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By D MacKay

The Mt Wright Project is located near the town of Ravenswood in North Queensland and is operated by Carpentaria Gold – a wholly owned subsidiary of Resolute Mining Limited. Underground Development of the current Mt Wright orebody commenced in June 2006 and the first production ore was brought to surface in June 2007. The orebody is a rhyolite pipe containing fine-grained disseminated gold in a granite host rock. Ground conditions tend to be good to excellent throughout development, with some minor deformation experienced when stope-sized excavations are formed. The mine commenced as a sublevel open stoping (SLOS) operation with the intent to utilise development waste to back fill isolated upper level stopes while developing to the bottom of the known orebody. The mine plan intended to commence production with a bottom-up primary/secondary stoping retreat through the main orebody utilising cemented fill. Some challenges were faced during the initial production phase that included:•Ongoing underground diamond drilling and updating of the block model resulted in some issues reconciling the grade control results to the resource model. This was primarily due to the high variability of grade which in turn caused difficulties in accurately identifying areas of low and high-grade.•The cost of establishing and operating a cemented fill plant to achieve the planned extraction sequence of the orebody had increased significantly beyond initial estimations.•Geotechnical conditions such as stress orientations, ground behavior and response to the forming of excavations learned through the mining of the upper level stopes were different to the assumptions made during the initial design.A number of in-house and external reviews of the mining method were completed which has resulted in a revised mining plan. This paper will summarise the challenges faced and the implementation of the mine plan to date.

Mar 21, 2011

By D J. Kilkenny

Work practices involved in shaft construction can be aligned with current industry standard operating practices. However, the working environment during conventional shaft construction introduces unique conditions which can not always be overcome by hard engineering controls. To provide an improved working environment, future shaft diameters will generally be greater than has historically been the case for the Australian hard rock mining industry. This paper aims to explore both what can be constructed from the contractors perspective, and how does an owner extract maximum business efficiency from an asset that in many ways is likely to be larger, more complex and more expensive than initially envisaged.Newcrest Mining Limited, or an associated company, has constructed two major shafts over the last seven years. In both cases, Byrnecut Mining, or an associated company, was the contractor engaged for the shaft sinking activity. The first is the 1127 m deep, 7.0 m diameter production and intake airway at the Telfer Gold Mine, the second is a 295 m deep, 5.5 m diameter split shaft at the Gosowong Gold Project in Indonesia that was primarily designed as both an intake and exhaust airway. Importantly both shafts are designed to provide emergency egress from the respective underground operations.From an Australian shaft sinking perspective, the construction of these two shafts resulted in the following learnings: •constructability is of equal importance to desired functionality;•allow six months of interactive design between the owner/engineer/contractor/regulator to get it right;•shaft sinking and equipping are intimately entwined, therefore engineering of both needs to be complete prior to any activity commencing; and•the mobilisation of both equipment and experienced personnel to a new shaft sink takes up to eight months.Shaft sinking is not extinct in the Australian hard rock mining industry. But, if you are considering constructing a shaft, approach it as a long life asset, front end planning to a high level of detail is required to unlock its full value. Think – plan – think and remember it’s going to take 12 months to get from the whiteboard to firing the first cut.

Mar 21, 2011

By J Li

Cannington Mine has been developing through paste backfilled stopes since the year 2000. These paste drives have been used as either production drill accesses or long-term bypasses. Prior to this study, the ground support requirements for each paste development cut were: an initial 50 mm layer of fibrecrete, weld mesh bolted with 2.4 m split sets, followed by a second coat of 50 mm fibrecrete. Both layers of fibrecrete and the layer of mesh were to be installed before the next cut could be bored and fired. This support regime proved successful at Cannington, however, the total cycle time for each cut was lengthy due to the installation and curing times associated with each layer of surface support. In an effort to reduce the cycle time a study was carried out, with the aid of RocScience’s Phase2 numerical modelling software. The modelling reviewed all of the parameters controlling the stability of a newly excavated development cut. The parameters studied included the early strength of fibrecrete, the ground support load capacity, and the strength of the paste fill masses which varies depending on the cement content. As a result of the study, the ground support standard was revised. The revision has significantly decreased the cycle time as well as fibrecrete consumption, all the while maintaining the safety of personnel and equipment.

