Pages From Rowville Rail Study Preliminary Rail Design Report Part2

Appendix E: Tunnelling Advice
Project/Tender : Rowville Rail Corridor

Client : Graham Project Management
Client Representative : Victor Graham

JHT Report 11-060 Rowville Rail Corridor Feasibility Study Input Page 1
SUBJECT: ROWVILLE RAIL CORRIDOR - FEASIBILITY STUDY INPUT_0
1. Scope
Graham Project Management has been engaged to carry out constructability planning
for the proposed Rowville Rail Corridor. Following a meeting with John Holland
Tunnelling in September 2011, Victor Graham of Graham Project Management
requested the following indicative information in relation to TBM tunnelling technique:
1. Budget / indicative cost information for:
CAPEX to purchase TBM machines (Bentonite Slurry and `EPB machine
types based on typical approx 6.6m ID)
TBP setup, assembly and launch (both machine types)
Unit rate costs per metre or per km of twin bore tunnel (ie, 2 x tunnels)
construction (all up civil works complete based on typical approx 6.6m ID).
Please advise whether these figures includes for cross tunnel construction
or not, and if so, frequency/ spacing.
Having considered TBM capital costs and launch costs separately above, is
there an impact on unit production costs for shorter vs longer tunnel
lengths, ie. would there be a change in unit costs/km for 3km of twin
tunnel vs say 7km of twin tunnel, and if so how much?
2. To establish required land areas and minimum pit sizing):
typical launch pit sizing for TBM assembly and launch, and subsequent
materials management for both slurry and EPB machine types.
typical layouts for setup and materials management facilities / depots for
both slurry and EPB machine types (if different)
3. An outline / high level methodology statement for each of slurry and EPB TBM
machine type setup , launch and operational processes.
4. Indicative high level construction timescales for 3km of twin tunnel and 7km of
twin tunnel, allowing for setup within each timeframe.
5. A summary of other machine options / types including double shield gripper and
mixed face, and any other options that may be viable alternatives.
6. A summary of slurry and/ or bentonite plant management process/ requirements
and a Short statement on disposal requirements for excavated material from both EPB
and Slurry TBM machines.



2. Background
The State Government of Victoria is carefully considering a rail connection for the Monash and
Rowville area, connecting Huntingdale and Rowville. The proposed Rowville Rail Line is expected
to significantly increase travel efficiency in the surrounding areas; notably Monash University (C
Considering that the proposed alignment traverses areas of significant development, key issues
arise regarding rail vertical alignment including over ground and underground sections and the
methods of construction.
An initial study focused on cut and cover for the underground sections and a separate report
has been developed to provide initial considerations should bored tunnel be considered as an
alternative.
This report (refer to Appendix) was for preliminary guidance only and the recommendation from
the consultant was to treat the report as such.
They also note that the low level and provisional nature of the detail provided in the report for
tunnelled alternatives for the Rowville Rail Study means that it is not presently sufficient for
costing purposes. It may be subject to significant change during the course of further design
development and this aspect should also be noted in the live Project Risk Register.
Also developed by the consultant is a desktop geological and geotechnical assessment with the
objective to develop an understanding of the likely subsurface soil, rock and groundwater
conditions along the proposed alignment.
It found that the proposed alignment crosses various geological units. The immediate areas
adjacent to Dandenong Creek and other water bodies that transect the alignment, are likely to
be underlain Quaternary Alluvium. The subsurface soils are anticipated to comprise silts, sands,
clays and some gravels. Shallow groundwater is likely, and as a consequence, excavations will
require support and groundwater inflows to excavations will require management.
Tertiary Brighton Group, which comprise over-consolidated clays, sandy clays and clayey sands.
Iron-oxide cemented zones that are generally 0.3m to 0.4m thick, and up to 1.5m thick, can be
encountered in this unit and can be occur at any depth (Peck et al). These zones may require
greater excavation effort, if encountered.
Lower Devonian to Upper Silurian formations are encountered, comprising mostly of weathered
Siltstone and some Sandstone typically low to medium strength, but some higher strength
sandstone bands may be encountered.
From a ground water perspective the report anticipates that the groundwater level along the
alignment will range from 5m to 10m below the surface level and that shallow groundwater
levels should be expected adjacent to Dandenong Creek and other water courses.


3. Responses to Questions Raised
3.1 Budget / indicative cost information for:
Please note that the numbers quoted in this response are direct cost numbers and do not
allow for overheads, contingencies, mark up etc.
Typically the sell price can be in the order of two times the direct job cost but in applying this
type of factor you need to be careful that you are using direct job costs only.
3.1.1 CAPEX to purchase TBM machines (Bentonite Slurry and `EPB machine types based on typical
approx 6.6m ID)
Assuming an FX rate of 0.75 Euro to the AUD then an indicative purchase price for a Metro
sized (6.6m ID) EPB TBM would approximately Twenty One million AUD.
For a slurry TBM the price would increase to approximately Twenty Two million AUD.
Typically you can assume a buy back on the TBM of up to Ten percent.
You should also allow for mobilisation and demobilisation to/from site which would be in the
order of one and a half to two million dollars.
3.1.2 TBM setup, assembly and launch (both machine types)
The TBM Site set up does vary between the two types of TBM and a rough order of direct cost
would be as follows;

3.1.3 Unit rate costs per metre or per km of twin bore tunnel (ie, 2 x tunnels) construction (all up
civil works complete based on typical pprox. 6.6m ID). Please advise whether these figures
includes for cross tunnel construction or not, and if so, frequency/ spacing.
The segmental lining cost for these size tunnel would be around $7,000 (DJC) per meter and
can be applied to both EPB and TBM tunnels. Please note that this rate excludes the track
slab works.
From an excavation perspective the EPB tunnel would cost in the order of $6,500 (DJC) per
meter whereas the slurry TBM is slightly more expensive at $6,750 (DJC) per meter of tunnel.
Due to the fact that they are typically excavated in free air the cost of cross passages is
strongly dependent on the ground conditions that they are being excavated in. However a
rough order of cost would be $1 to 1.5M (DJC) per cross passage.
In metro tunnels the cross passage spacing is typically around 250m apart.
EPB Slurry
TBM Set Up - Site Establishment 2,500,000 $ 2,750,000 $
TBM Assembly 2,000,000 $ 2,250,000 $
TBM Launch 1,000,000 $ 1,250,000 $
5,500,000 $ 6,250,000 $

