Owner: Chief Engineer Civil Approved by: John Stapleton A/Principal Engineer Technology & Standards Authorised by: Richard Hitch Chief Engineer Civil Disclaimer This document was prepared for use on the RailCorp Network only. RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by RailCorp. RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludes any liability which arises in any manner by the use of this document. Copyright The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of RailCorp Page 1 of 61 UNCONTROLLED WHEN PRINTED Engineering Manual Structures TMC 132 MAINTENANCE PLAN – EPPING TO CHATSWOOD RAIL LINE STRUCTURES Version 1.0 Issued July 2010 Engineering Manual
Transcript
Owner: Chief Engineer Civil
Approved by: John Stapleton A/Principal Engineer Technology & Standards
Authorised by: Richard Hitch Chief Engineer Civil
Disclaimer This document was prepared for use on the RailCorp Network only. RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by RailCorp. RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludes any liability which arises in any manner by the use of this document. Copyright The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of RailCorp
Page 1 of 61 UNCONTROLLED WHEN PRINTED
Engineering Manual Structures
TMC 132
MAINTENANCE PLAN – EPPING TO CHATSWOOD RAIL LINE
STRUCTURES
Version 1.0
Issued July 2010
Engi
neer
ing
Man
ual
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
Document control Revision Date of Approval Summary of change
1.0 July, 2010 First issue as a RailCorp document
Summary of changes from previous version Chapter Current Revision Summary of change
Control Pages
1.0 Original Issue
Ch 1 1.0 Original Issue Ch 2 1.0 Original Issue Ch 3 1.0 Original Issue Ch 4 1.0 Original Issue Ch 5 1.0 Original Issue Ch 6 1.0 Original Issue Ch 7 1.0 Original Issue App 1 1.0 Original Issue App 2 1.0 Original Issue App 3 1.0 Original Issue
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
Chapter 7 Maintenance Procedures ....................................................................................................... 48 C7-1 General ..................................................................................................................................... 48 C7-2 Removal and/or replacement of FST type A bearings.............................................................. 48 C7-3 Removal and/or replacement of FST type B bearings.............................................................. 49 C7-4 Tunnel walkway ........................................................................................................................ 49 C7-5 Special tools.............................................................................................................................. 50
This document specifies the Technical Maintenance Plan (TMP) for the structures assets of the Epping to Chatswood Rail Line (ECRL). Structures assets include tunnels, dives, cross passages, track slabs, drainage channels, walkway, platform caverns, noise attenuation panels, platform walls.
The Maintenance Plan specifies preventive maintenance tasks which are either not covered in Engineering Standard ESC 100 - Civil Technical Maintenance Plan or are to be carried out at frequencies other than those specified in ESC 100. It also specifies some corrective maintenance tasks. The requirements in ESC 100 apply unless superseded by this TMP.
This document is provided for the use of personnel responsible for programming and implementing the specified tasks.
The maintenance tasks and minimum frequencies defined in this document are mandatory.
C1-2 Introduction This manual includes content from, and reference to, the separately published Epping to Chatswood Rail Line Operations and Maintenance Manuals for the various assets which were written at the conclusion of the construction as non-updatable documents.
PRL-CSD180003 – Epping Station Drainage Typical Sections
PRL–CSD215618 – Tunnel Sound Absorbent Panels General Arrangement and Details
PRL-CSD219101 - OHW Support and Registration for Tunnel Standard Arrangement
PRL-CSD219102 - OHW Support and Registration for Flat Roof Standard Arrangement
PRL-CSD219103 - Tunnel OHW Support and Registration for Flat Roof Standard Arrangement
PRL-CSD219104 - OHW Support and Registration for Station Caverns - Standard Arrangement
PRL-CSD219105 - OHW Support and Registration for Jet Fan Locations - General Arrangement
PRL-CSR100033 - Design Report for Package R03A – Walkways
PRL-CSR102500 - Technical Design Report – Waterproofing and Lining
PRL-CSR111502 - Design Report for Excavation, Support, Waterproofing and Permanent Lining: Running Tunnels
PRL-CSR111503 - Design report for running tunnels: M2 shaft, Rectification works
PRL-CSR111700 - Appendix M Design Report Excavation, Support, Waterproofing and Permanent Lining Running Tunnels
PRL-CSR122001 - Chatswood Cut and Cover and Dive Structure Design Report
PRL-CSR142001 - Lane Cove River Cut and Cover Design Report
PRL-CSR171502 - Design Report – Excavation, Support, Waterproofing and Permanent Lining: Macquarie University Station Caverns
PRL-CSR181502 - Design Report – Excavation, Support, Waterproofing and Permanent Lining: Epping Station Caverns, Service Buildings and Transfer Concourse
PRL-CSR192002 - Epping Cut and Cover and Dive Structures Design Report
PRL-CSY133000 - ECRL Water Treatment Plant Operation and Maintenance Manual
PRL-CSY162504 - Design Report for Design Packages C08B, C10B, C12B, C14B – Buildings and Structures for: Epping Station, Macquarie Park Station, Macquarie University Station and Delhi Road Station
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
Chapter 2 Technical Maintenance Plans C2-1 General
The maintenance plan specifies maintenance tasks to ensure the Epping to Chatswood Rail Line (ECRL) remains in a condition commensurate with RailCorp’s safety and reliability objectives.
There are two types of maintenance specified:
− Preventive maintenance
− Corrective maintenance.
C2-1.1 Preventive maintenance Preventive maintenance is undertaken to keep an item in a specified operating condition through regular maintenance tasks and through systematic examination to detect and prevent potential failures. The former of these includes routine servicing and regular scheduled maintenance based on time or traffic. The latter comprises surveillance examinations, condition monitoring and functional checks. The Technical Maintenance Plan details periods at which preventive maintenance is performed.
C2-1.2 Corrective maintenance Corrective maintenance is undertaken to restore items to a specified condition by repairing or replacing items. Corrective maintenance is carried out as a result of failures or unsatisfactory conditions detected during preventive maintenance examinations and checks. Corrective maintenance tasks are detailed in the TMP.
C2-2 Competency All maintenance inspection, assessment, monitoring and review functions shall only be carried out by persons with the competency for the tasks thay are undertaking in accordance with RailCorp Engineering Manual TMC 001 - Civil Technical Competencies & Engineering Authority and this manual.
C2-3 Technical maintenance plan user information Detailed explanation of the TMP table is contained in ESC 100.
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
Chapter 3 Responsibilities and Authorities C3-1 General
District and Infrastructure Facilities management are responsible for ensuring that the examination, assessment and repair of the ECRL structures are carried out by competent persons in accordance with this manual, ESC 100 – Civil Technical Maintenance Plan, and engineering manuals TMC 301 - Structures Examination, TMC 305 – Structures Assessment and TMC 302 - Structures Repair.
No changes can be made to the requirements specified in this maintenance plan without the approval of the Chief Engineer Civil.
The respective responsibilities of personnel in the implementation of this maintenance plan are detailed below.
C3-2 Bridge Examiner The Bridge Examiner is responsible for tasks specified in TMC 301 and for the following additional detailed examination tasks:
− tunnel cross passages
− platform caverns
− tunnel walkways.
C3-3 Structures Manager The Structures Manager is responsible for tasks specified in TMC 301 and for arranging the following additional tasks:
− Additional examination requirements in C5-2.
C3-4 Civil Maintenance Engineer Civil Maintenance Engineers shall establish and maintain systems to ensure that the requirements for the completion of safety related tasks specified in ESC 100 are met.
The Civil Maintenance Engineer is responsible for tasks specified in TMC 301 and for the following additional tasks:
− ensuring that inspection staff are briefed on the requirements of this manual
− ensuring that preventive maintenance and corrective maintenance specified in this maintenance plan are carried out.
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
The Epping Chatswood Rail Line (ECRL) is a dual track electrified commuter railway across the north of Sydney, linking the Main Northern Line at Epping with the North Shore Line at Chatswood. The ECRL is configured to provide a new train route from Hornsby to the lower North Shore and Sydney CBD via the North Ryde/Macquarie corridor.
When facing Chatswood the Up line is the tunnel on the left side.
The line includes three new stations at North Ryde (Delhi Road), Macquarie Park and Macquarie University. In addition, at Epping the existing surface station has been upgraded and new underground platforms are provided. A new Transport Interchange has been constructed at Chatswood.
Figure 1 Epping-Chatswood Rail Line (ECRL)
The majority of the ECRL is contained within two tunnels approximately 12 km long between portals on the northern side of Epping Station and portals on the northern side of Chatswood Station. The twin circular tunnels are approximately 14m apart. Each tunnel has an internal diameter of approximately 6.5m and carries a single track.
At a number of locations along the alignment the circular tunnel profile is modified to accommodate ventilation fans and other system components.
At three locations along the ECRL alignment there are crossovers that allow trains to transfer between the tunnels.
In addition to the circular tunnels there are short sections of box tunnel constructed by cut and cover methods. These are located near the portals and under the Lane Cove River.