Mar 21, 2011

By D Will

RedrossThe Redross orebody averages 1 m wide, has a strike of 50 - 350 m, dips at 55° and has a basalt footwall and an ultramafic hanging wall. The most successful and innovative aspects of mining Redross were:•ore development innovations, 90 per cent of development was split fired with a shanty back profile to enable larger and more productive equipment to be used and resulted in higher development grades, improved project payback time and improved ore recovery;•hand held stoping using a multiple level, bottom up ‘V’ shaped hand held stoping method that allowed mining on multiple levels with hand held productivities between 50 and 90 tonnes per shift;•the use of 1 m cement pillars and 7 m high crown pillars were used to create multiple mining areas that enabled high overall production rates from hand held mining this orebody; and•the use of vertical cement pillars to enable hand held mining of adjacent stopes without leaving ore pillars.MarinersThe Mariners orebody averages 3 m wide, has a strike length of 50 - 250 m and dips at 50° with a basalt footwall and poor ultramafic hanging wall. The most successful innovative ideas of re-opening Mariners were:•Dewatering the existing mine workings utilising ‘oilfield’ technology by installing a long submersible pump in on existing pump rising main. This enabled the mine to be dewatered at rates up to 100l/ sec and helped overcome the 45 to 55 L/s inflows.•Overcoming the technical problems associated with Mining N07 ore blocks which had severely deteriorated from being underwater for five years by using reverse firing techniques to improve extraction rates and reduce dilution.•Mass firing a large mining block in the N08 with minimal void space because of deteriorating ground conditions.•Use of a longhole version of the Redross hand held mining method to achieve 100 per cent extraction of the N09 higher grade lenses.

Mar 21, 2011

By J Wall

The use of electronic detonators in civil tunnelling applications, to reduce vibration in small firings has been successfully utilised for a number of years. As part of the mining industry’s commitment to reducing blast damage during the development cycle in underground mining applications, a series of development blasts using e-Dev™ electronic detonators in a typical mining application was conducted at Resolute’s Mt Wright operations in North Queensland in 2010. Results were based on direct comparisons to the current industry standard of non-electric firings as a baseline, with as many parameters as possible being captured during the trial. Development costs are typically high in most underground mines, especially in capital development headings, which are in waste and therefore of no direct economic value, so by being able to accurately fire to design, costs relating to both ground support requirements and volume of material removed, (and therefore haulage required) can be minimised. A direct comparison of overbreak (ground blasted outside of design) and cast (distance rock thrown from blast) was also made during the trial, as well as close monitoring of the drilling accuracy.

Mar 21, 2011

By P Jones

Fosterville Gold Mine is an underground operation located approximately 20 km northeast of Bendigo and 170 km north of Melbourne. Fosterville is the most productive gold mine in Victoria, producing over 100 000 ounces of gold annually. Access to the underground is via two portals cut into previously mined open pits. Fosterville is 100 per cent owned and operated by Northgate Minerals, a gold and copper producer with mining operations, development projects and exploration properties in Canada and Australia. (Northgate Minerals Corporation, 2010).Underground operations commenced in 2006 with ore production focused on three orebodies – Phoenix, Ellesmere and Falcon. Primary ventilation to the existing operation is provided by wall mounted exhaust fans located underground. This system provides approximately 220 m3/s of primary ventilation to the operations with intake achieved through the portals. Exploration drilling during recent times has uncovered another lode, the Harrier orebody, located 2.2 km to the south of the existing workings. Due to the location of the new Harrier orebody, vent analysis revealed the requirement for a separate source of primary ventilation to service Harrier. Figure 1 shows a current underground long section and the location of Harrier in relation to the existing workings. A number of options were considered, including a parallel decline from one of the existing two portals, however, a 4 m diameter, 350 m deep surface ventilation shaft was selected as the most suitable and feasible option for the mine.In December 2009, geotechnical drilling commenced to determine the most suitable location for the shaft. Site locations were constrained by a number of factors including interaction with current and planned surface infrastructure as well as proximity to nearby community members at the southern end of the mining lease. Results from the geotechnical drilling indicated that the majority of the proposed shaft would be suitable for a 4 m raise bored shaft. However, the top 40 m of the proposed shaft were deemed unsuitable for raiseboring due to zones of weakness that would likely influence the stability of a 4 m diameter shaft (Robinson, 2010). Following independent geotechnical advice and input from experienced raiseboring contractors, it was decided to construct a 40 m presink prior to raiseboring activities.A crane mounted auger was chosen as the preferred method to construct the presink. This method differs substantially from traditional blind sinking methods which are highly labour intensive. The auger, or drill, is designed and built to be attached to a crane base using engineered pivoting cradles. The auger is suspended from the crane jib by pennant ropes attached to hydraulic rams. The auger applies rotation and axial loads to the drilling tools via a telescopic steel bar (Kelly Bar). Drill tools are attached to the bottom of the Kelly Bar and comprise an assortment of drilling buckets and reaming barrels. Drilling buckets cut in situ material and collect the spoil for removal and are used for the excavation of the ‘pilot hole’. Reaming barrels are used to expand the diameter of the excavation by directing cuttings into the pilot hole which are then removed by the drilling bucket. In June 2010, the presink was constructed utilising a crane mounted auger with support to the shaft walls applied via a remote fibrecrete unit. The excavation method involved cutting a series of smaller diameter holes (2.4 m wide) before reaming out to the final diameter (4.7 m wide) in 4 - 5 m vertical increments. Fibrecreting activities were carried out on the backshifts, to ensure the stability of the excavation and minimise interaction between the two units. The presink was completed on time and offered many advantages compared to traditional blind sinking methods, including safety, costs and timing. This paper will examine the benefits of this method as well as lessons learnt and future applications in the mining industry.