3.1.4 Having considered TBM capital costs and launch costs separately above, is there an impact
on unit production costs for shorter vs longer tunnel lengths, ie; would there be a change in
unit costs/km for 3km of twin tunnel vs say 7km of twin tunnel, and if so how much?
If we ignore the capital and launch cost s and only focus on the impact on the excavation rate
associated with increasing the drive lengths from 3km to 7km then the rate would increase by
approximately $100/m (ie; for the EPB TBM the rate would increase from $6,500 to $6,600)
which is not that significant to the extra cost of an additional TBM.
The reason for the rate increase is roughly the same is that both will require additional rolling
stock and upgraded power supply infrastructure and whilst the EPB will require its conveyor
system to be upgraded, the slurry TBM will require upgrades to its slurry pumping system
which results is a reasonably balanced increase in the excavation rate.
3.2 To establish required land areas and minimum pit sizing):
3.2.1 Typical launch pit sizing for TBM assembly and launch, and subsequent materials
management for both slurry and EPB machine types.
Whilst there is some flexibility with room for TBM launches, the small the area the higher the
cost and the longer the launch will take. Examples of typical launch pit sizing for both slurry
and EPB TBMs are provided in Appendix A.
3.2.2 Typical layouts for setup and materials management facilities / depots for both slurry and
EPB machine types (if different)
Typical site layouts with areas required for the different plant and laydown areas are provided
for both Slurry and EPB TBMs in Appendix A as well as typical layouts required for operations
within the launch pit at tunnel level and an example of an inclined coveyor in a typical station
box.
3.3 An outline / high level methodology statement for each of slurry and EPB TBM machine type
setup , launch and operational processes.
3.3.1 EPB TBM Tunnel Operational Processes
EPB technology is fundamentally based on the use of the excavated ground as a supporting
medium in the excavation chamber. During the TBMs excavation stroke the ground is
extruded through the openings of the cutter head and into a screw conveyor situated within
the TBM. By balancing the thrust speed of the TBM and the rotation of the screw conveyor it is
possible to utilise the excavated material within the screw conveyor to establish a controlled
volume and controlled face support pressure.
In general terms the EPB TBM excavates as it drives forward then erects a precast concrete
segmental ring in its rear shield that seals against the previous ring. The TBM then drives
forward again off the newly installed segment ring. At no time is the crew exposed to
unsupported ground. In fact, the crew do not see any open ground in the TBM tunnelling
operation.
A precast concrete segmental lining will be supplied behind the machine. The segmental lining
will be made up of individual units with a combined elastomeric/hydrophilic gasket that abuts

between the precast units and the previous and following segment ring so as to prevent
ingress into the tunnel of water or fine material.

The segment ring being erected inside the shield of the TBM has a lesser diameter than the
excavated tunnel diameter. This void is progressively and automatically filled via the TBM tail
shield with an AB type (2 part) grout as the TBM excavates its way forward. The AB grouting
system ensures that the newly erected ring is fully grouted as it exits the tail shield. This
process is deemed critical to ensuring that the newly erected ring holds its shape as it exits the
tail shield and that the risk of ring floatation is offset, especially in the rock sections along the
alignment. Tail void grouting also reduces the extent of ground movement and potential
surface settlement.
While excavating the TBM tunnel it is crucial that the volume of material being removed
trough the machine is constantly monitored and recorded. The volume of material excavated
will be compared to the theoretical excavation volume (pre-calculated) in order to determine if
there is a significant enough difference. An actual excavated volume greater than or less than
the theoretical volume can have a detrimental effect upon the surrounding and overlying soils.
An actual volume greater than the theoretical one for an excavated ring is known as Volume
Loss.
Concurrent to TBM tunnelling monitoring, ground surface movement monitoring will be
undertaken by a full time survey team to ensure that ground movement does not exceed the
prescribed limits set under the Contract. Surface settlement may indicate that volume loss
through over excavation has or is taking place. Surface instrumentation will include ground
settlement points, building settlement points, magnetic probe extensometers (borehole),
vertical inclinometers (borehole), utility monitoring points and tilt points.
The annulus grouting is a key operation in the tunnelling process to ensure surface settlement
and ring movement are minimised. Commonly this is carried out using a two component grout,
also referred to as A/B grout, consisting of Part A (cement, bentonite, water and retarder)
and Part B (sodium silicate).
Grouting will be carried out to the calculated pressures and volumes placed, then checked
against surface movements to ensure the calculations and assumptions are correct.
Spoil excavated from the tunnel by the tunnel boring machine will be transported through the
cutterhead by the machines screw conveyor. This will discharge onto the TBM conveyor belt
which will transfer onto the tunnel conveyor at the rear of the TBM back up gantries and
transport the excavated material through the length of the bored tunnels.
3.3.2 EPB TBM machine type setup , launch
The break-in to the ground or launch from the TBM launch shaft will be undertaken. As the
EPB TBM operates an earth pressure balancing system, a two-stage seal ring must be installed
against the launch-shaft end wall to prevent loss of air pressure around the shields and to
prevent possible ingress of ground water and soil into the launch shaft.

