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By D Laurence

Mining cycles have come and gone and with them there have been dramatic swings in the levels of interest and student entry into minerals-related education programs, hence graduate supply to the industry. So what is the problem? These trends will keep happening and the industry will keep on keeping on – or will it?This paper discusses recent trends in Australian minerals education programs and some international examples, together with some of the more recent initiatives taken by both the minerals education sector and the industry, such as the Minerals Tertiary Education Council (MTEC) and MEA. The real problem is that things will not just keep going the way they have over recent decades – there will come a time when there is no longer a supply of minerals academics available to provide the educational programs; and universities will simply shut down subcritical mass mining programs and invest in the much more lucrative programs such as commerce, law, medicine, etc. By the time this starts to happen it will be at least ten years too late for any last-minute reactive response by industry, if they were to try and avert such a consequence. International experience with mining programs bears out this scenario quite clearly.It is therefore timely for industry individual mines and mine management to take a much more strategic look at their role in the education sector. Sustainable mining also means sustainable minerals education – without one, the other will not function over the long-term. There is a pressing need for long-term strategic buy-in by industry into the education sector – not just for the good times, but also through the tough times. This means much more than a scholarship here or there, but includes such commitments as major industry-university research partnerships; collaborative recruitment initiatives and much more. The paper will discuss a range of such issues, problems and opportunities to address these important issues through strategic, comprehensive, long-term commitments by industry and equally significant and appropriate responses by the education sector. We care – do you?

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 P M. Dight

Shotcrete usage in declines and developments has become pervasive as operators strive to achieve production improvements. Issues of mix control, fibreload, thickness control, temperature and curing conditions all play a part in the quality control. Often to overcome some of the quality control issues designers over specify the strength requirements in order to meet their operational constraints. Adherence to the standard civil testing requirements of 28 days moist cured at 21ºC without properly calibrating these results to the changing environment underground leads to contractual disputes. There are a number of standard tests specified including cylinder tests, cored tests, beam tests and round determinate panel (RDP) panel tests. The logistics of storing these samples and then transporting them to concrete testing laboratories without due regard to temperature changes with time can influence the results. All the samples can be readily handled by personnel except the RDP panel. The standard RDP panel is 800 mm diameter by 75 mm thick and requires an ITH machine at the mine and a fork lift at the laboratory to move it around. This paper will examine the possibility of a panel which provides scalable results to the standard RDP panel but can be easily handled by personnel and/or tested on site with suitable equipment. This allows for faster turn around and better quality control for the sample prior to testing. This enhances the identification of quality control issues at the mine and improves safety.

Mar 21, 2011

By G M. Volkmann

Pipe umbrella systems have effectively been used as an additional support system in the working area in weak ground conditions during the last decades. Thus, a considerable number of applications accounts in urban tunnelling with shallow overburden. However, this support system is also successfully used when a tunnel alignment crosses fault zones, sediments, moraines or talus with overburdens from shallow to deep. The pipe umbrella support system itself is termed differently worldwide – synonyms are canopy tube umbrella method, umbrella arch method, or long fore-poling method.One main reason for the increase in application is that this support system closes cost-effectively the gap between reasonable, normal supported tunnels and tunnels supported with more expensive special techniques like horizontal jet-grouting or ground freezing. By using this system, many projects can be built more cost effective without decreasing the common level of safety.The pipe umbrella construction method is pretty young, so the knowledge about this system has been intensely researched in the last decade. This led to an enormous increase in understanding the interaction between support system and surrounding ground, the mode of action, and the important details for construction.Pipe umbrella support systems are applied in difficult ground conditions, so a special developed measurement arrangement was used to observe deformations ahead of the working face during tunnelling. The evaluation of collected data sets identifi ed that cased-drilling systems have clear advantages compared to predrilling systems during the installation process in weak ground conditions. This may become important depending on project requirements, so this difference must be considered in design as well as in the tender document specifications.

Mar 8, 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 H Asche

The Melbourne Metro project has evolved from the Victorian Transport Plan. MM1 is the second major phase of the proposed separation of Melbourne’s radial railway system, creating a line that will operate independently across the metropolitan region. The central section will run beneath the inner suburbs and the central city. The initial project comprises nearly 8 km of twin bore tunnels, three cavern stations and two cut and cover stations, as well as a dive structure and connections with the existing rail system. This paper describes the development of the geological model, a modification of the rock mass classification system derived during the EastLink project and the influence of the geology on the design of the tunnels and stations for the Department of Transport’s business case.The majority of the tunnelling will be in the siltstone and sandstone bedrock. This material has been extensively folded, sheared and intersected by igneous intrusions. A revised rock mass classification system has been developed for the Melbourne Formation to assist in identifying the important engineering properties of the rock and to rationalise the support types required.The Metro’s tunnel alignment crosses the Yarra Delta deposits in the lower reaches of the Moonee Ponds Creek and again at the Yarra itself near Princes Bridge. These deposits vary in extent and thickness over very short distances. The investigation of these materials has been carried out using conventional drilling techniques in conjunction with sonic drilling methods.Over the central section of the Metro, the positions of the new station are determined largely by transport planning requirements and urban development opportunities. However, the stations, and the tunnels, have been the subject of studies, optimising exercises, and selection processes to arrive at the concept design. This paper describes the influence of the varied geology on the development of the design, and the identification and management of the risks in tunnelling under the centre of Melbourne.