Issued July 2010 Version 1.0 UNCONTROLLED WHEN PRINTED
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
The tunnel types are detailed in the Tunnels Operations & Maintenance Manual - PRL-CSY112600.
The open dive structures at each end of the tunnel alignment allow trains to descend from ground level down to the entry (portal) of the cut and cover tunnel structure. At Epping there are separate dive structures for both the up and down tracks. At Chatswood there is only one dive structure that contains both the up and down tracks.
All of the underground track, including the sections of track in the dives and the above ground section at Chatswood, is non-ballasted and has a concrete track structure. The sections of the ECRL above ground at Epping have a conventional ballasted track structure.
Two types of concrete track structure are used:
− Rail supported on steel baseplates which are fixed directly to the concrete tunnel invert slab, called Direct Fixation Fastener (DFF)
− Rail supported on steel baseplates fixed to a floating concrete slab which is held off the invert slab by elastomeric bearings, called Floating Slab Track (FST). This system is used to reduce noise and vibration generated by the passage of trains.
The track slabs are detailed in the Track Operations & Maintenance Manual – PRL-CSY110200.
The tunnels intersect with the 4 underground station caverns along the alignment. The station cavern structures are detailed in the Stations Operations and Maintenance Manual – PRL-CSY102300.
The tunnels are connected at intervals not exceeding 240m by cross passages. The cross passages provide access between tunnels. The tunnels are also connected at the three crossovers, at the platforms of each underground station, and at the Lady Game Drive Service Facility (LGDSF). Cross passages provide a pedestrian path of minimum 2m width.
The main purpose of the cross passages is to allow passengers and train crew to move from one tunnel to the other during an underground incident such as a train breakdown or a fire. Cross passage entrances are protected by sliding self closing fire rated doors that are normally closed but not locked. With the ventilation system in operation the non incident tunnel provides a place of relative safety in the event of a fire.
Elevated walkways are provided in the tunnels for the emergency evacuation of passengers and crew. The walkways run along each tunnel on the side of the tunnel adjacent to the other tunnel with direct access to the cross passages. The walkways are at approx the same height above rail as the station platform (1.2m). At each crossover the walkways drop to track level via a set of stairs, pass through the crossover cavern at rail level and then rise again on the other side of the cavern.
The walkways provide a minimum envelope of 850 mm wide by 2m tall. As the walkways approach the stations they connect via a fire door and corridor to the station platform and the emergency fire stairs to the surface.
Water seeping into the tunnels collects in drains provided on either side of the track and flows towards sumps located at low points in the tunnels. The water is pumped between the sumps and from the tunnel using a combination of rising mains and the tunnel drainage system. The water pumped from the tunnels is treated at the Water Treatment Plant located at the Lady Game Drive Service Facility (LGDSF) before being discharged into the Lane Cove River.
Two separate lighting systems have been installed in the tunnels: a normal lighting system and an emergency lighting system. Each system is comprised of fluorescent lights. Emergency lights have an internal battery and remain illuminated in the event of a power failure.
A tree-structure diagram showing the relationship of this operation and maintenance manual with other associated operation and maintenance manuals is shown below in Figure 2.
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
Figure 2: Tree-Structure Diagram for Tunnels O & M Manuals
C4-2 Design parameters C4-2.1 Design information
The design of the tunnel structure and walkway has been carried out in accordance with the relevant requirements of the Works Brief (CIVSYS contract), RailCorp Standards and Australian Standards.
The information contained in this section is a summary of information found in the following documents:
− Tunnel and Station Waterproofing Specification – PRL-CSA100016
− Concrete Specification – PRL-CSA100008
− Shotcrete Specification – PRL-CSA100013
− Design Report for Excavation, Support, Waterproofing and Permanent Lining: Running Tunnels – PRL-CSR111502
− Design Report for Package R03A – Walkways – PRL-CSR100033.
C4-2.2 Variations from standards The assets detailed in this maintenance plan were, generally, designed and constructed to earlier versions of current RailCorp engineering standards. Reference to these old standards has been replaced with current standards. Where there any be a significant variation from current standards, this has been cited in the text. Any implications arising from these variations have also been documented.
C4-2.3 Design speeds The maximum design speed is 80 km/hr.
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
C4-2.4 Walkway The tunnel walkway is installed inside the 200mm lateral extra clearance to the Kinematic Envelope as specified by RailCorp standards. A Transit Space Operational Infringement Approval (No. TSI 07_009) has been given to permit the Walkway being installed with a minimum clearance to the Kinematic Envelope of 100mm.
This waiver applies to track slab sections only. A condition of this approval is that warning signs are attached to the walkway at each tunnel portal, the end of each station platform, each kilometre and each half kilometre point. No additions or modifications to the walkway are permitted without the approval of the relevant RailCorp Maintenance Manager.
C4-3 Description of elements C4-3.1 General
The civil and structural elements of ECRL in this manual are:
− Tunnels
− Track slabs
− Drainage
− Walkway
− Cross passages
− Platform caverns
− Platforms
− Stations
− Noise attenuation panels.
C4-3.2 Tunnels Figure 3 shows the alignment of the ECRL tunnels and the different types of tunnel structure existing along the alignment. The different types of tunnel structure used to form the tunnels are:
− Formed concrete lining (circular profile)
− Shotcrete lining (irregular profiles)
− Cut and Cover Crossing under Lane Cove River
− Precast concrete arch segments at M2 construction access shaft
− Cut and Cover Dive Tunnel structure
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
Figure 3: Diagrammatic representation of tunnel structure types along ECRL alignment
C4-3.2.1 Formed concrete & shotcrete tunnel lining structure The majority of tunnel lining along the alignment is constructed from un-reinforced cast-in-situ concrete approximately 200mm thick. The concrete was placed in 15m long sections using tunnel lining forms. This tunnel form has a smooth finish and is circular in profile.
Some sections of the tunnel are shotcrete lined. These sections include station caverns, fan niches, Epping portal to Epping crossover, Macquarie Park Crossover, Lady Game Drive Crossover and the soft-ground tunnel approaching the Chatswood portal. This permanent shotcrete lining is approximately 140mm thick. Permanent rockbolts were installed prior to the shotcrete lining and anchor the rock above the tunnel excavation and help support the tunnel excavation.
The un-reinforced concrete tunnel lining provides all required support for the tunnel structure. The lining is designed to resist all loads including the lining self-weight, hydrostatic load on invert, rock loading and the rail load on the invert. The running tunnel concrete lining is 200mm thick with a 28 day design compressive strength of 32MPa.
The last 180m (approximately) of tunnel at the Chatswood end of the alignment is constructed through soft shale ground conditions. A combination of steel sets, pipe canopy and shotcrete structures have been utilised in this area to give the required structural support to the tunnel. In addition to this structural support, dimple sheet and an additional layer of shotcrete is also installed to waterproof the tunnel walls.
The tunnel in this area is designed as a drained structure. Sub horizontal drains are installed at 6m centres along the outside of each tunnel and are angled down and fitted with “U” bends to reduce clogging from iron precipitating out of solution. The ends of each can be unscrewed for inspection and cleaning.
For detailed information relating to the Chatswood Soft Ground Tunnel design, refer to Appendix M Design Report Excavation, Support, Waterproofing and Permanent Lining Running Tunnels – PRL-CSR111700.
Table 1 details the break-up of formed lining and shotcrete lining for the Epping to Chatswood Rail Line Tunnels (including through station caverns).
Asset Tunnel Lining Type Length (m)
Formed Concrete Lining 10,073
Shotcrete Lining 2450
Lane Cove River Cut & Cover Tunnel
142
M2 Shaft Cut & Cover Tunnel 23
M14 TU__12.59UM
(Upline)
Total Length – Downline 12,688
Formed Concrete Lining 9,958
Shotcrete Lining 2,590
Lane Cove River Cut & Cover Tunnel
135
M2 Shaft Cut & Cover Tunnel 23
M14 TU__12.59DM
(Downline)
Total Length – Upline 12,706
Table 1: ECRL Tunnel Lining Details
A HDPE waterproofing membrane (‘dimpled sheet’ membrane) is installed between the excavated rock surface and the rear face of the concrete lining to waterproof the structure and to drain water away from the structure. Groundwater can seep between the rock face and the membrane into the tunnel via weepholes provided in the structure as shown in Figure 4 and Figure 5. Groundwater (and other water introduced to the tunnel) collects in drainage channels situated on each side of the concrete track slab and flows towards sumps located at low points in the tunnels. The water is
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
pumped between the sumps and from the tunnel using a combination of rising mains and the tunnel drainage system. The water pumped from the tunnels is treated at the Water Treatment Plant located at the Lady Game Drive Service Facility (LGDSF) before being discharged into the Lane Cove River.
Waterproofing of the tunnel structure consists of a waterproof membrane between the rock and the concrete lining. HDPE dimpled sheet is used in ‘drained’ sections of tunnel and PVC plain sheeting is used in undrained sections of tunnels. Drained sections of tunnel have groundwater inflows less that 0.1L/s/100m of tunnel. (For more information relating to the break-up of drained and undrained sections of tunnel, refer to drawings PRL-CSD110521 to PRL-CSD110543.) These waterproofing measures are sufficient for achieving Grade A waterproofing requirements above rail level (refer Tunnel and Station Waterproofing Specification – PRL-CSA100016). At approximately rail level there are weep holes in the lining to allow drainage to occur from the behind the waterproofing membrane into the tunnel drainage channels (refer Figure 4).