Prior to the break-in (launch) of the TBM from the launch shaft, the following operations must
have been successfully completed:
ground treatment (where required) outside the launch-shaft end wall;
preparation of the end wall and installation of the TBM seal ring;
assembly and commissioning of the TBM, including temporary steel thrust ring installed
within the tail shield;
installation and commissioning of tunnel services;
installation of TBM thrust frame in the shaft base, and
temporary ring build and push TBM through the seal.
If the launch shaft is to be constructed using diaphragm walls, whereby the reinforcing steel in
the diaphragm wall in the zone through which the TBM will excavate will be replaced with
fibreglass reinforcement, creating what is termed a soft eye. That enables the TBM to
excavate through the concrete wall, cutting out the fibreglass reinforcement as it progresses.
An in-situ reinforced-concrete seal wall will be built against the diaphragm to provide:
a perpendicular face for the TBM seal to fix to in the case where the TBM is
launched on an up or downward grade;
a smooth face for the seal ring to be placed as the diaphragm wall will contain minor
irregularities as it has been cast against the ground.
The two-stage seal ring will be designed to prevent the ingress of ground water and fine soils
and maintain the pressure for the launch.
For the TBM to start excavation, all systems must be operating. The spoil from the excavation
needs to be transported by the conveyor system. The seals at the shaft must be in place for
the system to work.
The TBM is ready for launch when all the operating systems have been tested and accepted,
the Stage 1 seal and the pushing frame installed, survey confirms that the machine and
guidance systems are operating and are correct and the S1 seal ring and TBM has been water
tested and accepted.
The steps for launching an EPB TBM are:
1. Erect a second liner ring, spear bolted to the previous ring. The machine is ready to start
driving forward off the erected liner rings and the thrust frame.
2. The head of the machine will be inside the Stage 1 seal and the S1 seal will be pushed up
hard against the outer shell of the TBM shield.
3. Start excavation of the launch shaft wall using the full TBM operating systems. The
gaskets in Stage 1 seals will prevent slurry loss from the outside of the TBM into the shaft.

4. Push a full stroke slowly, monitoring the seal ring clearances.
5. Excavate and build rings and when the end of the TBM tail shield reaches the S1 seal
excavation must stop.
6. S2 seal is installed. It fixes to Stage 1 seal and is made of two pieces so it passes snugly
around the TBM and the liner ring exposed at the tail shield;
7. The void between the seal rings, tail shield, the wire brush seals and the exposed liner
ring is fully grouted tight to ensure a good seal between the lining and the seal ring.
8. Production tunnelling proceeds after the fully grouted Stage 2 seal has set.
When the TBM has excavated and installed a sufficient number of precast concrete rings to
give ground friction, the thrust frame will be removed. Also, rings within the launch shaft that
were erected for the TBM launch that are not required will be removed.
3.3.3 EPB TBM Break-Out to Shaft (Reception)
Prior to the break-out (reception) of the TBM the following operations must have been
successfully completed:
If necessary any steel temporary works removed and shotcrete eye constructed with
fibre reinforcement; and if required ground treatment outside the launch-shaft end wall;
Control survey when the TBM is approximately 100 metres from the break-out to
ensure the TBM is correctly aligned to the reception point, and
Ensure the shield cradle to receive the TBM is accurately located at the reception point.
A seal ring may or may not be required at the reception point, this depends upon ground
conditions and groundwater pressures present here.
3.3.4 Slurry TBM Tunnel Operational Processes
Whilst the EPB TBM controls the face pressure by mixing foam and other additives with the
excavated material at the front of the TBM to create a flowable paste that is used to match the
pressure being exerted on the front of the TBM by the insitu ground a slurry supports the
excavation face by a pressurized, bentonite slurry pumped into the excavation chamber. The
slurry is substantially composed of a bentonite suspension in water, with some additives if
necessary. The excavation chamber, called the plenum, is a space between the excavation
face and a steel bulkhead (separating the plenum from the remaining part of the TBM), where
the excavated material is collected and mixed with the slurry. A pumping system performs the
functions of feeding the fresh slurry to, and removing the muck from, the plenum through a
pipeline.
The balance between inflow and outflow involved in this cycle allows the slurry to be
maintained under pressure in the plenum. By the variation of the inflow and/or outflow of the
slurry, it is possible to control the face-support pressure value.

In the case of the Hydroshield a supplementary bulkhead, installed further behind the primary
bulkhead, creates a room or an auxiliary chamber, which is divided into two functional
compartments. The compressed air in the air cushion can push the slurry to the plenum in
front, maintaining it under pressure. The air cushion pressure can be managed through an
automatic regulation system. Consequently, it is possible to control the slurry pressure. The air
bubble also acts as a compensative shock absorber to the unavoidable pressure fl uctuations
in the plenum.
3.3.5 Slurry TBM machine type setup , launch
The setup and launch for a slurry TBM is similar to that for an EPB TBM the only major
difference is that a slurry TBM requires less room primarily due to the fact that it utilises the
slurry circuit to remove the excavated material whereas an EPB utilises both a screw conveyor,
primary belt conveyor and a continuous conveyor all of which require additional room when
compared to the system of pipes and pumps utilised by a slurry TBM. In addition an EPB TBM
requires a conveyor system capable of removing the spoil out of the shaft or station box which
is achieved either by an inclined or vertical conveyor.
Please refer to the appendix of typical site layouts, station box layouts for TBM launches as
well as for operations.
3.4 Indicative high level construction timescales for 3km of twin tunnel and 7km of twin tunnel,
allowing for setup within each timeframe
Typical time scales for a metro tunnel from contract award would be as follows;
Client/Environmental/Superintendent Approvals first 3 to 6 months
Initial design approvals (including segmental lining design approval which is
required to order a TBM) can take from 6 to 9 months due to typical Victorian
Government Contract Conditions
Mobilise to site 3 to 6 months
Negotiate and award TBM Supply contract utilising unapproved design drawings 6
months from award
TBM Manufacture 12 months
TBM Shipment 2 months
TBM Assembly and commissioning 3 months
If you are ordering and launching two TBMs we typically allow for a 1 to 3 month
stagger to ensure the first TBM gets sorted before we start assembly of the second
TBM launch and learning curve 1 month
Slurry/EPB average weekly advance rate say 65m/week based on 11x10hr shifts/wk
Cross passage excavation and fitout typically occurs after main tunnel excavation
and takes in the order of 3 months per cross passage (1 month excavation/ 1 month
lining and 1 month civil fit out)
Assume 6 weeks shutdown per year
TBM disassembly is typically 2 months
Tunnel services removal and clean up is around 50 to 100m per day
Track slab installation and tunnel fit out is not included in the schedule above.

