotechnical practitioners with a user friendly tool for rapid data acquisition. The data can be acquired remotely from large exposure areas, some of which may be otherwise out of reach due to restrictions on time, access or safety.Photogrammetry is a complimentary technology to discrete fracture network (DFN) modelling because it can provide the large, statistically significant, spatially located geotechnical data sets required to produce the most robust results. It also provides the flexibility to selectively map structures at a range of scales, depending on the focus of the DFN modelling.Integration of the interpreted rock structure data derived from photogrammetry with modern DFN modelling methods really advances the rock engineering process. The ability to generate 3D fracture models driven by the statistical structural data and conditioned to the features observed by the photogrammetry yields a synthetic rock mass on which improved design methods can be applied. The generation of multiple equi-probable conditioned DFN models allows the use of probabilistic methods for assessing kinematic stability, rock block size distribution as well as a range of other applications.CITATION:Rogers, S F and Booth, P W, 2014. Integrated photogrammetry and discrete fracture network modelling for improved rock mass characterisation and engineering design, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 203–208 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By W Mahoney, F Clement, E Saraiva

Prefabricated waterproofing sheet membranes are extremely complicated to install in underground sections with complex geometries and, despite being already subjected to quality tests in the factory, the installed membrane often exhibits leakages due to different reasons. Main sources of leaks are the required high amount of welding seams and damages caused during installation of reinforcement, as well as overstretching and poorly installed secondary concrete linings. Also the design of the tunnel lining is strongly influenced and limited by the use of prefabricated waterproofing sheet membranes. The use of sprayed waterproofing membranes for more than a decade has contributed to durability and serviceability, as well as to increasing sustainability of tunnel linings. The presented sprayed waterproofing membrane MasterSeal 345 is an advantageous alternative to prefabricated waterproofing sheet membranes under typical tunnelling conditions, especially in geometrically complex areas, such as in lay-by niches, cross passages and crossover caverns, where installation of conventional waterproofing membranes is inherently difficult, and locating leaks is challenging. This membrane has been successfully used in underground projects with different waterproofing design concepts and under diverse hydro-geological and environmental conditions for over a decade. It provides tunnel designers with different options and optimisation for the design of the tunnel concrete lining. Additional advantages to owners, contractors and designers from the use of the sprayed membrane include flexibility in the design, increased productivity and flexibility in working programming, as well as improved logistics, resulting in significant program and cost savings and reduced long-term maintenance costs. This paper describes the key features of this sprayed waterproofing membrane, its application range and limitations, the waterproofing concept, design options and related benefits. Further, guidance for membrane application and quality control and a summary of two recent project references in the United Kingdom and in Switzerland are provided.CITATION:Saraiva, E, Clement, F and Mahoney, W, 2014. The use of sprayable waterproofing membranes in underground structures – concept, design options, benefits and limitations, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 323–332 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By G Jones

The Singapore Land Transport Authority (LTA) has been procuring the expansion of their underground mass rapid transit rail network at a prodigious rate since the first line opened in 1987. Four lines (149 km) are currently operating and several more lines are at various stages of planning/construction; one of these is the Downtown line stage 2 (DTL 2).DTL 2 contract C917 was awarded in September 2009 for S$320 M. On 18 June 2013 the original contractor became insolvent, leaving the works incomplete. Following a fast-tracked tender process, McConnell Dowell was awarded the S$254 M contract on 29 August 2013 to complete the works. This contract includes two underground stations constructed by cut-and-cover methods and twin bored tunnels between the stations. Each tunnel is 1400 m long, excavated by earth pressure balanced (EPB) tunnel boring machines (TBM) at an average depth of 20 m and segment lined to 5.8 m inner diameter. The tunnel alignment is located under a busy five-lane road lined with prime residential real estate and congested with utilities.To compound the difficulty the tunnels are located within the notorious Bukit Timah Granite formation. This has a very wide range of strength, from below 1 MPa to over 300 MPa. This strength range is a consequence of six weathering grades, from soil to fresh rock, with the fresh granite causing severe abrasion problems. The various grades can occur within a very short distance of each other. Consequently, the problem of supporting a mixed face exists, particularly in the intermediate weathering grades where intact rock is encountered in the invert and corestones within a loose soil matrix in the crown, which can increase the instability by allowing the ground to flow into the TBM.The focus of this paper will be the excavation of the bored tunnels by EPB TBM used by McConnell Dowell to complete these challenging works.CITATION:Jones, G and Shepherd, J, 2014. Earth pressure balanced tunnelling in a dense urban environment, C917A, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 41–50 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By R Brown