WARNING A suitably qualified structural engineer should be consulted before any
additional load-bearing fixings are attached to the tunnel lining. Extreme care should be taken when drilling into the tunnel lining to avoid
punching holes in the waterproofing membrane.
At three locations along the ECRL alignment there are crossovers that allow trains to transfer between the tunnels. The three cross-over caverns are situated at Epping, Macquarie Park and Lady Game Drive. Support for the crossover caverns consists of permanent rock bolts and 140mm thick, 40MPa, steel fibre reinforced shotcrete supported by steel reinforcement ‘spiders’. Waterproofing is provided by a sprayed waterproofing membrane.
Figure 4: Typical Formed Lining Tunnel Section
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
C4-3.2.2 Lane Cove River cut & cover tunnel structure A cut and cover tunnel structure is used where the alignment crosses under the Lane Cove River. The tunnel structure is a reinforced concrete box structure and is designed to withstand all loads associated with being a completely submerged structure in the poor quality ground conditions experienced beneath the river. The floor of the structure has been thickened to provide additional mass to resist buoyancy forces.
Movement joints have been designed to allow movement up to 20mm and also prevent water ingress into the tunnel.
Corrosion monitoring points are also provided.
Note: it is unclear whether corrosion monitoring instruments were fully installed and commissioned. The Commissioning Results do not contain any data. Subsequently, some testing has been carried out by GHD. The final report from TIDC has not yet been received.
For more details relating to the design of the Lane Cove Cut & Cover Tunnel Structure, refer to the Lane Cove River Cut and Cover Design Report – PRL-CSR142001.
A typical section through the cut and cover tunnel underneath Lane Cove River is shown in Figure 6.
Durability issues
Leaking has been observed at several areas of the tunnel and was investigated by THJV.
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
The investigation report prepared by THJV’s consultant (GHD) states that testing has demonstrated that corrosion of the steel in the tunnel walls is imminent or has already commenced in a significant number of the areas tested. For the areas where corrosion has not yet been initiated, initiation was predicted to occur within a 20 yr timeframe.
It is unusual for damage of this nature to occur so early in the tunnel's life. Corrosion initiation would be expected to occur during the latter part (eg 90 years ) of the infrastructure's life, rather than within the first ten years.
Based on the information provided to date, the design life of parts of the tunnel section under the aggressive saline environment of the Lane Cove River has been substantially compromised and does not meet the project durability requirements. The latest GHD Investigation Report (March 2010) states that “in the vicinity of the vertical construction joint, testing has indicated that in 9 out of 10 cases reinforcement corrosion initiation is imminent (or has already started) and that a loss of 30% of the vertical reinforcement steel is likely to occur within the 100 year design life of the tunnel, if spalling is not repaired. This is predicted to occur even if the joints are effectively sealed stopping the saline ground water from entering the tunnel, as a result of the chlorides already present in the concrete.”
Cracking and spalling of the concrete due to corrosion of the reinforcement is likely to commence within the next 10 to 20 yrs. Repairs would need to be undertaken several times within the design life of the tunnel. This is considered to be unacceptable to RailCorp.
The tunnel is critical infrastructure and vital to RailCorp operations. Any repair measures will be difficult to implement in restricted track access and are likely to be costly. This section of the line might need to be closed down for extended periods during the repair process, thereby disrupting train services.
We have not yet received TIDC’s final report (including proposed remedial measures) on this matter and TIDC has not been able to provide a program for resolving the matter.
Figure 6: Lane Cove Cut & Cover Tunnel Section
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
C4-3.2.3 Precast concrete arch segments at M2 Construction shaft During construction of the ECRL there was a construction access shaft located between Delhi Road and Macquarie Park Station at approximate track chainage 18.620 on the down and 18.630 on the up track. At this location on the finished tunnel alignment there is 23m long section of tunnel constructed from precast concrete arch segments, backfilled from the surface with selected granular material which was compacted. These arch segments allowed the shaft above both the up and down tunnels to be backfilled and reinstated.
Joints between the precast arch segments are taped and sealed with a bitumen tape membrane and the whole structure was also covered in dimpled sheet before backfilling.
There are drains installed in the backfill at the bottom of the arches that allow any water build-up to drain into the tunnel.
Overhead wiring, cable trays and other services through this section of tunnel are supported by ferrules cast into the precast elements.
A section through the precast concrete arch tunnel structure is shown in Figure 7.
WARNING No drilling into the precast segments shall be permitted. No additional loads
shall be supported by the precast tunnel structure.
The precast concrete arch structure was designed by a specialist subcontractor experienced in this method of construction. For more information relating to the design of the precast tunnel structure at the M2 construction shaft, refer to Precast Arch Tunnel Supplier Documentation – PRL-CSY112601.
Figure 7: Precast Concrete Arch Tunnel Structure
C4-3.2.4 Redesign of M2 arch sections
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
In late 2008 it was observed that the arches had suffered movement beyond that predicted by the design model. The extent of the movement was such that the durability of the arches could no longer be assured. Rectification works were designed and implemented.
Rectification works included:
− Precast concrete arch crack repair to external and internal surfaces
− Crown beam concrete removal and replacement where damage had occurred
− Crown beam concrete crack repair in identified areas
− Joint repair including replacement of backing rod and bandage where required
− Rectification of precast tunnel lining waterproofing system (bandage joints)
− Installation of new shaft drainage system using strip drains
− Placement of concrete backfill (unreinforced) to form of a pair of new arches over the existing precast arches
− Construction of a drainage layer on top of the new unreinforced concrete arch structure
− Placement of backfill on top of the drainage layer.
Refer to the following documents for full details of the work:
− Drawing Number PRL-CSD 111518 - “Running tunnels M2 shaft: rectification works. Sheet 1 of 3”
− Drawing Number PRL-CSD 111519 - “Running tunnels M2 shaft: rectification works. Sheet 2 of 3”
− Drawing Number PRL-CSD 111520 - “Running tunnels M2 shaft: rectification works. Sheet 3 of 3”.
C4-3.2.5 Open dive and cut & cover dive structures The open dive structures and the cut and cover dive structures at each end allow the rail alignment to drop down below ground level to the location of the tunnel portal.
The dive structures consist of piled reinforced concrete retaining walls (with arched shotcrete infill between piles) and reinforced concrete invert slabs. In sections of cut and cover tunnel there are also roof slabs spanning between the retaining wall structures. At Chatswood there are also beams spanning between the piled walls to provide addition rigidity to the structure.
The piled retaining wall structures are restrained by permanent ground anchors.
Strip drains are provided behind the shotcrete facing to allow water to drain from behind the dive structure. They drain through weep holes into the dive drains. Subsurface drains are installed below the invert slab to also assist in draining water away from the structure.
For detailed information relating to the Epping Dive Structures refer to Epping Cut and Cover and Dive Structures Design Report – PRL-CSR192002. For detailed information relating to the Chatswood Dive Structure, refer to the Chatswood Cut and Cover and Dive Structure Design Report – PRL-CSR122001.
A typical dive structure arrangement is shown in Figure 8.
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
C4-3.3 Track slabs C4-3.3.1 Direct Fixation Fastener (DFF)
The DFF track slab consists of a conventional concrete slab track laid directly on the concrete tunnel invert as shown in Figure 9. Rail is attached to the concrete slab via Delkor Sydney Egg baseplates and their associated components. The base plates are spaced at 700mm centres under each rail.
The majority of DFF track-form was constructed using a ‘full top-down’ construction method. In full top down construction the rail was set and supported on props in the correct position. Baseplates and all associated components (clips, insulates, screwspikes, ferrules, etc) are clipped to the rail and then concrete is poured up to the underside of the baseplate. Resulting voids under the baseplates were then filled with ‘MegaPoxy’ epoxy resin as part of a secondary quality inspection process.
For the remaining areas of DFF slab (typically shorter sections between sections of FST slabs) a ‘partial top-down’ or ‘drill and grout’ method of construction is used. In this method of construction the concrete slab is poured first and then holes for the screwspikes and dowels are cored in the top of the slab. The rail is then set in position and supported by props, and then all associated components are clipped to the rail, with the screwspikes and dowels extending into the cored holes. Megapoxy epoxy grout is then pumped into the core holes and allowed to fill the void between the concrete slab, the screwspikes dowel and the underside of the baseplate.
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
C4-3.3.2 Floating Slab Track (FST) The FST track slab consists of 19.6m long reinforced concrete slabs that are supported on twenty individual elastomeric pads (bearings). A section through a FST slab is shown in Figure 10. Rail is attached to the concrete slab via baseplate resilient fastenings and associated components. Please note that the baseplates for FST is different from those for FST
Figure 10: Floating Slab Track
Holes to house screwspike dowels are cored into the slab and an epoxy grout pad is used beneath the baseplate pad and around the screwspike dowels to attach the baseplate assemblies to the slab (‘drill and grout’ construction).
