Search Documents

By R Ayothiraman

Tunnel excavation may induce adverse effects on nearby existing structures/foundations in urban areas. Accurate prediction of tunnelling effects on pile foundations of nearby structures in the urban environment poses a major challenge during design. Several studies have been undertaken to understand the mechanisms of the soil-tunnel-pile interaction, which focused only on influence of tunnelling on nearby existing building and foundations. However, effect of pile loading on existing tunnels did not receive enough research attention so far. So it is essential to measure the response of existing tunnel-lining due to loading on newly constructed pile to assess to the safety against the additional forces/moment caused by pile loading and to evaluate the critical distance for the proposed construction of any structures from the tunnel location. This paper presents result of three-dimensional (3D) finite element analysis carried out in ABAQUS to investigate the effects of pile loading on existing tunnels embedded in cohesive soil. It is found that the effects on tunnel lining depend on horizontal separation distance between pile and tunnel as well as location/elevation of pile tip with respect to tunnel location.

Mar 8, 2011

By R Lau

The fire safety design for road tunnels includes the following aspects: active systems, passive provisions and operational procedures. The active systems include the smoke control system, fire suppression system, detection system and fire fighter’s assistance systems. Passive provisions include escape passages, fire separation and fire resistance systems. The operational procedures refer to fire fighter access, reporting and alerts, evacuation processes and crowd control.Currently, these systems are typically designed by different designers or teams. These systems are intended to work together in a coordinated manner to provide the desired safety outcome. However, in practice, this is not always happening. The fire engineering process is supposed to bring together all these aspects and arrive at an integrated safety system. The fi re engineering process in practice is not integrating the design with the practice or reality and is thus arriving at less than desirably efficient safety systems.The example of design inputs shows how disconnected each system design basis is. The smoke control system design is based on the design fire size. The performance of the smoke control system is to achieve a smoke free environment for a defined space for a particular fire size – the design fire. The fire suppression system – most commonly sprinklers or deluge systems, is designed according to codes and to achieve a certain water discharge rate. The fire detection system is designed to detect temperature rise/rate of rise and perhaps density of smoke. Fire separation is determined to provide a certain period of service – mostly for structural elements. Escape route size and location is determined mostly by code compliance. Evacuation procedures are determined by Authority operational requirements rather than human behaviour.To arrive at an integrated fire safety system, the design basis and performances must be coordinated. An approach using fire scenarios would ensure all systems are designed to a common performance requirement. This paper will discuss how the current design approach outcomes compared with a fire scenario approach. More effective and efficient fire safety systems would require the stake holders to understand the implication of this approach and to embrace this through the fire engineering process.

Mar 8, 2011

By R Shelton

The Big Wainihinihi River and tunnel are located on the western side of the Southern Alps of New Zealand within the active Alpine Fault zone, which marks the boundary between the Pacific and Australian Tectonic Plates. The tunnel was built over 100 years ago to supply water for gold mining, but it now conveys water from a high-energy intake to a canal that supplies three of TrustPower’s hydro-electric power stations with a combined installed generating capacity of 10 MW. Part of the tunnel passes through an unstable 50° schist slope, which fi rst suffered a wedge failure in the 1929 Arthur’s Pass Earthquake and was reinstated in the mid-1970s for hydro generation. In 2008, TrustPower’s monitoring system showed that the wedge failure had remobilised and that urgent remediation was required.Harker Underground Construction (Harker) was awarded a design-build contract to restore the tunnel to service by tunnelling a new central section. Their geotechnical engineers, Peters and Cheung, reviewed the tunnel’s stability and proposed a new, safer tunnel alignment, deep behind the failure wedges. This work was based on their failure model, cost-benefit studies, and engineering geology completion mapping at the time of re-opening.Construction innovation was an important factor in ensuring the project’s success, as were detailed geological and geotechnical information, a robust methodology, strong client relationship and planning. To suit the varying rock conditions and restricted space, Harker combined a traditional drill-and-blast method with light-weight modular steel sets and timber supports to reduce construction costs and mitigate support risk. To make material handing easier in the tight conditions, a special electric locomotive was designed and built and blasting confi gurations were adapted to suit varying rock conditions in the highly fractured schist.The isolated site meant interesting and unexpected challenges, particularly communications and resources (both human and material). Despite that, the project was completed within budget, on schedule, and with no lost-time injuries.

Mar 8, 2011

By D Wimpenny

Underground infrastructure is often a critical component of transportation and utility schemes. It is characterised by long design lives with limited access for inspection and maintenance. The exposure environment can be difficult to assess since it will often vary substantially between different locations in the same facility and with time during construction and in service. In addition, the specific demands placed upon underground infrastructure are not well covered by the exposure classes and other guidance given within current codes of practice. When problems occur they can be difficult to rectify and involve significant disruption.Given these substantial risks the prudent designer may adopt a systematic ‘durability planning’ approach which:· defines the environment and principal deterioration mechanisms for the various elements and construction materials,· predicts the design life for alternative durability enhancement options, and· recommends associated measures to be adopted during construction and in service.This paper describes the development of durability planning within Halcrow, giving examples of its use from its first implementation on tunnels under the Suez Canal in 1993 to recent projects in the Middle East and Australia. It seeks to demystify the process, identify shortcomings and speculate on its future development within the civil and mining sectors.