Mar 21, 2011

By A Reschke

The Thiess John Holland Group is undertaking the design and construction of Brisbane’s Airport Link Project, the largest single investment in transportation infrastructure in Australian history. Twin Herrenknecht TBMs are being used to bore parallel road tunnels from Kalinga Part in Toombul through to Lutwyche, a distance of 2.45 km. At 12.48 m, these tunnel boring machines (TBM) are the largest diameter machines, outside of Japan, to incorporate annular two-component type grouting through the tailskins.Grout design, preparation and injection have been given particular attention in this project in order to push the boundaries of achievement. Laboratory testing was conducted on various mix designs to ensure the contract specifi cations for grout strength could be met. To study the mechanics of the grout injection process, Herrenknecht supplied a test rig which duplicates the grout injection systems on the TBMs. Multiple recipes were tested, carefully selected to balance the requirements of rapid strength development with high mobility (to completely fill the void between the segmental lining and the ground) and minimal bleed.Team Mixing Technologies, Canada, was selected as the grout plant provider based on the technical performance of their high shear colloidal mill mixers. Field results have shown that the colloidal mixer prepared grout gives almost double the strength of an identical grout prepared by a paddle mixer.

Mar 8, 2011

By S France

The Waterview Connection will complete a strategic Auckland motorway route linking the south, west and north. The project will comprise 2.5 km of ‘undrained’ driven tunnels and 900 m of drained cut-and-cover tunnel and portals.The project is aligned beneath a stream valley of Oakley Creek incised through alluvium and in places overlain by landfill, between Mt Albert volcano and a ridge formed in alternating sandstones and siltstones. The hydrogeology of the area is complex with perched aquifers in compressible soils, cascading water levels in fractured rock aquifers, and discontinuous higher permeability units resulting in artesian water levels and groundwater springs.Numerical groundwater modelling was undertaken to assess the potential effects of tunnel construction and long-term operation on the groundwater system; the magnitude and extent of changes in groundwater level and the resulting potential for settlement, buoyancy effects, contaminant migration and adverse effects on creek base flow. Modelling also provides inputs to tunnel design such as groundwater seepage volumes and water pressures.The driven tunnel will be ‘undrained’ long-term so potential effects on the groundwater system are limited to short-term dewatering during construction. Significant project time and cost savings can be made if the portal areas are permanently ‘drained’, but this means potential effects are greatest in the long term condition.This paper summarises the investigations, implications of the complex hydrogeological setting on tunnel design and environmental assessments, and groundwater modelling undertaken during the planning stage of this project. The groundwater modelling has been used to incorporate mitigation options in tunnel design and construction sequencing; a comprehensive monitoring program will be used to trigger appropriate responses should effects differ from those predicted.

Mar 8, 2011

By D Wimpenny

The Bogong Power Development Project in Victoria, Australia involved the construction of a 15 m long mass concrete plug up to 9 m in diameter within the head race tunnel. The plug is critical to theperformance of the scheme as it permanently seals the head race tunnel under approximately 300 m head of water.The location of the plug in the headrace tunnel was determined by a programme of in situ rock stress testing using both hydrofracturing and over coring stress testing methods.In recognition of the importance of the plug, the Head Contract specification requires that its temperature during hydration be controlled using an embedded cooling system. In addition, contact grouting and curtain grouting around the plug cannot commence until thermal contraction was substantially complete.This paper describes the use of bespoke fi nite element software to model the temperature rise in the plug and design mitigation measures to control temperature rise in the plug. These measures include restricting the concrete placing temperature to 10°C, incorporating 39 per cent fly ash in the concrete and installing embedded cooling circuits.Site trials were undertaken to calibrate the model for the proposed concrete mix. The cooling system comprised 25 mm ID pipes forming twelve separate circuits that fed 7°C water from a single chiller unit. The cooling system reduced the peak temperature in the plug to approximately 30°C and the associated risk of early-cracking. The time before contact grouting could commence was shortened to less than two weeks from casting.