3.5 A summary of other machine options / types including double shield gripper and mixed face,
and any other options that may be viable alternatives.
There are various types of TBMs available and the selection of the best type is generally based
on ground conditions. The table below slows typical configurations for hard rock drives with the
Gripper TBMs being best suited for hard rock and the shield TBMs suited for softer rock where
ground water and mixed face conditions are not deemed a problem.


3.6 A summary of slurry and/ or bentonite plant management process/ requirements and a
Short statement on disposal requirements for excavated material from both EPB and Slurry
TBM machines.
3.6.1 Slurry Management on the TBM
On startup of a slurry TBM the operator prepares the slurry system as follows:
TBM operator contacts the STP operator to confirm previous advice from the STP
operator that the STP is ready to commence receiving slurry flow. The TBM
Operator confirms with the Tunnel Foreman that the STP is ready to receive flow;
TBM operator checks the valve in the slurry system that bypasses the excavation
chamber is open, and the excavation chamber control valves are closed (refer to
Figure 1);
There are two pumps in the system, the slurry feed pump located on the surface
and the slurry suction pump located on a TBM back-up trailer. The feed pump
pumps slurry into the face from the STP on the surface, the suction pump sucks
slurry out of the face and pumps it to the STP on the surface. After an appropriate
length of tunnelling a booster pump will be used;
TBM operator starts the two slurry pumps at Zero setting and the speed of the
pumps and hence the flow rate are steadily increased by turning the speed control
potentiometer. The speed, current, flow and pressure are displayed in the TBM
operators cabin;
The pumps will not start if the bentonite level in the face or active tank at the STP is
not high enough. The minimum level in the active tank is 1 metre above the inlet to
the pump P1.1;
Increase the flow rate on both pumps to the required rate (m3 per hour) and
commence the TBM hydraulic start up;
Achieve a constant flow and quality in bypass mode. The TBM Operator contacts
and confirms with the STP operator that the slurry quality is acceptable to start
excavation;
If it is not acceptable, the slurry system continues in bypass mode with the slurry
being treated in the STP, until the STP operator confirms the slurry quality is
acceptable;
The TBM Operator then opens the valves to the excavation chamber. The valve to
the centre of the cutter head is to remain closed during normal operation as it is to
be used for flushing the cutter head if it becomes clogged with clay;
Close the bypass valve at the front of the machine, and;
TBM is ready to increase flow for excavation to the required flow rate (m3 per hour)
and commence advance.
If the slurry system is already operational and in bypass mode then only the last 5 dot points
above only apply.
3.6.2 Slurry Management on the Surface.
The actual slurry treatment plant size and configuration is dependent on the TBM advance rate
and size but predominately on the type of material being excavated. Typical treatment
processes include;

Desanding:
The separation of the solids in the desander is achieved by hydrocyclones. The screens are
used for the dewatering of the solids that have already been ejected from the hydrocyclone
underflows. For efficient solids separation the hydrocyclones should operate with the feed
fluid having a solids content of less than 20% by weight. It is therefore desirable to run the
slurry cleaning system with a fluid having a relatively low weight in order to be within the
range where the hydrocyclones operate near their highest efficiently.
If the weight of the slurry is too high then the d50 cut point of the hydrocyclones becomes
coarser and hence more solids remain in the slurry which increases the slurry weight even
further. Our evaluation of hydrocyclone performance and the requirements for fine particle
separation are based around an optimum operational slurry weight, for this project, of 1.06 to
1.2 S.G. although higher weights can be used if necessary.
The circulation slurry would be pumped, from the tunnelling machine to the inlet of the
header box of steeply declined deck primary shaker. The slurry would then discharge from the
header box on to the wedge wire screen deck of the shaker. The oversize solids would be
separated and discharged from the shaker on to a conveyor, for removal. The coarse screened
fluid would fall from the shaker in to the hopper tank from where mining pumps would pump
the slurry to the inlet of each large hydrocyclone on each of two desander / desilter units.
Each desander/desilter unit has a hydrocyclone for the separation of coarse materials,
including sand-sized particles. The hydrocyclone underflow discharges on to the screen of a
heavy duty linear motion inclined deck dewatering shaker. The overflow from the
hydrocyclone passes to the pump tank below the shaker module and from this tank it is
pumped to desilting hydrocyclones, mounted above the shaker in the upper module. These
hydrocyclones discharge their underflows to the dewatering shaker while their overflows pass
to the pump tank below.
Some of the hydrocyclone overflow is used to dilute the incoming slurry while the remainder
passes to a clean slurry compartment from where a pump with a variable speed, inverter
controlled 45kW motor discharges the slurry to the first of the active system slurry storage
tanks. The inverter receives its signal from a tank mounted level sensor.
The dewatered solids are discharged off the front on to a conveyor for removal by others. The
shaker screen underflow falls in to the tank below and is recycled as part of the feed slurry to
the 5 hydrocyclones. This units are connected together by large diameter slurry level
balancing pipes which automatically transfers slurry from one machine to another in the event
of the rate of slurry feed to a unit being different to the slurry discharge from that machine.
This inter-unit flow ensures that there is a constant supply of slurry to the hydrocyclone feed
pumps and hence the performance of the hydrocyclones is consistent.
Fine cleaning (desilting):
In rock it could be expected that the rock will produce relatively small quantities of fines but
nevertheless it will be necessary to remove some of the slurry from the active system and