C4-3.3.3 Elastomeric Bearings (FST Trackform) Type A and Type B Elastomeric Bearings have been designed and manufactured in accordance with Austroads 1992 Bridge Design Code, Section 4: Bearing and Deck Joints, AS 1523 and BS 6177. For further information, refer to Design Specification for Package R01A Permanent Way Design – PRL-CSA100040.
RailCorp Engineering Manual — Structures Maintenance Plan – Epping to Chatswood Rail Line Structures TMC 132
Bearings were manufactured by Ludowici Rubber & Plastics, refer to C4-5 for further details.
C4-3.4 Drainage system C4-3.4.1 General
The drainage system in the ECRL tunnel incorporates a network of open drains, pump stations and rising mains that collect and deliver water to the water treatment plant for treatment. The drainage network captures the following water sources:
− Seepage flow from tunnels and station caverns;
− Dive structure rainfall runoff and other rainfall runoff ingress;
− Fire suppression system flows; and
− Overflows from station and platform wash down water. (Note: All water used in the stations is to be captured and disposed of via the station sewerage system).
Dive structure rainfall runoff flows into sumps located inside the tunnel portals at Epping and Chatswood. Small bund walls approximately 100mm high prevent runoff from bypassing the sump and flowing down the tunnel. The water collected in the sumps is pumped and discharged into the local surface stormwater drainage system located at each portal.
All other flows originating between the Chatswood portal and Epping portal are collected in the trackside drains and then captured in sumps located at low points along the tunnel alignment. The water is then pumped between the sumps via a series of rising mains and also allowed to flow under gravity in the trackside drains until it reaches the lowest point on the tunnel alignment, the sump located near Lady Game Drive Service Facility. From here the water is pumped to the Water Treatment Plant located on the surface at the Lady Game Drive Service Facility (LGDSF). Following treatment, the water is discharged to the Lane Cove River.
Water used in the stations for cleaning or other purposes is captured and handled by the stations drainage system. Any such water that overflows from the platforms and enters the trackside tunnel drains will be handled by the tunnel drainage system. These additional flows are expected to be minimal. Litter and trash entering the drainage channels at the stations is captured by trash racks located in the drains at each end of the station cavern. The trash racks are simple grated frames that are positioned across the drainage channels.
C4-3.4.2 Trackside tunnel drains Drainage channels are installed on both sides of the track for the complete length of the ECRL alignment. In all tunnel structures, the area of tunnel invert between the base of the concrete track slab and the curved wall of the tunnel is designated as the trackside tunnel drain. These drainage channels are continuous along the length of both tunnels, including at crossovers where voids in the slabs allow flow to pass under the turnout tracks.
Trackside tunnel drains are designed with sufficient capacity to allow all groundwater entering the station caverns and tunnel, along with fire suppression water from one completely open fire hydrant valve, to drain towards sumps located at low-points along the alignment. The typical groundwater inflow is expected to be approximately 11 L/s and the flow from one open fire hydrant valve is expected to be 22 L/s. Through areas of floating track slab, the topping layer of fibre reinforced concrete has a minimum thickness of 30mm to ensure that, under the flow conditions listed above, ponding does not occur around the rubber bearings.
Drainage channels are formed between the tunnel walls and the base of concrete track slabs. The ECRL tunnel has been designed to be a dry tunnel with seepage of 0.1 litres per second per 100 lineal metres of tunnel.
Trash racks are situated in the tunnel drainage channels at each end of the station caverns to prevent rubbish from the stations being transported through the tunnel.
Tunnel drainage channels are designed to allow all water entering the tunnel (via weepholes or water used for fire-suppression) to drain towards sumps located at low-points along the alignment.
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Litter traps are installed at each sump location, on both sides of the track slab in both the up and down tunnels. Each litter trap contains three baskets to catch the litter. There are a total of 24 litter traps installed in the tunnel giving a total of 72 litter trap baskets. Water collected in the 4 tunnel sumps is pumped into the rising main pipework and allowed to flow towards the lowest point on the alignment beneath Lane Cove River. At this point it is pumped to the surface where it is treated at the Water Treatment Plant and then released.
In open dives and cut and cover dive sections the drainage channels are recessed into the dive invert slab and direct flow into the sumps located near the bottom of each dive. The sumps bunded to minimise storm flows from the open dives entering the tunnel water flowing down the tunnel.
For further detailed information relating to the tunnel drainage system, refer to the ECRL Tunnel Drainage Manual – PRL-CSY112200.
C4-3.4.3 Tunnel Drainage System - Performance Issues Several failures have occurred in the drainage system since it was completed. The first incident was in Oct 2009 when failure of the delivery pipes to both pumps in Sump 5 was reported. This incident resulted in water levels in the tunnel rising to the level of the bottom of the rail and nearly resulted in the suspension of train operations. A similar but less severe pipe rupture incident occurred to both delivery pipes in Sump 2 several months later (Feb 2010). Investigations of the failures also revealed that certain elements of the pump and pipe installations were not constructed in accordance with the approved drawings.
After a period of several days of wet weather, and during a storm in Feb 2010, the capacity of Sump 1, which is located at the Chatswood entrance to the tunnel, was exceeded and water overflowed into the tunnel drainage system. The water subsequently flowed to the lowest point in the tunnel and had to be pumped out of the tunnel to the Water Treatment Plant (WTP) at ground surface level. The increased volume of water that was pumped to the WTP resulted in overloading the plant. The Feb 2010 storm was not regarded as a particularly severe storm, and certainly well below the 100 yr Average Return Interval (ARI) event. Therefore there is concern as to why the existing Sump 1 could not adequately cope with a rainfall event less severe than one that the design indicated. A more severe rainfall event would have the potential to flood part of the tunnel at it's lowest point.
These incidents indicate that there may be systemic deficiencies in the design or construction of the tunnel drainage system. Reliability and durability of the system is paramount in ensuring regular availability of the tunnel for the passage of trains. The incidents described above indicate the potential for significant flooding in the tunnel, of a nature that would require line closure, because there aren't any easy alternative solutions for disposing of large volumes of water to the surface in a timely manner once part of the drainage system malfunctions.
THJV and TIDC contend that the design is adequate and fit for purpose. However the number and nature of the incidents point to a potential systemic deficiency in the design. It is considered that a comprehensive review of the design and construction of the system should be undertaken to identify any actions required to improve the reliability and durability of the system. A brief has been prepared as a first step in engaging a consultant to carry out this review.
C4-3.5 Walkway Elevated walkways are provided in the tunnels providing access for maintenance purposes and for the emergency evacuation of passengers and crew. The walkways run along each tunnel on the side of the tunnel adjacent to the other tunnel. The walkway allows access to cross passages and surface exits at service buildings and stations. At crossovers the walkway drops to track level to allow access over the crossover.
The tunnel walkway is a modular system consisting of galvanised steel support frames and precast reinforced concrete deck panels. The walkways have been designed to withstand a maximum load of 5 kPa (or 10kN point load). 5kPa live load equates to 400kg loading per metre length of 800mm wide walkway. The modular tunnel walkway system allows for sections of walkway to be readily adjusted or dismantled for repair, re-coating, or replacement as necessary.
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As the walkway infringes transit space (refer to C4-2.4), the walkway has to be closely monitored during inspections to ensure there is no movement of the concrete panels or the steel frame towards the track.
In addition, the stability of the walkway is critically dependent on the bolts attaching it to the tunnel wall. It is imperative that these bolts remain tight
The steel frame of the walkway also supports cable trays used to carry cables for various systems throughout the tunnel. Galvanised steel handrails, kickplates and access ladders also form part of the walkway structure. At turnouts the walkway is in-situ concrete cast onto the tunnel invert.
A typical section of tunnel walkway is shown in Figure 11.
WARNING The walkway deck panels are designed to withstand the load of one drainage
sump pump only. Care should be taken when removing pumps from the drainage sumps for repair or replacement. Do not place more than one pump on the walkway at any time. Overloading walkway deck panels may lead to cracking
and failure of the deck panel or supporting frame
Figure 11: Typical Tunnel Walkway Arrangement
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C4-3.6 Cross passages Cross passages link the up and down tunnels at intervals of approximately 240m. Cross passages provide access between the tunnels. Some cross passages house tunnel services systems and tunnel drainage sumps.
There are 49 cross passages associated with the ECRL. There are three types of cross passage:
− Standard cross passage
− Service cross passage (nominally every second cross passage)
− Sump cross passages
The main purpose of the cross passages is to allow passengers and train crew to egress from one tunnel to the other during an underground incident such as a train breakdown or a fire. Cross passages provide a pedestrian path of minimum 2m width and are protected by self-closing fireproof doors.
Tunnel cross passage structures have been designed to resist all ground and water loading. Typically, cross passages are supported by an appropriate excavation shape and shotcrete lining. The shotcrete lining is typically 140mm thick, with a design strength of 40MPa. A waterproofing membrane is installed between the excavated rock surface and the rear face of the shotcrete lining to waterproof the cross passage structure and assist in draining water away from the structure.