Mar 8, 2011

By P C. Miclea

Transportation networks extend every day around the world, requiring safe and well-maintained structures for efficiency and for users’ safety. Due to specific features of the infrastructure, such as longer tunnels, increased traffic and marginal safety rules, fire safety in rail and road tunnels becomes more challenging.The situation becomes more critical due to the global economy and increasing worldwide tourism, with multi-national companies often involved in both design and construction of transportation routes or systems in other countries. Tourism brings the risk of visitors becoming victims in a foreign land; thus, international law becomes more and more applicable to transportation projects all over the world, requiring a consistent approach to safety (UN Economic and Social Council, 2001; US DOT Federal Highway Administration (FHWA) 2006; US Transportation Research Board, Committee on the Role of Public Transportation in Emergency Evacuation, 2008; UK Parliamentary Office of Science and Technology, 1997).There are significant differences between rail and road tunnels, both in their functionality and safety requirements. Most tunnels over a certain length are equipped with emergency ventilation systems capable to control the spread of smoke by creating an air stream in the desired direction. Besides ventilation, fire-life safety (FLS) includes smoke and heat detection by linear or spot detectors, closed-circuit television (CCTV) and public address systems with prerecorded announcements, as well as evacuation signage and monitoring capabilities (Vägverket – Swedish National Road Administration, 2004).There isn’t a consistent, worldwide approach to the design of emergency ventilation systems for tunnels, with significant differences from continent to continent (US DOT Federal Highway Administration (FHWA), 2004, US Federal Transit Administration, Transportation Research Board, 2006). In North America US NFPA 130 and 502 standards for rail and road tunnels, respectively, represent the main criteria, however, they are continually revised and new versions issued every three years. For road tunnels the World Road Association PIARC issues guidelines, but they are not truly enforceable. There are no similar international guidelines for rail tunnels, except general recommendations by the International Association of Public Transport (UITP) (IAPT, 2003).In Europe the Directive #54/EC adopted by European Community Parliament in 2004 requires a minimum level of safety for road tunnels users in all existing and proposed tunnels in the Trans-European road network that are greater than 500 m in length. Authorities having jurisdiction in many other individual countries, such as Australia, Austria, Germany, Japan and others, enforce specific safety regulations (Miclea et al, 2007). While it is impossible to summarise all aspects of this topic in a short paper, a review of the design approach, the existing differences in safety requirements, as well as applicable design solutions to meet safety codes for both rail and road tunnels are discussed below.

Mar 8, 2011

By D Davis

The prediction of ground-borne noise levels from tunnel construction activities requires knowledge of the input vibration forces from the vibration source(s) into the cutting face, knowledge of the vibration transmissibility through the surrounding medium, and knowledge of the receiver building’s vibro-acoustic response. The conversion of this vibration energy into sound pressure within the receiver building depends upon the vibration coupling of the soil and the building’s foundations, the structure’s response including floor-to-floor attenuation and amplifi cation due to resonance, the radiation effi ciencies of the internal structural elements, and the room’s acoustical properties. Beginning with a known input vibration spectrum at the cutting face, it is possible to predict the resultant ground-borne noise levels within a receiver building using either analytical and/or empirical techniques, or by numerical modelling. This paper presents an overview of the various methods available to estimate ground-borne noise levels from tunnel construction activities and discusses the advantages and limitations of each.

Mar 8, 2011

By L Nienaber

Mines, after becoming operational, often retain the same support and reinforcement designs developed in the feasibility study. These designs are conceived from limited drilling data and regional experience, thus having an empirical flavour. Empirical designs are perceived to be conservative, catering for a variety of failure mechanisms, which are not always present in mine development drives.This begs the question: If you were to invest in the necessary resources to obtain sufficient data and complete the required analyses for the different development drives in the mine, to engineer a support and reinforcement scheme with the capacity to match the demand of the rock mass, what is the difference in cost when comparing an empirical design to an engineered design?To answer this question, mine tunnels with different geometries and orientations, where detailed structural data was available, were selected for a comparative design exercise. Material cost, development cost, cycle time and professional fees for engineered and empirical designs were estimated. The outcome is summarised in the following paper that discusses the process followed and the results of the design comparison.