replace this volume with cleaned slurry, water or occasionally fresh bentonite, in order to
maintain acceptable slurry properties.
For slurry that is processed by centrifuging without flocculation (desilting mode) the slurry that
is to be processed would be obtained from near to the bottom of the conical base of one of
the circular main storage tanks and pumped from there by a centrifugal pump to the inlets of
the peristaltic (tube type) feed pumps that supply the centrifuges. The peristaltic pumps
would supply the slurry, at an accurately controlled flowrate, to the centrifuges. Upon entering
the centrifuge the slurry would be subjected to high G force which would cause most of the
fines larger than about 10m to settle out of the fluid. The separated solids would be
discharged from the solids end of the centrifuge as a silty sludge. The cleaned slurry would exit
from the liquid end of the centrifuge and would fall in to the tank below the centrifuge from
where it would be pumped to the slurry storage tanks for reuse by the TBM.
Waste slurry:
Waste slurry would be treated by flocculation and the flocculated sludge would be partially
dewatered by centrifuging. The flocculation plant is used to prepare dilute flocculant and has a
rectangular 20 cubic metre capacity aging tank with vertical shaft agitator. A solid grade
flocculant mixing unit is mounted above the aging tank and contains a stainless steel hopper in
to which the solid grade flocculant powder is placed. The outlet from the hopper is connected
to a variable speed screw feeder which transports the powder at a controlled rate to the
wetting head where the powder is mixed with fresh water. The water and wetted grains of
flocculant fall in to the aging tank which should already be almost full of fresh water or
recycled centrate. The contents of the aging tank would be stirred and agitated so that the
wetted flocculant powder is mixed in to the main body of fluid. The yielded dilute flocculant
would then be pumped to a flocculant storage tank. A quantity of yielded dilute flocculant
could be kept in store ready for use by the centrifuges.
The waste slurry that is to be processed by flocculation would be obtained from near to the
bottom of the conical base of one of the circular main storage tanks and pumped from there
by a centrifugal pump to the inlets of the peristaltic feed pumps that supply the S5 and S4
centrifuges. The peristaltic pumps would supply the slurry, at an accurately controlled
flowrate, to the centrifuges. If required dilute coagulant / electrolyte would be added by
variable speed peristaltic pumps to the feed to the centrifuges. Dilute flocculant would be
dosed from the flocculant storage tank, by variable speed peristaltic pumps, through injection
manifolds in to the pipework through which waste slurry is being supplied to the centrifuge.
Flocculation of the slurry would take place in the feed pipework prior to the slurry entering the
centrifuge. The centrifuge subjects the flocculated slurry to a high G force which causes
partial dewatering of the sludge with the partially dewatered sludge being discharged from the
solids end of the centrifuge on to a conveyor for disposal. The centrate, would be discharged
from the liquid end of the centrifuge and would fall in to the tank upon which the centrifuge
mounts. The centrate would be pumped from the tank and would be available for reuse in the
active slurry system, in the making of more dilute flocculant or would be pumped to the local
disposal point.


The fine cleaning plant includes centrifuges. These machines are equipped with variable speed
bowl drives, variable speed scroll (internal conveyor) drives, PLC control systems and are each
supplied with fluid by variable speed positive displacement peristaltic pumps. These easily
changed variable parameters provide very wide flexibility for the control and operation of the
centrifuges thereby allowing them to be operated in the best mode to suit the prevailing
conditions. The PLC control unit allows automatic scroll boost and pump speed regulation to
prevent centrifuge plugging and to maximise safe centrifuge throughput capacity The amount
of cleaned slurry that needs to be processed by flocculation depends upon the amount of fine
materials that remain in the slurry after cleaning. This amount will depend, amongst other
factors, on the nature of the strata being excavated, the mechanics of cutting and transport of
the cuttings in addition to the efficiency of the desanding equipment.
Slurry mixing and storage:
It is anticipated that a bentonite slurry will be required during most of the tunnelling and at
times of interventions. The bentonite slurry would be made from fresh water and bentonite
powder at an expected concentration of about 3.5-5%. The fluid released from the flocculation
process will have a pH that is influenced by the pH of the bentonite slurry and it may be that
there will be strict criteria on the pH of any fluids disposed of to the public sewer system or to
the natural environment. In order to minimise the cost of pH adjustment to these waste fluids
it is desirable that the bentonite slurry should be mixed and used at a pH comparable to that
acceptable for fluid disposal to the sewers or disposal point.
The bentonite mixing plant would comprise at least a 20m3 capacity bentonite mixing tank
with a venturi jet mixer with conical hopper for the introduction of the bentonite powder,
from big bags or silo, in to the fluid stream and a pump with 30kW motor. The tank would be
filled with fresh water, and then the pump would be used to pump this water from the tank,
through the venturi mixer and back to the tank. While this is happening bentonite powder
would be added, through the venturi mixer, to the fluid stream. The fresh bentonite slurry
would be recycled through the tank, pump and mixer until the required amount of bentonite
powder had been added. Once fully mixed the fresh bentonite slurry would be transferred to a
storage tank to allow the bentonite to yield further. When required the mixed and yielded
bentonite could be transferred to the active system by manipulating valves so that the pump
transfers the slurry through hoses and pipes to the main active slurry storage tank. A separate
centrifugal pump would be used to circulate slurry within the active slurry tanks.