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 A Smith

Rock masses usually exhibit scale dependent mechanical properties primarily due to presence of discontinuities and their inhomogeneous nature. One of the essential preconditions for selection of appropriate strength and deformation parameters of a rock mass in relation to tunnel design is assessment of the scale of the joint network relative to the scale of excavation. In tunnel design practice, scale effects are estimated indirectly using small-scale unconfined compressive strength (UCS) tests and rock mass classification based empirical correlations. Large-scale UCS tests have the benefit of direct assessment of anisotropic and scale dependent properties of a rock mass.This paper presents results of a large-scale UCS test on a jointed siltstone. A 450 mm diameter sample with inclined bedding planes was cored and tested in uniaxial compression until failure with load and displacement measurements. The aim of the test is to determine strength and deformation parameters and correlate them with results of small-scale UCS tests of the same sample. The relationships between the small-scale and large-scale rock mass parameters were validated against published correlations from the literature.

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 N Wharmby

In recent years in New Zealand there have been a number of tunnelling and deep directionally drilled pipelines projects that have required access shafts. Often these shafts are in urban environmentswhere vibration and high noise levels are not tolerable. There are a number of methodologies that can be adopted dependent upon the shaft plan area, depth and geology.This paper will describe some different methodologies that can be adopted that use piling methods such as large diameter piles, and secant piles. The paper will use case studies to highlight:· construction methodology,· specific methodology issues and constraints,· lessons learnt, and· recommended specifications.The development of piling technologies in New Zealand has enabled the development of cost effective solutions for the construction of deep shafts in sensitive urban environments.

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 Mather

Fibre reinforced shotcrete has long been accepted as temporary ground support in both mining and civil tunnel linings. Greater knowledge and understanding of shotcrete as an engineering material and advances in its quality have enabled designers to eliminate the requirement of a second pass lining. The initial shotcrete can be used as the permanent tunnel lining or be incorporated into the final lining design, rather than ignored and considered as sacrificial.For the initial shotcrete lining to become a suitable permanent tunnel lining it must be able to establish and maintain stability over time when subjected to all possible loads. To ensure this, best engineering practices are required during the design phase of the project to analyse; ground conditions including rock mass properties, ground and ground water quality, rock mass loadings, excavation sequencing, and construction methodologies.The increased durability of steel fibre reinforced shotcrete over traditional tunnel support, in the right ground conditions, makes it possible to achieve a serviceability design life of greater than 100 years (as required in most infrastructure projects). By specifying a good quality shotcrete mix and ensuring adequate quality control for batching, fibre dosing, preproduction testing, excavation sequencing, and application control, it is possible to eliminate the requirement of a secondary lining. The properties of a suitable permanent lining must be well established using suffi cient preproduction testing in combination with post application monitoring.A major benefit of steel fibre reinforced shotcrete in ground support applications is the removal of any requirement for workers to work under unsupported ground. Its use can also significantly reduce, if not eliminate, the manual handling associated with placing traditional reinforcement such as lattice girders and mesh. Both of these benefi ts are significant with the ever increasing focus on health and safety.This paper highlights factors that must be considered in the design and specifications to enable an initial shotcrete tunnel lining to become the permanent shotcrete tunnel lining.

Mar 8, 2011

By E Claridge

There are a number of major infrastructure tunnelling projects currently underway or proposed in New Zealand, including construction of new road and rail facilities and the refurbishment of existing road tunnels. These new projects have triggered a rethink of traditional practices in underground fire and life safety and local regulation.While there is a current surge in activity, tunnels have been a signifi cant part of New Zealand’s transport infrastructure for over a century. Despite this background, the new projects commonly face challenges that are symptoms of a national regulatory environment that has aspects that are inappropriate for underground environments. There are inconsistencies in local regional regulation and an absence of national guidance and standards relating to tunnel design. Historically, New Zealand has looked across the Tasman for guidance. Although recent overseas tunnel designs present learning opportunities, the adoption of international best practice and standards may not necessarily address local expectations or needs.This paper explores a number of specific matters affecting the design of road and rail tunnels in the New Zealand context, namely; the Building Regulations and associated local consenting processes and parties, and the responsibilities and needs of the New Zealand Fire Service.The discussion highlights the importance of a collaborative approach involving the designer, asset owner, regulators, emergency services, and other parties, and ensuring up-front clarity in design responsibility and ownership of residual risk.

Mar 8, 2011

By A D. Campbell

The Homer Tunnel is located in a remote area of the South Island of New Zealand and carries large numbers of tourists to Milford Sound through an avalanche prone area. The tunnel is 1280 m long with a steep ten per cent unidirectional grade descending to the west. Construction of the tunnel began in the 1930s and was completed to a nominal 6 m width in 1954. In 1996, two passing bays were stripped-out to accommodate bi-directional flow of tourist coaches. During all phases of construction and widening there have been episodes of strain bursting.The condition of the tunnel and standard of internal services is below current international practice, principally in terms of; in-tunnel air quality, fire life safety, ground support, and road safety. A number of near-miss events have occurred involving coach fires on the approaches and inside the tunnel. The national road authority, NZTA, is considering a substantial investment to improve amenity and safety of the tunnel.This paper describes the rationale for the proposed upgrade works and the investigations undertaken to enable that design. A holistic approach to road tunnel safety has been adopted that balances the key interrelated safety drivers, namely; tunnel lining, traffic operations, ventilation, power supply and egress while ensuring continuity of safe access to Milford Sound.

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