Mar 8, 2011

By A Dix

Fire suppression systems are but one of the many technologies currently available to manage operational tunnel risks. However, the actual reasons for their use are often shrouded in mischievous discussions of the marketing variety.The international tunnelling community still stands divided on the merits (or otherwise) of fire suppression systems. For some the debate focuses on their cost compared to the theoretical benefits they bring to human safety.Long standing concerns about their potential adverse effects in an emergency are often at odds with the experience from tunnels which use them. High installation and operational costs are cited as reasons not to use them, yet toll road operators and insurers increasingly use them as a risk mitigation strategy for toll revenue protection.Fact or fiction, myth or reality, should such systems be seriously entertained or are they just another expensive gadget in the escalating array of expensive toys for modern tunnels? Ultimately this presentation argues that they have their place as a risk mitigation measure to achieve a range of objectives. The exact circumstances for their use ultimately fashioning their design and operational characteristics. This is an abstract only. No paper was prepared for this abstract.

Mar 8, 2011

By G Barla

In Europe, a major interest in the infrastructure and tunnelling fields is in the new crossings of Alps in the form of base tunnels, which are important components of the high-speed (for passengers)/high-capacity (for freight) Trans European railway corridors. These tunnels cross the mountain belt at the elevation of the main cities and basins located all around the Alps and are longer (up to 57 km) and deeper (up to 2500 m) than all tunnels constructed in the centuries before. The excavation of the first Alpine railway and road traffi c tunnels could in general be carried out successfully by conventional excavation methods. With the great lengths of the new base tunnels, mechanised excavation by using tunnel boring machines (TBMs) is imperative as it contributes significantly to savings in construction time and costs. Questions are however posed on the adoption of such a systematic tunnel construction method given the severe ground conditions which are some time anticipated along the tunnel alignment, with possible major geological hazards such as water inflow in heterogeneous fractured or karstifi ed rock masses, stress-induced tensile failure of hard rocks, and plastic shear failure and squeezing of weak rocks, etc. This lecture is to briefly review the current state-of-the-art in the understanding and modelling of two such critical hazards as spalling/bursting and squeezing ground behaviour. With the present interest in the design of mechanised tunnelling with TBMs in such conditions, the complex interaction between the rock mass, the tunnel machine and its system components, and the tunnel support is studied in detail by numerical modelling. The research and development efforts presently underway with the intention to provide the designer with a novel three-dimensional (3D) simulator of mechanised tunnel excavation are presented. Case examples are discussed with reference to the Lyon-Turin Base Tunnel design.

Mar 8, 2011

By S Norman

The Water Delivery Alliance (WDA) was established to design, construct and commission the pump station and desalinated water delivery pipeline to link the desalination plant on the Kurnell Peninsula (constructed by others) with the existing distribution network at Erskineville, Sydney, Australia. The WDA consisted of McConnell Dowell Corporation Ltd (Macdow), Bovis Lend Lease Pty Ltd (BLL), Kellogg Brown and Root Pty Ltd (KBR), Worleyparsons Ltd (WOR), Environmental Resources Management Group Inc (ERM) and Sydney Water Corporation (SWC).Sydney’s Desalination Project is one of the initiatives to secure Sydney’s water supply against the effects of climate change, population growth and drought. The desalination plant, 100 per cent powered by renewable energy, can supply up to 250 million litres of water per day (mld), which is up to 15 per cent of Sydney’s water needs. The project involved the construction of an 18 km pipeline with an ultimate capacity of 500 mld to accommodate any future increase in the output of the desalination plant.The Alliance procured three full-face tunnel boring machines (TBM) from Herrenknecht AG to construct the 6.5 km of tunnel that would provide a conduit for the DN1800 welded mild steel cement mortar lined (MSCL) pipeline at a number of locations along the route. Nineteen shafts and 16 tunnels were required to complete this work.Crucially one of the TBM drives involved construction of a tunnel into Botany Bay under protected marine life habitats; enabling the connection of the MSCL water carrier pipeline into the dredged section of pipeline underwater, approximately 800 m off-shore in Botany Bay.This paper details the retrieval of the 17.4 m long TBM from the ocean floor upon completion of the Botany Bay tunnel allowing for subsequent use on the Project. Elements covered in the paper include the 835 m tunnel, design and construction techniques for the tunnel and recovery, and details of the methods used to install the DN1800 water carrier pipeline.

Mar 8, 2011

By A Purwodihardjo

Evaluation of the construction method used for the pedestrian underpass construction at Ipswich Road, Brisbane, Australia is presented in this paper. The pedestrian underpass was constructed through the existing railway embankment between Harrogate and O’Keefe Streets on the eastern side of Ipswich Road. This underpass construction is part of the CLEM7 tunnel project (formerly known as the North-South Bypass Tunnel) which is the longest toll road in Australia at a total length of 6.8 km. The jacked box construction technique was initially identified as a preferred option during the tender and concept design phases. However at the final design stage, the cut and cover technique was selected as this method can reduce the construction time and cost significantly. The design and construction teams effectively managed the challenges, complexities and risks associated with undertaking cut and cover tunnel through the existing heavily utilised rail embankment. The on-site construction time for the underpass using the cut and cover technique was reduced to less than 42 hours.

Mar 8, 2011

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