At the junction of the cross passage and the tunnel lining structure, a concrete stub connection forms a lintel beam to provide additional support to the structure. Cross passage dividing walls are constructed from standard reinforced concrete masonry blockwork with brick ties used to secure the blockwork to the shotcrete walls. Fireproof sealant is used at interfaces between blockwork and shotcrete.
Additionally, the service cross passages are provided with separate electrical and communication rooms (equipment rooms) which house equipment for the operation of the tunnel systems.
Sump cross passages are located at low points along the tunnel alignment and have drainage sumps and pumps beneath them. These sumps collect water from the tunnel drainage system. The sumps are covered with metal grates to prevent access. Protection and control systems associated with the sump pumps are located in the sump cross passage. Refer to Tunnel Drainage System Manual – PRL-CSY112200.
The walkways which run along each tunnel provide direct access to the cross passages. At cross passage 1 (Chatswood) and cross passage 16 (Lady Game Drive Service Facility (LGDSF)), there are access stairs to the surface.
The location of the entrances to the cross passages is highlighted by appropriate signage along the tunnel walkway. Cross passage entrances are protected by sliding, self-closing, fire rated doors that are normally closed, but not locked. Operation of a sliding door actuates a switch which in turn causes the lighting within the cross passage to be illuminated. Cross passages normally contain one emergency luminare only. Cross passages 48 and 49 due to their length have two emergency and two normal luminaries. Emergency lights are fitted with an internal battery which allows the light to remain operable for a period of approximately 2 hours in the event of a power failure. Normal lights do not have a backup battery. The door switch is monitored by the CCS which turns off the lights in the cross passage after a predetermined period (nominally 2 hours). Refer to Tunnel Lighting System Manual – PRL-CSY216800.
For more information relating to Cross Passages, refer to the Cross Passage Operations and Maintenance Manual – PRL-CSY113200.
C4-3.7 Standard Cross Passage Standard cross passages provide a safe passage between the tunnels in an emergency. They contain lights and ventilation for this purpose only.
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A cross section of a standard cross passage is shown in Figure 12. An elevation of a standard cross passage is shown in Figure 13.
Cross Passages 38, 42, 48 & 49 (initially enlarged for construction purposes) have additional permanent rock bolts installed as part of the structure. These permanent rockbolts help to support the excavation.
Figure 12: Standard Cross Passage
Figure 13: Standard Cross Passage Elevation
C4-3.8 Service Cross Passages As well as being an emergency escape passage between the tunnels, service cross passages also contain electrical and communications equipment rooms. The various system components (communications equipment, distribution boards, transformers, etc) are housed in these rooms which are separate to the cross passage thoroughfare. The rooms are fitted with fire suppression systems in case of fire. Earth electrode access boxes are also installed at service cross passages (for more information refer to HV System O&M Manual – PRL-CSY206100 and LV System O&M Manual – PRL-CSY206300)
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A cross section of a service cross passage is shown in Figure 14. A plan view showing the layout of equipment rooms is shown in Figure 15.
Figure 14: Service Cross Passage
Figure 15: Service Cross Passage Plan Layout
C4-3.9 Sump Cross Passages Sump cross passages are located at low points along the tunnel alignment and have drainage sumps excavated beneath them that collect the water from the tunnel drainage system. Grated coverings inside the cross passage prevent access to the sump. Hinged opening panels in the grates allow access to the sump for removal of the pumps and other maintenance tasks.
Components of the sump pump control systems are located in the sump cross passages, as well as other tunnel services equipment.
Sump cross passages have additional permanent rock bolts installed as part of the structure. These permanent rock bolts help to support the excavation.
Figure 16 shows a cross section of cross passage 36 (Sump 5).
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Four underground stations are located along the Epping to Chatswood Rail Line route. All four stations have a number of similarities with regards to form, construction techniques, support, waterproofing, lining and other structural and architectural elements. Each of the station structures is considered an individual asset.
A description of the location, form and layout of each station is provided in the following sub-sections.
Each station structure also includes two service buildings, one connected to each end of the station. The service buildings provide additional emergency egress routes from the tunnels/platforms to the surface and also allow access for maintenance personnel. The service buildings house a range of equipment that is required for the various systems installed in the stations and tunnels (Refer to section 3 for more details). Hatches with removable precast concrete covers are built into appropriate floors in each of the service buildings to allow cranes to lift large pieces of equipment in and out of the buildings. The hatch covers are constructed from parallel precast concrete planks, recessed into the surrounding floor slab. Procedures for removing these planks are detailed in section 9.3.1.
C4-3.10.2 Epping Underground Station Epping Underground station consists of two parallel underground platform caverns (near circular cross section) linked by four cross passages (rectangular cross-section). The underground station is located below the surface station at Epping. Two services buildings, one located at the northern end and one located at the southern end of the station, form part of the underground station structure. A transfer concourse (to allow commuters to move from the above ground station to the underground station), escalator shafts and elevator shafts provide direct access from paid areas of the surface station to the underground station.
An overview of Epping Underground Station access points is shown in Figure 17. Two cross sections showing the underground station structure are shown in Figures 18 & 19.
Issued July 2010 Version 1.0 UNCONTROLLED WHEN PRINTED
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Figure 17: Epping Underground Station Access Structures
Figure 19: Epping Underground Station Cross Section (Section A)
C4-3.10.3 Macquarie University Station Macquarie University Station consists of a large cavern (brain-shaped cross section) that encompasses both rail lines. Stairs, elevators and escalators lead from the centrally located platform to the elevated concourse area along the northern side of the main station cavern. This ‘paid concourse’ area leads through the ticket turnstiles to an ‘unpaid’ entry concourse area. This entry concourse is situated in a separate smaller cavern located on the northern side of the main station cavern. Station entry shafts flank each end of the unpaid concourse cavern and provide escalator and elevator access from the surface.
Two services buildings immediately adjacent to the station entry shafts, one in the north-west corner of the station and the other in the north-east corner of the station, also form part of the underground station structure. Emergency and maintenance access and egress is available via these service buildings from either end of the main station cavern.
Figure 20: Macquarie University Station Access Structures
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Figure 21: Macquarie University Station Cross Section
C4-3.10.4 Macquarie Park Station Macquarie Park Station consists of a large cavern (brain-shaped cross section) that encompasses both rail lines. Stairs, elevators and escalators lead from the centrally located platform to the elevated concourse area along the southern side of the main station cavern. This ‘paid concourse’ area above the platforms leads through the ticket turnstiles to an ‘unpaid’ entry concourse area. This entry concourse is situated in a separate smaller cavern located on the southern side of the main station cavern. Station entry shafts flank each end of the unpaid concourse cavern and provide escalator and elevator access from the surface.
Two services buildings also form part of the underground station structure. The East Service Building is linked to the north-east corner of the main station cavern via the east escape passageway. The West Service Building is linked to the north-west corner of the main station cavern via the west escape passageway. Emergency and maintenance access and egress is available via the service buildings from each end of the main station cavern.
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Figure 22: Macquarie Park Station Access Structures
Figure 23: Macquarie Park Station Cross Section
C4-3.10.5 North Ryde Station North Ryde Station consists of a large cavern (brain-shaped cross section) that encompasses both rail lines. Stairs, elevators and escalators lead from the centrally located platform to the elevated concourse area along the southern side of the main station cavern. This ‘paid’ concourse area leads through the ticket turnstiles to an ‘unpaid’ entry concourse area. This entry concourse is situated in a separate smaller cavern located on the southern side of the main station cavern. A single station entry shaft is located in the middle of the southern side of the concourse entry cavern and provides escalator and elevator access from the surface.
Two services buildings also form part of the underground station structure. The East Service Building is situated adjacent to the south-east corner of the main station cavern and is connected via short passageways. The West Service Building is situated adjacent to the south-west corner of the main station cavern and is also connected via short passageways. Emergency and maintenance access and egress is available via the service buildings from each end of the main station cavern.
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C4-3.11 Platform caverns The information contained in this section is a summary of information contained in the various Station Excavation, Support, Waterproofing and Permanent Lining Design Reports and various Stations Buildings and Structures Design Reports. For more information, refer to the following documents:
− Design Report – Excavation, Support, Waterproofing and Permanent Lining: Epping Station Caverns, Service Buildings and Transfer Concourse – PRL-CSR181502.
− Design Report – Excavation, Support, Waterproofing and Permanent Lining: Macquarie University Station Caverns – PRL-CSR171502.
− Technical Design Report – Waterproofing and Lining – PRL-CSR102500.
− Design Report for Design Packages C08B, C10B, C12B, C14B – Buildings and Structures for: Epping Station, Macquarie Park Station, Macquarie University Station and Delhi Road Station – PRL-CSY162504.
C4-3.11.1 Ground Support Ground support in the station caverns typically consists of 3.5m long fully grouted CT type bolts arranged in a 1.5m grid, with additional spot bolts installed as necessary. Permanent rock anchors installed in the station caverns have a capacity of 300kN ultimate load (186kN working load) and have been nominally pre-tensioned to between 20kN to 60kN.