4. APPENDIX A Typical Layouts for Slurry /EPB launch and operations
SITE INFRASTRUCTURE AND PLANT - ANTICIPATED NOISE OUTPUT AT SOURCE
AREA # ITEM
DAY USE
ONLY
DAY & NIGHT
USE
NOISE LEVEL
RATING
ANTICIPATED NOISE OUTPUT AT
SOURCE (nominal 1m)
POTENTIAL MITIGATION MEASURES / COMMENTS
SITE INFRASTRUCTURE
1 Gantry Crane High Winch 85 dB(A) Loading noise (chains etc.) main source
2 Vertical Spoil conveyor High 80 dB(A) Will likely need cladding
3 Horizontal spoil conveyor High 90 dB(A) Will likely need cladding
4 Air ventilator (fans) Mod 79 dB(A) [for 2 fans] Rating includes twin silencers to be fitted to each fan
5 Main spoil bin High 90 dB(A) Form a separate shielded night bin
6 Segment / TBM yard - - Not to be used at night
7 Workshop / Toilets / Low 65 dB(A)Toilet & 95 dB(A)WkShop Shielding may be required around grinding equipment
7 Cribroom / site office Low 65 dB(A)
8 Compression chamber - - Runs of site compressors
9 Equipment store Low 65 dB(A)
10 Mechanical store
Low 65 dB(A)
11 Electrical store Low 65 dB(A)
12 Oxy storage Low 65 dB(A)
14 Pipe & bracket storage Mod 75 dB(A) Keep N/S supplies in shaft
13 Rail assembly yard - - Keep N/S supplies in shaft
15 Water cooling plant
High 90 dB(A) Air-con noise - cladding may be required
16 Air Compressors Low-Mod 70 dB(A) Ref to ISO 2151 - ISO 9614/2
17 Grout plant Low-Mod 70 dB(A)
18 Water Treatment Plant Low-Mod 70 dB(A)
19 Bunded chemicals - - Keep N/S supplies in shaft
20 Storage / laydown yard - - Not to be used at night (no deliveries)
21 High voltage switch yard Low 75 dB(A) Air-con / fan noise
22 Main site (project) offices Low 65 dB(A) Not likely to be used at night
23 Alimak Mod-High 80 dB(A) Ensure mechanism is well maintained
VEHICLES / PLANT
Site utes Mod-High 85 dB(A) Enforce minimal use of vehicles at night
Forklift truck Mod-High 85 dB(A) Minimise use, disconnect reverse beeper at night
Loader
High 111 dB(A) Use only if necessary, disconnect reverse beeper at night
Site crane lorry High 95 dB(A) Use only if necessary, disconnect reverse beeper at night
Haul trucks High 95 dB(A) Should not be used at night
Concrete trucks High 95 dB(A) Should not be used at night
Tunnel locos High 95 dB(A) Minimise runs, keep speed / revs low
AREA # ITEM AREA (m) CREATE
1 GANTRY CRANE x 2 -
2 VERTICAL SPOIL CONVEYOR -
3 HORIZONTAL SPOIL CONVEYOR -
4 AIR VENTILATOR x 2 -
5 MAIN SPOIL BIN 1740
6 SEGMENT/TBM YARD 1805
7 WORKSHOP/TOILETS/ 336
CRIBROOM/OFFICES
8 COMPRESSION CHAMBER 15
9 EQUIPMENT STORE 15
10 MECHANICAL STORE 15
11 ELECTRICAL STORE 15
12 OXY STORAGE 15
13 PIPE & BRACKET STORAGE 462
14 RAIL ASSEMBLY YARD 500
15 WATER COOLING PLANT 45
16 AIR COMPRESSORS 50
17 GROUT PLANT 130
18 STOREAGE/LAYDOWN YARD 475
19 BUNDED CHEMICALS 60
20 WATER TREATMENT PLANT 661.5
21 HIGH VOLTAGE SWITCH YARD 203
22 SITE OFFICES/CRIB/CHANGE 600
(2 STORIES)
23 ALIMAK 8
- TBM ROAD SURFACE 2167
- NORMAL ROAD SURFACE 2100


Appendix F: Geotechnical Report

SINCLAIR KNIGHT MERZ
The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd.
I:\SBIF\Projects\SB19323\Technical\Engineering Report\Inputs to report\Rowville Desktop Geotechnical Assessment Rev2.docx PAGE 1
1. Introduction
SKM understands that the State Government of Victoria is considering a rail connection for
the Monash and Rowville area, connecting Huntingdale and Rowville. The proposed Rowville
Rail Line is expected to significantly increase travel efficiency in the surrounding areas;
notably Monash University (Clayton Campus) and the nearby technology precinct.
Considering that the proposed alignment traverses areas of significant development, key issues
arise regarding rail alignment and accordingly, ground conditions become a major focus.
The objective of this desktop geological and geotechnical assessment is to develop an
understanding of the likely subsurface soil, rock and groundwater conditions along the
proposed alignment options. Two alignment options have been considered for this desktop
assessment, being Wellington Road and Golf Course North options.
The information presented in this report is based on the review of existing geological and
geotechnical data and our in-house experience within the area.
The geological and geotechnical data sources used in the preparation of this desktop
assessment were:
Peck, WA, Neilson, J L, Olds, RJ , Seddon, KD (1992), Engineering Geology of
Melbourne
Published geological maps
Melbourne Groundwater Map
Sinclair Knight Merz (2002); Mitcham to Frankston Freeway Contract 5510 Site
Conditions Information.
A full reference list is presented in Section 4.

Rowville Rail Corridor
Desktop Geotechnical Conditions

2. Geological and Geotechnical Framework
2.1 Geology of Proposed Alignment Options
The geological map indicates that the proposed alignment traverses the following geological
units:
Quaternary low-level alluvium, comprising silts, sands and clays;
Tertiary Brighton Group, comprising sandy clays, clayey sands and gravels;
Lower Devonian to Upper Silurian Siltstone, comprising inter-bedded siltstone and
sandstone.
2.2 Geotechnical Units
The proposed alignment options cross various geological units. The immediate areas adjacent
to Dandenong Creek and other water bodies that transect the alignments, are likely to be
underlain Quaternary Alluvium. The subsurface soils are anticipated to comprise silts, sands,
clays and some gravels. Shallow groundwater is likely, and as a consequence, excavations will
require support and groundwater inflows to excavations will require management.
Tertiary Brighton Group, which comprise over-consolidated clays, sandy clays and clayey
sands. Iron-oxide cemented zones that are generally 0.3m to 0.4m thick, and up to 1.5m thick,
can be encountered in this unit and can be occur at any depth (Peck et al). These zones may
require greater excavation effort, if encountered.
Lower Devonian to Upper Silurian formations are encountered, comprising mostly of
weathered Siltstone and some Sandstone typically low to medium strength, but some higher
strength sandstone bands may be encountered.
The SKM (2002) geotechnical site investigation report for the Mitcham to Frankston Freeway
(Eastlink) contains four boreholes where the proposed alignment along Wellington Road
intersects Eastlink. Based on the borehole logs, this site is underlain by approximately 3m of
low plasticity Silty CLAY, in turn underlain by highly weathered SILTSTONE.
Further discussions of the anticipated ground conditions for each section of the proposed
alignment options are discussed Section 3.
2.3 Groundwater
A review of historical information available from groundwater bores drilled in the vicinity of
the rail alignment as recorded in the Victorian Groundwater Database has been undertaken. A