The Singapore Land Transport Authority Contract C917A is for the design, construction and completion of all outstanding works under the original Contract 917, including taking over the design and construction responsibility for the works carried out by previous contractor. Construction works connect the bored tunnels between the stations at King Albert Park and Sixth Avenue on the Downtown Line two in Singapore.The original contractor became insolvent leaving the works incomplete. On 29 August 2013 McConnell Dowell were awarded the completion contract following a fast-tracked tender process. The completion contract required a quick start and therefore the recruitment of some of the original workforce. A large majority of the original workforce was from Malaysia, Indonesia, China, Philippines, Bangladesh, India and Thailand. In order to ensure that the safety standards were upheld, and that the new workforce embraced a safety culture, a behaviour based safety (BBS) approach was implemented.The BBS approach was implemented to overcome the existing poor cultural safety behaviours, and to ensure that high standards and expectations for safety were implemented. This ensured that the workforce were comfortable in identifying hazards, avoiding shortcuts, and changing poor safety behaviours.This article outlines how a BBS program was delivered on the C917A project, containing defined goals, communication tools, and assessment and feedback models.CITATION:Brown, R, 2014. Behaviour-based safety with a foreign-based workforce, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 65–68 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A Roseman, T Gruber

Traditional methods for installing gaskets for segmented bored tunnels have relied upon different bonding procedures with adhesives that carry a series of disadvantages to segment producers. Fixation of the gaskets into the concrete segment as part of the casting procedure has been developed over the last 20 years and has emerged as an economical solution to produce high-quality tunnel segments for various technical tunnel applications. This paper investigates the advantages of using anchored gaskets, the different tunnel systems that employ anchor gaskets and reviews the first anchor gasket project; the Lee Tunnel and analyses how segment production efficiencies are gained.CITATION:Gruber, T and Roseman, A, 2014. Use of anchored gaskets in segmented bored tunnels, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 253–256 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By J Schrank

Double-stack trains in the United States date back to the early 1980s, starting about the time deregulation of the rail industry occurred. Freight rail became increasingly more competitive to trucking and barge or ship, and led to major investments in railroad infrastructure. Since most railroad tunnels in the United States were constructed between 1880 and 1930, they were not built tall enough to accommodate modern double-stack intermodal railcars. Therefore, as double-stack trains became the norm, existing tunnels became bottlenecks, and railroads wanted the tunnels made larger without impacting traffic. This need to increase the clearance while not impacting rail traffic launched a very specialised industry: the design and construction of replacement lining systems in existing tunnels.Several large multitunnel railroad clearance improvement projects have been completed in the country in the last decade, and they have all been done under ‘live track’ conditions. Live track conditions consist of work windows, often anywhere from four to 12 hours, that are provided to the contractor to complete the construction work. By the end of each work window, the tunnel must be secured so that the railroad can run trains.In addition to improving the clearance, these projects provided the railroads with an opportunity to improve the general condition of the tunnels, including structural, seepage, drainage and icing conditions. This paper discusses the design considerations, tunnel assessments and construction methods used for these live track railroad tunnel projects. Seepage and drainage improvements that were incorporated into the clearance improvement projects are also discussed.CITATION:Schrank, J, 2014. Live track railroad tunnel repair and clearance improvement in the United States, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 619–628 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By J W. Muir, N Bedford