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Shear deformations of up to 15mm are permissible before re-bolting is required. It is not anticipated that shear movements and/or surface settlement will continue after station cavern construction is complete. Likewise, ongoing surface settlement is unlikely to occur.
Rockbolts and rock anchors are protected against corrosion for their design life (100 years) in accordance with BS808. A number of additional rock bolts have been installed in accessible areas in each station cavern to allow future over-coring and inspection of rockbolt corrosion if desired.
C4-3.11.2 Waterproofing The various waterproofing requirements specified in the Works Brief have been met in the design. Within the station platform caverns, Grade A waterproofing (no leakage, seepage or damp patches) is provided. Grade B waterproofing (minor damp patches with no visible flow of water) is provided in emergency passageways and ventilation and cable ducts. Sumps are the only areas designed for Grade C waterproofing (damp patches and minor seepage).
Due to low predicted groundwater inflows, no further ground treatment was deemed necessary during construction to ensure the maximum allowable groundwater seepage rate of 0.75L/s from any 10,000m2 of excavated area (as specified in the Project Deed) was not exceeded.
Waterproofing consists of a sprayed on membrane and/or dimple sheet, with strip drains installed to transfer water to the bottom of the cavern excavation
C4-3.11.3 Shotcrete cavern lining The 120mm thick fibre reinforced shotcrete lining is supported by steel reinforcing ‘spiders’ fixed to the end of the permanent rock bolts. The rockbolt, spider and shot-crete configuration has been designed to resist the self-weight of the lining, the hydrostatic pressure, loads from rock wedges situated between the permanent bolts and any loading from secondary fixings attached to the lining.
WARNING A suitably qualified structural engineer should be consulted before any
additional secondary fixings are attached to the station cavern shotcrete lining. Extreme care should be taken when drilling into the shotcrete lining to avoid
punching holes in the waterproofing membrane.
The design of the lining system provides ample drainage capacity behind the final shotcrete lining to prevent the build-up of hydrostatic loads. Water reaching the drainage layer of the lining (dimpled sheeting, strip drains), drains under gravity to an underfloor drainage network. The outlets of drainage from dimpled sheeting and strip drains are submerged to prevent air from entering the drainage layer. The submerged outlets prevent the oxidisation of iron pyrite dissolved in the groundwater. Oxidisation may lead to blockages in the strip drains and dimpled sheets.
The shotcrete lining design also exhibits sufficient ductility to allow the lining to crack, yet still provide sufficient residual strength to prevent failure of the lining structure.
The 180mm (minimum) total thickness of shotcrete lining provides 4 hours fire protection to the primary cavern support bolts.
The 120mm thick (minimum) final smoothing layer of shotcrete also provides 2 hours fire protection to the membrane.
C4-3.11.4 Drainage A subfloor drainage system beneath the platforms and invert collects all seepage water from behind the station cavern lining and from invert areas. The water travels via drainage pipes and is discharged into the trackside tunnel drains. The water then travels via the tunnel trackside drains to drainage sumps located at low points along the tunnel alignment. For information relating to the tunnel drainage system, refer to the ECRL Tunnel Drainage System Manual – PRL-CSY112200.
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The subfloor drainage system consists of 16mm single size gravel and a proprietary drainage mat. The design provides over-capacity and ensures head build-up below the floor slabs does not occur over the 100 year design life.
At the north end of Epping Station there is a trackway exhaust passage extending beneath the upline tracks before ascending vertically into the base of the north services building. There is a sump constructed at the low-point of the passage. A single-phase submersible drainage pump is controlled by a float switch and has a high level alarm linked to the CCS. Water from the pump is discharged into the trackside drainage channel via a 50mm diameter discharge line. Refer to drawing PRL-CSD180003 for further details.
WARNING The trackway exhaust passage is a confined space. Entry to the passage should
not be attempted unless personnel are appropriately qualified to access confined spaces.
C4-3.11.5 Structural concrete & blockwork elements Station building structures have been designed in accordance with relevant RailCorp standards, Australian Standards and other internationally recognised standards, codes of practice and specifications. The design has also been reviewed against and complies with the Building Code of Australia.
All structural concrete and blockwork elements have been designed with a 2 hour fire rating.
C4-3.12 Noise attenuation panels Noise attenuation panels are fixed to the tunnel lining, on the non-walkway side of the tunnel, to reduce the levels of air-borne noise in the tunnels. For further details refer to Ventilation including Jet Fan Operation and Maintenance Manual – PRL-CSY207113.
Two rows of sound absorbent panels are installed on the non-walkway side of the tunnel. The first row of sound absorbent panels is installed at approximately 960mm from design rail level.
Sound absorbent panels are installed to reduce reverberation noise generated by the jet fans and train operation. The sound absorbent panels consist of acoustic material (50mm thick) lined in perforated metal.
Refer to PRL–CSD215618 – Tunnel Sound Absorbent Panels General Arrangement and Details.
The sound absorbent panels provided in the tunnel are designed to have a 50-year design life and achieve the following reverberation times:
Frequency Band 250Hz 500Hz 1kHz 2kHz 4kHz
Reverberation Time RT60 (seconds) 2.50 2.20 1.80 1.50 1.20
Table 1- Tunnel reverberation time specifications
C4-3.13 Overhead wiring supports There are a number of support structures in use in the tunnel and dives to support the catenary wire which supplies power to the contact wires. Throughout the majority of the bored tunnel, the catenary support is attached to the tunnel roof using rock anchors. Rock anchors are threaded stud which are inserted into holes drilled in the rock and bonded to the rock with a powerful adhesive.
A typical support for the catenary wire is shown in Figure 26. There are numerous support types used in the tunnel depending on whether the catenary is passing through the station, jet fan niches, or non standard cross sections in the tunnel.
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When an auxiliary feeder is installed then the support arrangement changes as shown below in Figure 27
Figure 27 – Catenary with Auxiliary Feeder Support System
The contact wire is laterally supported by pull off arms (or registration arms). The pull off arm is attached to an insulator which is mounted on a support plate. Throughout the majority of the bored tunnel the support plate is attached to the tunnel wall using rock anchors. The support plate has some limited adjustability.
Figure 28 – Contact Wire Support System
C4-3.13.1 Insulators and Insulating Plates Insulation is required between the live components of the OHW and any adjacent structures. The main form of insulation is provided by insulators on the supports and registration (pull off arms). Insulated plates, sleeves and washers are used to insulate the rock anchor from the brackets. The epoxy grout used for the lining or rock anchors provides a further level of insulation.
The ECRL tunnel brackets on the OHW are not earthed like the structures on surface lines.
C4-3.13.2 External Gantry and Support Structures External gantry and support structures have been installed in the dive areas at Chatswood and Epping. There are three main types of dive structure that have been incorporated into the project.
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− Portal structures have been installed where the pedestal footings can be used or the square section beam can be attached directly to the wall.
− Large drop verticals and cantilevered masts have been used where there is limited but usable space on a column.
− Small drop verticals and support angles have been used for installation on to a concrete beam.
All handrails running on the concrete structures adjacent to the OHW structures are provided with two isolation break around the OHW structure to avoid touch potential issues (when people touch the OHW structure and the handrail simultaneously). Each isolation break of the handrail is 2m away from the nearest OHW structure ensuring that the section of handrail is isolated from the remaining continuously handrail. This eliminates the risk of electric shock in case of the breakdown of insulation on the 1500 VDC OHW support insulator while people are touching the OHW structure and handrail.
Refer to drawing PRL-CSW219289 - Tunnel Overhead Wiring Mast Support Clamp Protection Fence Layout, for the general arrangement.
C4-3.13.3 Drawings General arrangement drawings are done for each individual type of assembly including supports, anchors, feed arrangements, air gap configuration. These general arrangement drawings include all the associated parts used for assembling this structure. Examples of these drawings are:
− PRL-CSD219101 - OHW Support and Registration for Tunnel Standard Arrangement
− PRL-CSD219102 - OHW Support and Registration for Flat Roof Standard Arrangement
− PRL-CSD219103 - Tunnel OHW Support and Registration for Flat Roof Standard Arrangement
− PRL-CSD219104 - OHW Support and Registration for Station Caverns - Standard Arrangement
− PRL-CSD219105 - OHW Support and Registration for Jet Fan Locations - General Arrangement.
For all the general arrangement drawings see PRL-CSY209100 - O & M Manual Overhead Wire System.
C4-3.14 Location of elements C4-3.14.1 Tunnels
The up track tunnel and the down track tunnel and associated dive structures are individual, continuous assets that commence and end at the following kilometrages:
− Down Tunnel – Start: 12.270; End Ch: 25.490
− Up Tunnel – Start: 12.270; End Ch: 25.470
The walkway in each tunnel is also considered part of the tunnel asset.
C4-3.14.2 Cross passages Cross passages typically alternate between standard cross passages and service cross passages. There are also a number of sump cross passages located at low points along the tunnel alignment. Table 2 details the type of each cross passage along the tunnel route.