number of bores were located around sections of the proposed alignment however limited
groundwater information is available.
Based on the Melbourne Groundwater Map, which maps the surface aquifer depth across the
Greater Melbourne region, it is anticipated that the groundwater level along the alignment will
range from 5m to 10m below the surface level.
Shallow groundwater levels should be expected adjacent to Dandenong Creek and other water
courses.
3. Preliminary Assessment of Geotechnical Conditions
3.1 General
Two alignment options, being Wellington Road and Golf Course North options, are
considered. Commencing at Huntingdale Station, both alignment options traverse Wellington
Road to Dandenong Creek. From this point, the Wellington Road option continues along
Wellington Road until Stud Road, and then traverses north along Stud Road to Stud Park
Shopping Centre. From Dandenong Creek, the Golf Course North traverses generally north-
east through Kingston Links Golf Course to Stud Park Shopping Centre.
The alignment options are shown on Figure 1, which presented on an extract of the geological
map.
3.2 Wellington Road Alignment Option
Chainage 17,850 (Huntingdale Station) to Chainage 21,250
This section of the alignment is likely to comprise cut and cover construction. Based on the
geological map, this section mapped as Brighton Group which is likely to comprise fine to
coarse sand, clayey sands and some ferruginized (cemented) sands.
Chainage 21,250 to 24,800
This section of the alignment is likely to be supported by an elevated structure. Based on the
geological map, this section is also mapped as Brighton Group, which is likely to comprise
fine to coarse sand, clayey sands and some ferruginized (cemented) sands.
Chainage 25,200 to Chainage 26,600 (Dandenong Creek)
This section of the alignment is likely to comprise cut and cover construction. Based on the
geological map, this section mapped as Brighton Group which is likely to comprise fine to
coarse sand, clayey sands and some ferruginized (cemented) sands. It should be noted that cut
and cover excavations could encounter weathered siltstone underlying the Brighton Group
materials as the alignment approaches Dandenong Creek.

Chainage 26,600 (Dandenong Creek) to Chainage 30,450 (Stud Park Shopping
Centre)
This section of the alignment is likely to comprise an elevated structure over Dandenong Creek
and Eastlink, and then a cut and cover tunnel for approximately the final third of the
alignment.
Based on the geological map, the elevated structure traverses siltstone to the east of
Dandenong Creek, which is likely to comprise residual soils overlying weathered siltstones. In
the area to the west of Dandenong Creek, the elevated structure traverses alluvial soils of
unknown thickness until the alignment reaches Eastlink. To the east of Eastlink, the
underlying material is mapped as Silurian Dargile Formation, which comprises residual soils
overlying weathered siltstones.
The final section of the alignment is likely to comprise a cut and cover tunnel until the
alignment reaches Stud Park Shopping Centre. Based on the geological map, this section is
also underlain by Dargile Formation residual soils and weathered siltstones.
3.3 Golf Course North Alignment Option
Chainage 26,600 (Dandenong Creek) to Chainage 30,450 (Stud Park Shopping
Centre)
The Golf Course North alignment option is likely to comprise an elevated structure. Based on
the geological map, the elevated structure traverses predominantly alluvial soils of unknown
thickness, until the alignment as it approaches Stud Road, where weathered siltstone is
anticipated.
4. Geotechnical Implications
4.1.1 Excavations
It is expected that topsoil, fill materials, natural soils and highly weathered siltsone may be
excavated using conventional excavation equipment such as tracked excavators, or road-
headers for cut and cover construction. Excavators equipped with hydraulic impact breakers
will be required to loosen any less weathered siltstone or sandstone and cemented sands within
the Brighton Group, where encountered.
Consideration of near surface groundwater levels should also be included when planning any
excavations adjacent to water courses, particularly Dandenong Creek.
Excavations in soils will be required to be battered or shored. Retaining systems may be
required in areas where excavations cannot be battered due to lack of space.

4.1.2 Foundations
Shallow spread foundations to support buildings and station platforms should be founded
beneath any topsoil or fill materials and within the underlying natural soils or rock. However,
natural materials below the water table can often be soft and become unstable when exposed.
Pile foundations will be required to support structures subject to higher axial and lateral loads.
These could comprise cast in situ bored piles, driven piles or non-displacement piles
(Continuous Flight Auger), as appropriate.
Ultimately the final footing solution is dependent on specific structural loads and geotechnical
conditions.
5. Geotechnical Investigations
The subsurface conditions and assessment of strength and material properties are a critical
issue for the design, and therefore there is a cost-benefit in obtaining data at targeted locations
along the alignment. Site specific geotechnical investigations comprising borehole drilling
with in situ testing, Cone Penetration Tests (CPTs), and laboratory testing should be
performed.
The results of the geotechnical investigation would form the basis of the geotechnical model
for the site, which would be used to assess foundation design parameters, excavations, slope
stability, groundwater control and settlement.
6. References
Peck, WA, Neilson, J L, Olds, RJ , Seddon, KD (1992), Engineering Geology of
Melbourne.
Geological Survey of Victoria (1997) 1:250,000 Melbourne.
Geological Survey of Victoria (1997) 1:63,360 Ringwood .
Sinclair Knight Merz, Department of Sustainability & Environment, Smart Water Fund;
Melbourne Groundwater Map.
Sinclair Knight Merz (2002); Mitcham to Frankston Freeway Contract 5510 Site
Conditions Information.