Hong Kong is one of the most rapidly developing cities in the world. With constant population growth and limited opportunities for space, the development of a fast and effective underground public transportation network is essential. Hong Kong’s Mass Transit Railway (MTR) Corporation is currently undertaking several large underground expansions to its existing network. Much of the excavation will be carried out using the drill and blast excavation method.Drill and blast excavation is common in Hong Kong and with the continued development of underground infrastructure the use of the drill and blast excavation method will increase. Although an effective method of excavation, the blasting vibrations caused during construction can have an adverse impact on surrounding structures and impose disruption on the local community.In order to minimise the risks associated with blasting vibrations, and to demonstrate that the impact on local stakeholders will remain within acceptable limits, it is generally necessary for a contractor to submit a blasting assessment report for approval by government authorities before blasting may commence.Continued increases in population density will force more infrastructure to be constructed underground. Tunnels and caverns are increasingly excavated in closer proximity to critical sensitive receivers. This leads to greater potential impacts on the community, tightening constraints on contractors and a higher level of confidence required for approval authorities. Finding a balance between the needs of the community and rising construction costs becomes more challenging.This paper presents a case study on how the blasting assessment report process has been successfully implemented for a major MTR project situated in a densely developed area of Hong Kong. It describes several methods of assessing blasting vibration impacts, innovative uses of blasting for excavation and the mitigation measures employed to provide the best outcome for all project stakeholders.CITATION:Bedford, N and Muir, J W, 2014. Blasting vibration assessment and innovative blasting methods in high-density urban environments, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 9–20 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By S Strong, L I. Sanz Vivanco, T Brown

One of the most significant technical and practical challenges facing the tunnel construction team on the Legacy Way road tunnel project in Brisbane, Australia was how to erect the prestressed precast concrete slabs to form the smoke duct in the tunnel boring machine (TBM) tunnels.An essential part of the tunnel ventilation system, the smoke duct extends the full length of the 4.6 km-long twin two-lane tunnels. The vast majority of the tunnels (approximately 4.3 km) were constructed using two 12.4 m diameter double-shield TBMs. The refurbished Herrenknecht machines broke several world records on the way to completing the tunnel excavation works in just over nine months. With the excavation complete the focus turned to solving the complex civil tunnel fit-out challenges. A key component of the civil fit-out of the tunnels was constructing the smoke duct in the TBM tunnels, which was designed as a precast solution.The slabs, which each measure 8.62 m long × 2.0 m wide × 200 mm thick and weigh close to 9?t, need to be erected above cast in situ corbels whilst other tunnel finishing works continue. The space-proofing clearance offered by the design to the support corbels below and the precast segmental lining above was in the order of only 100 mm.This paper tells the story of how the Transcity Joint Venture (JV) tunnel fit-out team comprising some of Europe and Australia’s leading tunnel construction specialists drew upon the global strengths of the existing JV member companies and the global reach of leading TBM manufacturer Herrenknecht to develop an innovative system in solving this challenging problem. This globetrotting story, which starts in Australia, visits Europe and mainland China before returning to Brisbane where it all began.CITATION:Brown, T, Strong, S and Sanz Vivanco, L I, 2014. How the global experience and reach of tunnelling’s true multinationals helped solve a road tunnel fit-out challenge, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 507–512 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A L. Bennett