Mar 8, 2011

By J Y. C Lo

The construction of two drainage tunnels and the associated subvertical drain system at the Po Shan area in Hong Kong was completed in December 2009. This project is the first of its kind to utilise drainage tunnels and a network of subvertical drains to regulate the groundwater table to enhance the long-term stability of the hillside of Po Shan area.The groundwater levels, monitored by preinstalled piezometers, once exhibited dramatic drops during drilling of the subvertical drains; however, have recovered from natural replenishment after effectively plugging of the drains. The level of groundwater drawdown is in line with the design function of the subvertical drains. In order to understand the groundwater flow pattern in the Po Shan area during and after construction and to set out operation schemes for the subvertical drain system so as to control the groundwater table in the Po Shan area, a post-construction review has been carried out to examine the behaviour of the drainage system and its impact on the surrounding subsurface groundwater flow.This paper presents a review of the groundwater monitoring data during and after the construction of the drainage tunnel system covering a period of over 3.5 years. A simplified conceptual hydrological model is developed, which has been verified by the monitoring data, to capture the key elements with regard to groundwater variations in different stages of the construction. The performance of the tunnel and subvertical drain system as revealed from these field measurements is discussed.

Mar 8, 2011

By A Morris

The Express Rail Link (XRL) will provide high-speed rail services from Hong Kong to Guangzhou and a connection to the national high-speed passenger rail network serving major cities throughout Mainland, China. The HK$ 67 B (NZ$ 11.5 Billion) project is of great strategic importance for Hong Kong and is being implemented to a very tight schedule, from early 2010 with completion targeted for 2015.The works include a 15 platform terminus station in West Kowloon, 26 km of twin track tunnels from the terminus to the Hong Kong/Shenzhen boundary at Mai Po, tunnel vent shafts/adits/emergency rescue siding and a stabling siding facility. Trains on the Hong Kong section are intended to operate at speed up to 200 km per hour and up to 350 km per hour on the Mainland section.This presentation will provide an overview of the entire XRL project, with a focus on the challenging geotechnical and spatial constraints on the tunnel works. This is an abstract only. No paper was prepared for this abstract.

Mar 8, 2011

By D R. Wines

The design of near-surface civil infrastructure requires detailed consideration of the geological/ geotechnical conditions, excavation geometry and sequence and ground support measures to ensure stability of the underground openings and minimal impact on overlying or adjacent infrastructure. Twin parallel road tunnels have been designed and built with connecting cross passages and a piggyback busway tunnel as part of a large infrastructure project in Australia. The tunnels were excavated in poor to fair quality rocks using road headers. Temporary ground support includes shotcrete, rock bolts and canopy tubes. Extensive numerical analyses have been performed to analyse the expected behaviour of the tunnels during excavation, including two-dimensional analyses using UDEC and three-dimensional analyses using FLAC3D. Structural defects in the rock are explicitly included in the 2D analyses to examine the potential for localised ground instability. The stress redistribution is captured by the 3D modelling with an accurate representation of the complex excavation geometry and the detailed excavation and support sequence. This paper presents the modelling methodology, numerical results and discussions on integrating both 2D and 3D analyses to achieve reasonable design.

Mar 8, 2011

By M Habte

This paper presents a simplified method for the assessment of creep deformations in rock masses containing bands of low strength or soil strength rock. The main impetus for this work was the need to assess the impact of distinct bands of clay and/or low strength rock on the long term deformation behaviour of a rock pillar formed as part of a series of proposed tunnelling works. In particular, the authors were interested in being able to provide criterion which could be used by site personnel to assess the encountered rock conditions against design assumptions.Creep deformation versus time plots are presented for a range of material consistencies. These plots were produced using the hyperbolic creep equation proposed by Mesri et al (1981). This empirically based equation was chosen for its simplicity and practicality. Discussion is included regarding typical input parameter values and the sensitivity of the results to these values is explored. Finally, in the soil strength materials, the secondary consolidation equation is used to check the veracity of the results calculated using the hyperbolic creep equation.