Liz Mooney
Geotechnical Engineer

LEGEND
Quaternaryalluvium
TertiaryBrightonGroupclayeysand,sandyclay,someferruginizedsands
LowerDevonianHumevaleFormationmassivetothinlybeddedsiltstonesinterbeddedwithsandstone
SilurianDargileFormationbeddedsandstonesintebeddedwithsiltstone
FIGURE1
RowvilleRailCorridor
PlanofAlignmentOptionsandGeology
HuntingdaleStation
StudParkSC
GolfCourseNorth
Alignmentoption
WellingtonRoad
Alignmentoption
WellingtonRoad
N

Appendix G: Utilities Information
t
Approx.Chainage
AssetType(colourcodedaslong
section)
AssetOwner AssetDescription WellingtonRoadOption GolfCourseSouthOption GolfCourseNorthOption Locationdescription OnPlans
HighPressureGasLine MulitnetGas 18,40027,100 18,40027,100 18,40027,100
PresentalongnorthernsideofNorth/
WellingtonRdformajorityofalignment.
Crossingsandwhereitrunsalongsouthernside
notedbelow.
WaterMain SouthEastWater 1350MSEL 18,95019,610 18,95019,610 18,95019,610
StartsonsouthsideofNorthRdnearexisting
railreservethenrunsfromwestofFentonStto
FloraRdinmiddleofroad.
Drainage CityofMonash 1350&1275 21,65022,000 21,65022,000 21,65022,000
SouthsideofWellingtonRdfromintersection
withBlackburnRdtoRenverRdintersection.
FibreOpticCable VicTrack 21,65022,050 21,65022,050 21,65022,050
NorthsideofWellingtonRdbetweenBlackburn
&HendersonRd.
SouthsideofWellingtonRdfromCambroRdto
justeastofMonashFreeway.
RunsalongsouthsideofWellingtonRdfrom
JacksonsRdtoHavenbrackDr.
WaterMain
MelbourneWater
(identifiedonCityof
Monashplans)
1500 18,415 18,415 18,415 CrossinngNorthRdnearHuntingdaleRd.
Drainage CityofMonash 1575 18,450 18,450 18,450 CrossinngNorthRdnearHuntingdaleRd.
HighPressureGasLine MulitnetGas 18,500 18,500 18,500 CrossinngNorthRdnearHuntingdaleRd.
HighPressureGasLine MulitnetGas 20,500 20,500 20,500
CrossingNorthRdatwesternsideof
intersectionwithDandenongRd.

TransmissionPressureGasLine MulitnetGas 20,500&20,560 20,500&20,560 20,500&20,560
CrossingNorthRdatintersectionwith
DandenongRdintwolocations.

Drainage CityofMonash 1200 20,630 20,630 20,630
CrossesWellingtonRdatintersectionwith
DandenongRd.

FibreOpticCable VicTrack 20,980 20,980 20,980
CrossesWellingtonRdbetweenCobainand
ParkerSt.

FibreOpticCable Uecomm 21,030&21,730 21,030&21,730 21,030&21,730 CrossesWellingtonRdwestofParkerStandeas
WaterMain YarraValleyWater 1700MSEL 21,700 21,700 21,700
NorthsideofWellingtonRdeastofintersection
withBlackburnRd.

HighPressureGasLine MulitnetGas
21,910,22,110,22,530&
22,965
21,910,22,110,22,530&
22,965
21,910,22,110,22,530&
22,965
CrossesWellingtonRdinfourlocations
betweenBlackburnRdandSpringvaleRd.

FibreOpticCable VicTrack 22,000 22,000 22,000
CrossesWellingtonRdwestofintersectionwith
HendersonRd.

23,340,23,450,23,800,&
23,875
23,340,23,450,23,800,&
23,875
23,340,23,450,23,800,&
23,875
CrossesWellingtonRdin4locations,at
intersectionswith:SpringvaleRd,MonashDr;
andtwicebetweenSpringvaleRd&MonashDr.

WaterMain
MelbourneWater
(identifiedonCityof
Monashplans)
1950 23,580&23,850 23,580&23,850 23,580&23,850
NorthsideofWellingtonRdrunningforapprox
400meastwardstoMonashDr,crossing
WellingtonRdintwolocations.

Drainage CityofMonash 1800&1500 23,900 23,900 23,900
CrossesWellingtonRdintwolocationsnear
intersectionwithMonashDrive.

WaterMain YarraValleyWater 1700MSEL 23,850 23,850 23,850
StartingonnorthsideofWellingtonRd
(CH23,000)andrunningforapproximately
550mbeforeitcrossestothesouthernsideof
theroad.
WaterMain MelbourneWater 825 24,630 24,630 24,630

CrossinngWellingtonRdonwesternedgeof
MonashFreeway.

25,510,26,055,26,500,
26,660&27,250
25,510,26,055,26,500,
26,660&27,250
25,510,26,055,26,500,
26,660&27,250
CrossesWellingtonRdin5locations,at
intersectionswith:BrandonParkDr,Waverley
ParkDr,MarshallSt,JacksonsRd&Havenbrack
Dr.
FibreOpticCable Uecomm 26,600 26,600 26,600

RunsalongsouthsideofWellingtonRdupto
JacksonsRd.

Drainage MelbourneWater 3000 27,800 28,085 CrossingWellingtonRdwestofEastlink.
Electricity SPAusnet 29,02529,125 28,95029,150 28,53028,630
Overhead220kVtransmissionlinesbetween
EastlinkandStudRd.

HighPressureGasLine MulitnetGas 30,15030,900 RunsalongeasternsideofStudRd.
TransmissionPressureGasLine MulitnetGas 30,15030,900 RunsalongwesternsideofStudRd.

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Appendix E: Tunnelling Advice

Project/Tender : Rowville Rail Corridor

WaterMain MelbourneWater 825 24,630 24,630 24,630

FibreOpticCable Uecomm 26,600 26,600 26,600

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