It is well understood that designers and constructors must protect the existing surroundings of tunnel construction, particularly in the selection of excavation methods, ground support and waterproofing systems. However, while this can readily address the existing conditions, the tunnel owner and the designers need to consider the changes that are likely to occur during the life of the tunnel. It is typical for transport infrastructure to have a design life of at least a century. While the effects of constructing the tunnel on its surroundings are a short-term effect, the converse case, the protection of the tunnel, and the need to maintain its integrity, will affect developments over and adjacent to the tunnels beyond the foreseeable future. Decisions made during the design phase have the potential either to facilitate development or to hinder it for the long term.Examples principally from Australia, New Zealand, Singapore and Hong Kong show that the provision for future development is addressed in different ways. These have ranged from making no specific provision, putting the onus onto developers to ensure that the tunnels are not affected adversely, to including a loading allowance for future development in the performance specification or contract documents for a tunnel project.These two contrasting approaches have strong points and risks. A highly prescriptive definition of permissible loadings around the tunnel can provide unambiguous guidance for the approving authority and the developer, but runs the risk of being overly conservative to allow for all the envisaged works, while still missing a detrimental combination of effects that theoretically complies with the specified requirements. In contrast, a general requirement to not cause detriment is open to interpretation and potentially difficult negotiations to reach agreement between the tunnel owner/operator and developer and finally the appointed contractor (probably with no contractual relationship with the tunnel owner).In practice, a combination of prescriptive and performance requirements is likely to provide the optimum combination of clarity and flexibility. The author provides examples and recommendations on how such provisions could be structured.CITATION:Bennett, A L, 2014. Protection of ?tunnels in their future environment, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 495–500 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By B Chapman, B Gaida, L Drowley

The 372 MW Ulu Jelai Hydroelectric Project is a peaking power scheme located in the Cameron Highlands, Malaysia. The main features of the project include an 84 m high roller compacted concrete dam; two weirs which divert flows from adjacent catchments via transfer tunnels into the main reservoir; an underground power waterway; and an underground power station complex comprising three large caverns with connecting tunnels approximately 240 m below surface level. The project includes approximately 25 km of tunnels excavated in fresh granite rock mass with some distinct shear zones of weaker material. The majority of the tunnels are being excavated using drill and blast, with the two transfer tunnels being excavated with a tunnel boring machine (TBM).This paper focuses on the design and construction of the Telanok underground power station complex and also some aspects of the design for the headrace tunnel. Topics covered include geological site investigations including in situ measurements of rock stresses; development of a geological model and parameters for rock support design; three-dimensional modelling to assess interactions between the caverns to optimise rock support; design of a rock anchored crane beam; construction of the caverns and design of the unlined headrace tunnel taking into account hydraulic jacking and operational pressure fluctuations.CITATION:Drowley, L, Gaida, B and Chapman, B, 2014. Design and construction of large caverns in granite – Ulu Jelai Hydroelectric Project, Malaysia, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 361–368 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By W Curlewis, D Hake, Z Cuthbert

The South Island Line (East) will be a medium-capacity railway covering approximately 7 km from Admiralty Station to South Horizons Station on the south side of Aberdeen Harbour in Hong Kong, with intermediate stations at Ocean Park, Wong Chuk Hang and Lei Tung.South Island Line (East) Contract 904 project is located on the island of Ap Lei Chau at the southern side of Hong Kong island and requires extensive construction works to be completed in close proximity to the existing residential estates of South Horizons and Lei Tung. The project also has areas of significant cultural heritage, including 18th and 19th century temples and historical gravesites. Owing to the site access constraints and location for the project, detailed planning and methodology innovations have been required to ensure the most effective and responsible means of delivering the project works. To excavate the tunnels using drill-and-blast techniques in these restricted locations, the maximum instantaneous charge weight that could be fired while blasting was severely limited. To overcome these restrictions, the project team developed and pioneered the use of ‘deck loading’ in Hong Kong to minimise the impact of blasting operations and has successfully implemented double- and triple-deck blasting operations during the completion of tunnel excavation works.Upon completion of the drill-and-blast excavation, the tunnel lining works were completed using both in situ concrete lining with travelling forms and permanent shotcrete works.CITATION:Curlewis, W, Cuthbert, Z and Hake, D, 2014. SIL904 Hong Kong – Drill and Blast Tunnels, station blasting innovations (double- and triple-deck blasting) and lining solutions, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 21–28 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By L Cain, C Every, S Mirlatifi, J Ashley