Mar 8, 2011

By D Oliveira

The use of an equivalent continuum for a rock mass is not always suitable for situations where the failure is structurally controlled by discontinuities as in the case of wedges in the tunnel roof. In these instances, discontinuum approaches are usually preferred. Rock joints that are filled with soft infill are likely to be the weakest planes in a rock mass, having a dominant influence on its overall shear behaviour. In this case, the joint material model adopted for the discontinuities should be able to describe important mechanisms, such as asperity sliding and shearing, post-peak behaviour, asperity deformation, and the effect of the soft infilling. The latest version of a soil-infilled joint model is discussed here. It describes more comprehensively than previous models the occurrence of dilation and compression with lateral displacements, and also represents the hardening mechanism related to asperity interference as observed in the laboratory that cannot be readily captured by the existing joint models. An analytical approach for the analysis of rock wedges structurally controlled by soil infilled joints is presented.The analytical approach presented in this paper for assessment of symmetric rock wedges in the roof of a tunnel demonstrates, that the peak shear strength of the joint may not be fully mobilised before detachment of the wedge. The analysis verifi ed that an overestimation of the factor of safety may be observed when an elastic-perfectly-plastic joint model was assumed, whereas the computed maximum factor of safety was considerably less when adopting an appropriate soil-infilled joint model.

Mar 8, 2011

By P Ridley

EnergyAustralia’s Sydney Central Business District (CBD) cable tunnel network will form a loop 6.2 km in length. The 3.2 km long, 3.5 m, diameter city east cable tunnel (CECT) currently in design, will complete the loop in 2014. This paper discusses the ventilation design of the CECT, considering operation for four functions:1. normal (unmanned),2. access (manned),3. purge, and4. emergency fire modes.The dominant design criterion which determines the required ventilation capacity for CECT is the specification of an upper air temperature limits of 35°C (dry bulb) and 24°C (wet bulb) for manned access, during all ambient weather conditions and cable heating loads. Simplistic static heat transfer analyses do not yield a sufficiently accurate calculation of tunnel air temperature and humidity to provide a safe and yet economical design. The primary refinement in the analysis discussed in this paper is associated with modelling of the system’s dynamic behaviour.Our means of analysis is through a thermo-fluid-dynamic simulation of the interactions between the diurnally and seasonally varying loads (cable heat generation, ambient air conditions and groundwater inflow), tunnel airflow and the resulting tunnel air temperature and humidity. These simulations are validated using experimental data from the existing city south and city west cable tunnels.Fire life safety scenarios are also analysed and discussed in association with the ventilation design. Ventilation strategies are developed for dealing with such emergency fire situations.The understanding and insight provided by the work offers the ability to optimise ventilation plant provisions in future cable tunnels, particularly long and high energy density tunnels.

Mar 8, 2011

By A G. Noble

Tunnelling for hydro-electric power projects can be a very challenging component of the overall development. In contrast to urban transportation tunnelling where the logistics for access and supply of power, water and other essentials are readily available, hydropower projects are usually in very remote locations and all necessary plant, equipment, spares and materials need to be brought in and the site must function as a self sufficient unit.For a large scheme the river diversion tunnel(s) are usually on the initial phase critical path in order to meet the non-negotiable deadline of river diversion before the onset of the wet season. A newly formed tunnelling crew, once mobilised to the site for the project, will face the first major learning curve of the project’s systems and logistics during this critical tunnelling activity.Power tunnels convey the water to the turbines in the powerhouse and are usually on the critical path for the main works, especially if the scheme comprises a powerhouse located within an underground cavern. A modern cavern arrangement requires a complex warren of various openings: access adits, ventilation/cable tunnels, shafts, surge tunnels, etc.Hydropower tunnel construction tends to be dominated by tunnel boring machine (TBMs) or drill-and-blast excavation techniques and each has its challenges in very remote locations. TBMs still have long lead times as for any type of project, but additionally require a thorough roads and bridges infrastructure assessment of the country from the port of entry to the site to ensure a problem-free delivery. In some cases the project also requires the establishment of a complete precast concrete segment production facility and the space for creation of laydown areas; there is no ‘just-in-time’ delivery mechanism applicable to typical remote hydropower sites.This paper highlights the technical and risk management considerations in the planning, design and construction of tunnels for hydropower projects. It contrasts the typical factors that govern the design of urban transportation tunnels with those for remote hydropower tunnels. The perspectives of stakeholders are provided including those of international lenders. With examples from large and small scale projects across the globe it provides an insight to all parties and in particular, those tunnellers that are working in the hydropower field for the first time.

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