Cross Passage Numbers Cross Passage Type Extra information
Access to Surface via Lady Game Drive Service Facility building
17 Sump Cross Passage Sump 2, part of the Lane
Cover River Cut & Cover Tunnel Structure.
27 Sump Cross Passage Sump 3
36 Sump Cross Passage Sump 5
49 Sump Cross Passage (Epping Portal)
Sump 6
Table 2: ECRL Tunnel Cross Passage Details
Cross Passages 1, 16 and 17 do not exist as discrete structures as they are simply openings in the walls of other reinforced concrete structures (Chatswood Cut & Cover Tunnel, Lady Game Drive Service Facility, and Lane Cove River Cut & Cover Tunnel respectively). All other tunnel cross passages are shotcrete lined.
The shotcrete lining is typically 140mm thick, with a design strength of 40MPa. A waterproofing membrane is installed between the excavated rock surface and the rear face of the shotcrete lining to waterproof the cross passage structure and assist in draining water away from the structure.
C4-3.14.3 Platforms Platforms are at the following kilometrages:
− North Ryde 18.210
− Macquarie park 19.580
− Macquarie University 20.890
− Epping Underground 24.790
C4-4 Technical data For detailed information relating to permanent rock bolts used in fan niches, etc, refer to Rock Bolt Supplier Datasheet – PRL-CSY104100.
For detailed design information relating to the precast concrete arch elements used in the area of the M2 construction shaft, refer to the Reinforced Earth Company Technical Manual – PRL-CSY112601.
For technical information relating to the permanent rock anchors installed in the station caverns refer to Supplier Manual – Megabolt Rockbolt Datasheets – PRL-CSY102101-003.
C4-5 Parts list Description Part Number Manufacturer Drawing / Specification
No.
Type A Elastomeric Bearings
FST3128 Ludowici Dwg EP A921/G201-01
Type B Elastomeric Bearings
FST2305
Ludowici Rubber & Plastics
54- 74 Dunheved Cct St Marys, NSW 2760
Telephone: 02 9634 0025 Facsimile: 02
Ludowici Dwg EP A921/G202-01
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Chapter 5 Examination Requirements C5-1 Normal examination requirements
The following examination tasks are to be carried out in accordance with ESC 100 - Civil Technical Maintenance Plan:
− Tunnels
− Track slabs
− Platforms.
C5-2 Additional examination requirements The additional examination requirements for ECRL are as detailed below.
Component/Task Frequency Latitude
Lane Cove River cut & cover tunnel 4 years 145 days
Dive structures 4 years 145 days
M2 Arch 4 years 145 days
Cross passages 4 years 145 days
Platform caverns 4 years 145 days
Station structural elements 4 years 145 days
Elevated walkways 1 year 36 days
Direct Fixation Fastener (DFF) type support – Conventional track slab directly laid on the tunnel invert
2 years 72 days
Floating Slab Track (FST) type support – Concrete Slab supported on discrete elastomeric pads (bearings)
2 years 72 days
Table 3: Additional examination requirements
Refer to Appendix 1 for the Technical Maintenance Plan and Appendix 2 for Service Schedules.
C5-3 Hazards Only appropriately trained and experienced personnel should be involved in the operation and maintenance of the tunnel and walkway structures. A risk assessment of work activities associated with the operation and maintenance of track, turnouts and related equipment should include, but not necessarily be limited to, the following hazards.
− Inspections and maintenance should only be performed outside of train operating periods. Proper rail safety procedures should be followed when arranging tunnel structure and walkway inspections.
− Tunnel maintenance personnel should be aware of the numerous trip hazards that exist when walking on or around rail track.
− Care should be taken around the tunnel drains as they may be slippery or contain loose debris.
C5-4 Defect limits and responses Defects identified shall be classified and managed in accordance with TMC 301 – Structures Examination.
No specific defect intervention levels have been determined for ECRL.
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Defects identified during examination of walkway, cross passages and platform caverns shall be dealt with in accordance with the requirements detailed in Sections C5-10, C5-12 and C5-13.
C5-5 Service schedules The following Service Schedules are utilised for structures examination in the ECRL.
From TMC 110:
− SSC 222 – Detailed Examination of Tunnels
− SSC 231 – Special Examination of Structures
− SSC 232 – Structures Assessment
− SSC 223 – Detailed Examination of Retaining Walls and Platform Walls
C5-6 Examination of tunnel lining and waterproofing Examine formed concrete tunnel lining for signs of structural distress. Check for any new cracks or evidence of growth in existing cracks. Note any differential movement apparent at joints in formed tunnel lining.
Examine shotcrete tunnel lining for signs of structural distress. Check carefully for any new cracks or evidence of growth in existing cracks. Take particular note of any spalling or drummy areas.
The position of cracks in either formed concrete lining or shotcrete lining should be noted. The length and width of cracks (apart from hairline cracks) should be measured. A line should be scribed across the crack to aid in determining differential displacement during future inspections.
Examine tunnel lining for signs of undesirable water seepage. Inspect for water seeping through cracks or joints remote from constructed weep holes. Note any damp patches of shotcrete, or evidence of leeching (discolouration).
Examine weep holes constructed in tunnel lining (each side at approximately track height). Check for any blocked weep holes. Check for build up of iron pyrite or other deleterious material that may lead to a blockage. Areas of high build-up of deleterious material shall be noted. Ensure that all weep holes are ‘charged’ with water (ie. have water in them) to prevent oxygen reaching the drainage layer membrane behind the lining.
Results of the inspection shall be recorded on the Tunnel Examination Report Form in Appendix 3. Photographs should be taken of deteriorating areas, or areas with numerous issues, and recorded on a register to assist with ongoing monitoring.
C5-7 Examination of Lane Cove River cut & cover tunnel Examine concrete tunnel walls, roof and floors for signs of structural distress. Check for any new cracks or evidence of growth in existing cracks. Note any differential movement apparent at joints in formed tunnel lining.
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The position of cracks shall be noted, and their length and width (apart from hairline cracks) measured. A line should be scribed across the crack to aid in determining differential displacement during future inspections.
Examine tunnel walls for signs of undesired water seepage. Inspect for excessive or unusual water seepage through cracks and joints. Note any damp areas, or evidence of leeching (discolouration) on the surface of the concrete. Check that joint sealants and other waterproofing measures are performing adequately. Check that weep holes and drains are functioning correctly.
Examine steel components in tunnel for evidence of corrosion, damage or loose fittings.
A surface inspection should also be performed directly above the tunnel alignment on each side of the Lane Cove River. The ground surface and river bank conditions above the tunnels should be inspected for evidence of surface settlement. The integrity of the scour protection along the river banks should also be checked and monitored.
Results of the inspection shall be recorded on the Tunnel Examination Report Form in Appendix 3. Photographs should be taken of deteriorating areas, or areas with numerous issues, and recorded on a register to assist with ongoing monitoring.
Review results from the Corrosion and Strain Monitoring System yearly. Refer to TIDC document number 633437.
C5-8 Examination of DFF track form Examine concrete DFF slabs for signs of damage or deterioration. Check for any signs of damage sustained by the concrete track slab. Determine if any deterioration to the concrete has been mechanical or chemical in cause. Minor fretting (shown in Figure 29) is not considered a problem.
Figure 29: Minor fretting
Record cracks greater than 0.3mm wide in the track-form and make arrangements for repair with a suitable epoxy.
Inspect the 20mm air gap at the end of each DFF slab (located at cross passages) for rubbish and build-up of other deleterious material.
In drill and grout sections of DFF track, check the epoxy pad under the baseplates for deterioration or missing fragments. Cracking in one corner only (shown in Figure 30) is not considered a problem.
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Results of inspection shall be recorded on the Track Slab Examination Report Form in Appendix 3. Defects shall be referred for assessment by an appropriately qualified Civil Engineer and actioned accordingly.
C5-9 Examination of FST track-form Examine concrete FST slabs and shear keys for signs of damage or deterioration. Check for any signs of damage sustained by the concrete track slab. Determine if any deterioration to the concrete has been mechanical or chemical in cause.
Inspect the air gap under the FST slabs and around the shear keys for rubbish and build-up of other deleterious material.
Inspect the type A bearings under each slab for correct positioning and condition. Record any bearings showing signs of deterioration.
Inspect the type B bearings located at the shear keys to ensure they are still preloaded and in good condition. Record any bearings showing signs of deterioration. Check that the Type B bearings and shims are firmly restrained by the retention plates and locking nuts installed on the top of each shear key. Record any loose locking nuts.
Check the epoxy pad under the baseplates for deterioration or missing fragments.
Results of inspection shall be recorded on the Track Slab Examination Report Form in Appendix 3. Defects shall be referred for assessment by an appropriately qualified Civil Engineer and actioned accordingly.
C5-10 Examination of tunnel walkway Examine walkway alignment. Check that no walkway slabs have moved and as a result encroach on the transit space. Check for steps or trip hazards.
Inspect the condition of the walkway, noting any damage that has been sustained or evidence of structural deterioration to the concrete panels.
Check for evidence of corrosion on the steel support frames.