This paper presents a geographic information system (GIS) based method for the prediction of ground movement and the associated impact on existing buildings and structures due to tunnelling in the North West Rail Link (NWRL) project. The NWRL is a priority rail infrastructure project for the New South Wales (NSW) Government and includes 15 km of twin tunnels between Bella Vista and Epping, which will be Australia’s longest rail tunnels. The NWRL tunnels will be constructed in an urban environment where the prediction of ground movements induced by tunnelling and the associated impacts to existing structures must be assessed in the early design stages of the project. An assessment process was developed using GIS able to respond to design changes.An iterative GIS analysis methodology was developed to generate ground settlement contours and identify impacted buildings and structures in response to multiple changes in tunnel alignment during design development stages. The GIS analysis undertook to rapidly provide detailed and accurate parameter information including tunnel depth from surface, tunnel separation, diameter and sample point proximity to the tunnel and assess ground movement contours along the project alignment. Determination of the ground surface settlements were based on empirical methods proposed by Peck (1969) and Mair (1993). The control parameters and the relationship between damage categories and risk classifications for impact assessment were based on Burland, Broms and de Mello (1977), Rankin (1988) and Boscardin and Cording (1989) methods.The GIS-based ground movement impact assessment approach adopted for the NWRL project demonstrates an efficient, iterative and robust approach and could provide an initial framework for other similar tunnelling projects where rapid design changes and early understanding of tunnelling impacts are required to bring greatest benefit to all stakeholders.CITATION:Mirlatifi, S, Cain, L, Ashley, J and Every, C, 2014. An iterative geographic information system based approach for the assessment of tunnelling impact to existing buildings and structures, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 647–652 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By A Hughes, S G. Rosin

This paper presents the design and construction approach adopted for the widening and stabilisation of the existing decline tunnel forming part of the Scenic Railway Upgrade project at Katoomba in the Blue Mountains of New South Wales (NSW), Australia. The overall upgrade project included new trains and track, rebuilding of the top and bottom station and installation of a new winch and control system. All the works were undertaken over an eight-month period between August 2012 and April 2013 as part of a $30 M upgrade of the railway.The railway is the steepest cable-driven line in the world at a maximum of 52° extending over 350 m and descending from the escarpment into the Jamison Valley. The track was built in the 1880s for coal haulage and is recognised as a remarkable engineering achievement for its time. The tunnel section extends for about 120 m at the start of the decline and is about 3.5 m wide and 3.5 m high. The tunnel was excavated principally within medium to high strength Banks Wall sandstone and given that the widening only involved about 200 mm of trimming of the crown and sidewall this aspect of the work was not a critical support issue, except at the upslope portal. The tunnel crown however is entirely intersected by a major near vertical shear zone which presented significant challenges for the tunnel stabilisation works.Three-dimensional laser survey scanning was used for definition of the tunnel clearance envelope for the widening, and also to subdivide the tunnel into various geotechnical sections to assist in support design. Specifically oriented rock bolts extending beyond the shear zone into stable rock were used together with mesh, shotcrete and extensive strip drains and flushing points for drainage of the shear zone.Unique aspects of this project were included into the specifications and work methods. This included construction of a mobile working platform for tunnel works, the use of dry shotcrete application, difficult access for rock bolting and limiting vibration during the tunnel trimming works due to the risks associated with crown instability. The works also took into consideration particular safety constraints/work exclusion areas to address the risk of detachment of rock which could mobilise downslope to the track area below. This was required because other works were in progress such as micro-piling and bottom platform works which were being undertaken concurrently with the tunnel work.CITATION:Rosin, S G and Hughes, A, 2014. Scenic Railway Tunnel upgrade in the Blue Mountains, New South Wales – an approach to design and construction, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 607–618 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By N McKenzie, E Taylor, S V. L Barrett, H Lagger, A Purwodihardjo

This paper discusses the temporary support design methodology for the largest road caverns ever built in Australia—the Lutwyche Caverns—part of the Airport Link project in Brisbane, Australia. The Lutwyche Caverns with a maximum excavated span of 27 m form a key component of this major road project, allowing on and off ramps merging with the underground highway. In addition to the two large span caverns, a 15 m soft ground tunnel with 5 m cover above the caverns and two 24 m deep burial chambers for the 12.4 m tunnel boring machines (TBMs) had to be built in record time at Lutwyche.The temporary support design methodology involved the use of a range of analytical approaches, including empirical methods to provide a starting point for design development, key block models to determine the potential influence of discontinuities on excavation stability and 2/3D continuum and discontinuum models to determine the potential influence of adjacent excavations and the proposed construction staging on the design. In addition, probabilistic analysis of potential kinematic instability using a discrete fracture network (DFN) approach was also undertaken to establish the critical block loads for the temporary lining, while the continuum and discontinuum models were used to design the support for the 1.5 m diameter rock pillar at the north end of the northbound cavern.The numerical modelling was undertaken in close conjunction with the contractor to develop the optimal construction sequence, considering the available construction equipment on-site and the overall project program requirements. Part of the presentation will further show the applicability of the developed design during construction (deformations, monitoring field observations) and lessons learned for future cavern construction in Australia.CITATION:Lagger, H, Purwodihardjo, A, Barrett, S V L, McKenzie, N and Taylor, E, 2014. Temporary support design for the largest road caverns ever built in Australia – the Lutwyche Caverns, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 399–410 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By G Harbort, D Clarke, D Morgan, C Sola

Northparkes Mines commenced production in 1994 and the mine has significant reserves to allow operation into the future. There are a number of potential future concentrator feed sources with variable sulfide mineralogy and grades.In February 2012 a comprehensive flotation survey was conducted to allow mass balancing and evaluate the operation of the flotation circuit. A rudimentary, copper element only, unsized flotation simulator was developed to evaluate high level potential for optimisation and improvement. In 2013 this flotation model was expanded to produce a mineral based, floatability component model to estimate the effect of future concentrator feed source on metallurgical performance. This revised model allows various circuit configurations to be simulated to provide a high level blueprint for the long-term planning to maximise performance.This paper provides a review of the process followed to develop the model, including an analysis into the mineral floatability component model and its calibration against plant operations. The effect of varying feed mineralogy and feed quality on future performance has allowed an internal review of potential circuit changes needed to accommodate the changing future feed.CITATION:Clarke, D, Harbort, G, Morgan, D and Sola, C, 2014. Northparkes Mines – flotation and planning for the future, in Proceedings 12th AusIMM Mill Operators’ Conference 2014 , pp 203–208 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 1, 2014

By Rolf Birger Pedersen, Alden Ross Denny

"Synthetic Aperature Sonar (SAS) is a powerful tool for ultra-high resolution marine survey. The Kongsberg HiSAS system deployed on the HUGIN AUV has a rangeindependent resolution of 3x3 cm for sonar image and ~10x10cm for the interferometric bathymetry product [1]. This resolution is achievable for areas up to 50 km2 on a single survey mission providing huge multi-attribute datasets. This technology, originally designed for military and oil-industry applications, has the potential to revolutionize scientific seafloor mapping. The extreme resolution of this technique allows for deposit mapping in and around seafloor hydrothermal systems, including the discovery of extinct venting structures. By clearly distinguishing between volcanic and hydrothermal landscapes based on features below the resolution of conventional multibeam systems, SAS enables an entirely new level of hydrothermal deposit survey. Additionally due to the extreme resolution of this survey technology, repeat survey and change detection should allow centimeter-scale changes in deposit morphology to be routinely detected over an entire hydrothermally venting region. In collaboration with the EU funded MIDAS project, the Centre for Geobiology at the University of Bergen will deploy the HUGIN AUV this summer at two distinct shallow venting systems on the Arctic Mid-Ocean Ridge system. The AUV will collect repeat bathymetry at the Jan Mayen Vent Field, and extend the SAS coverage to include newly discovered venting sites. We will present the preliminary findings of this expedition, including the first deposit estimations made from full-resolution SAS mosaics."

Sep 1, 2014