Walkway support frames should be firmly attached to the tunnel wall. Check that all fixing components are present and tight. All bolts must remain tight to ensure the stability of the walkway.
Walkway panels should be securely fastened to walkway brackets. Check that panels are not creeping out towards the track.
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Results of the inspection shall be recorded on the Tunnel Walkway Examination Report Form in Appendix 3. Photographs should be taken of deteriorating areas, or areas with numerous issues, and recorded on a register to assist with ongoing monitoring.
C5-11 Examination of tunnel drainage channels Examine tunnel drainage channels along each side of the track slabs. Check that the drainage channels are not blocked with rubbish, sludge build-up or other deleterious material. Pay special attention to cross drains at turnouts, trash racks or other restricted areas (cover plates, grates, etc).
Check around sump inlets to ensure that water is able to drain freely into the sumps.
Results of the inspection shall be recorded on the Tunnel Examination Report Form in Appendix 3. Photographs should be taken of deteriorating areas, or areas with numerous issues, and recorded on a register to assist with ongoing monitoring.
C5-12 Examination of cross passages Examine shotcrete cross passage lining for signs of structural distress. Check carefully for any new cracks or evidence of growth in existing cracks. Take particular note of any spalling or drummy areas. Note any differential movement apparent at joints between formed tunnel lining stubs and shotcrete surfaces. The formed stub is the short concrete return of the tunnel lining into the cross passage. Refer to drawing CV0484893.
The position of cracks in either formed concrete lining stubs or shotcrete lining should be noted. The length and width of cracks (apart from hairline cracks) should be measured. A line should be scribed across the crack to aid in determining differential displacement during future inspections.
Examine cross passage lining for signs of undesirable water seepage. Inspect for water seeping through cracks or joints remote from constructed weep holes. Note any damp patches of shotcrete, or evidence of leeching (discolouration). Take particular note of any seepage evident around earth electrodes in service cross passages (for detailed information regarding earth electrodes, refer to HV System O&M Manual – PRL-CSY206100 and LV System O&M Manual – PRL-CSY206300)
Examine floor drains in cross passages. Ensure they are clear of blockages and water is able to flow freely into the tunnel drainage system.
Examine the cross passage block work walls. Check and note any cracks or differential movement in the block walls. Check the fireproofing joint sealant at joints for evidence of deterioration.
Results of the inspection shall be recorded on the Tunnel Examination Report Form in Appendix 3. Photographs should be taken of deteriorating areas, or areas with numerous issues, and recorded on a register to assist with ongoing monitoring.
C5-13 Examination of platform cavern lining Examine the platform cavern excavation shotcrete lining via inspection hatches for signs of structural distress. Check for any new cracks or evidence of growth in existing cracks. Take particular note of any spalling areas.
WARNING The areas behind inspection hatches in station buildings are confined spaces.
Entry to the cavity between the shotcreted excavated face and the building structure should not be attempted unless personnel are appropriately qualified
to access confined spaces.
The position of cracks should be noted and the length and width of cracks measured where possible. A line should be scribed across the crack to aid in determining differential displacement during future inspections.
Examine the shotcrete lining also for signs of undesired water seepage. Check for damp patches of shotcrete, evidence of leeching (discolouration) or other seepage remote from constructed weep
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holes or drainage paths. Weep holes and other constructed drainage paths should be checked for any blockages.
Results of the inspection shall be recorded on the Tunnel Examination Report Form in Appendix 3. Photographs should be taken of deteriorating areas, or areas with numerous issues, and recorded on a register to assist with ongoing monitoring.
C5-14 Examination of station structural elements Examine suspended ‘Paid Concourse floor beams (where installed) for any evidence of structural distress such as cracking, spalling, deflection, etc. Rock anchors securing the beams to the side of the station excavation should be tested and re-tensioned if necessary.
Examine all other structural concrete elements and block-work for any evidence of cracks or differential movement in concrete or block walls. Check for deterioration of joint sealant used between concrete panels and at joints in block walls. Remove deteriorated sealant and replace as necessary.
Examine galvanised steelwork and fittings for any evidence of corrosion, damage or loose fittings and repair or replace as required.
Results of the inspection should be recorded. Photographs should be taken of deteriorating areas or areas with numerous issues. Defects should be rectified immediately or referred for assessment by an appropriately qualified civil engineer and actioned accordingly.
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Chapter 6 Maintenance Requirements C6-1 Corrective Maintenance C6-1.1 General
The current routine maintenance items required for the ECRL tunnels include:
− Build up of iron pyrite or other deleterious material in the weep holes in the tunnel lining may lead to a blockage. Any build-up of deleterious material on the surface of the water in weep holes should be removed. Ensure that all weep holes are ‘charged’ with water (ie. have water in them) to prevent oxygen reaching the drainage layer membrane behind the lining.
− Clean if necessary the 20mm air gap at the end of each DFF slab (located at cross passages) to remove rubbish and build-up of other deleterious material.
− Clean if necessary the air gap under the FST slabs and around the shear keys to remove rubbish and build-up of other deleterious material. Remove any rubbish and material build-up in the 20mm air gap at the end of each FST slab.
− Tighten any loose locking nuts installed on the top of each shear key on the Type B bearings to ensure the bearings and shims are firmly restrained by the retention plates
− Check minimum clearances to the elevated tunnel walkway along emergency evacuation routes and ensure there are no obstructions.
− Flushing of tunnel drainage channels:
∼ Heavier litter or sludge build-up remaining in the drains after flushing will require manual removal using shovels, brooms, etc. X-Fe Iron Stain Remover (Clearbore Pty Ltd) or a similar product should be used to remove iron pyrite build-up and discolouration.
WARNING Water contaminated with X-Fe Iron Stain Remover is unable to be treated and discharged from the Water Treatment Plant into the Lane Cove River. Before
using X-Fe Iron Stain Remover a plan for capturing and disposing of contaminated water must be implemented.
∼ Drain flushing water is provided to the tunnel during rainfall events via bypass valves at Sump 6 (near Epping dive portal). In periods of insufficient rainfall, it is necessary to provide additional flushing water to the tunnel via fire hydrant testing along the tunnel. Flushing water should only be released from hydrants as part of the hydrant testing procedure so as not to waste potable water supplies.
− Clear blockages in the floor drains in cross passages so that water is able to flow freely into the tunnel drainage system. A high pressure water spray can be used to clean the drains, with larger debris having to be manually removed.
− Deteriorated fireproofing joint sealant at blockwork wall joints in cross passages may be reinstated using a one-part fire rated polyurethane sealant.
− Clear any blockages in the weep holes in the shotcrete lining of platform caverns and other constructed drainage paths.
This work is detailed in Appendix 1.
Corrective maintenance programmes need to be developed and implemented in a timely manner to ensure effective performance of the tunnel assets.
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C7-1 General All structures maintenance shall be performed in accordance with current standard RailCorp procedures (where relevant) and procedures developed specifically for the ECRL detailed in this chapter.
C7-2 Removal and/or replacement of FST type A bearings. Use the following procedure to remove and replace Type A bearings under the FST slabs. It should be read in conjunction with drawing CV0486374A "Permanent Way - Track Slab Jacking Plan and Details".
1. Unclip sufficient rail either side of the FST slab to be lifted to allow the slab to be freely lifted a minimum of 20mm.
WARNING Ensure that Type B bearings are removed from around shear keys before attempting
to lift FST slabs (refer SectionC7-3 below).
2. Attach lifting brackets to the slab, via the lifting ferrules cast into the side of the slab, in accordance with drawing CV0486374A. Lifting bracket details are on the drawing.
WARNING It is important that the brackets are done up very tight and the entire surface area of the bracket is in contact with the slab edge. Shimming may be required to achieve a
tight fit. Cracking of slab edges may result if a tight fit is not achieved
3. Position hydraulic lifting jacks (nominal capacity 500kN each) under each lifting bracket. Jacks may need to be packed up with steel packers to ensure they are founded on a firm and level surface and that the jack is at the required height. Alternatively, low profile jacks (of a similar capacity) may be positioned underneath the slab, alongside bearings, to lift the slab. Use tilt saddles on jacks to provide uniform lifting on jacking brackets attached to slab edge. Place the jacks so that the maximum eccentricity from the jack centreline to the edge of the slab is no more than 85mm.
Steel packers to be nominal 200 mm x 200 mm plate Grade 250 to AS 3678 Structural steel - Hot-rolled plates, floorplates and slabs. Packer thickness to be minimum 50 mm. Use either single plate at 50 mm or two plates at 25 mm each.
4. Connect the jacks to a hydraulic 4-way split flow pump unit fitted with appropriate manual valves. All jacks and gauges shall be calibrated so as to ensure that load/pressure relationships for all jacks are equal to within a maximum tolerance of ± 5%. Join all the jacks along each side of the slab in series to ensure even lifting along each side of the slab. The load on each jack along the side of the slab should not vary by more than 10% of the greatest jack load.
WARNING Hydraulic lifting jacks must not be raised independently of each other. All jacks should
take even loads throughout the lifting process. It is important that the slab is lifted evenly to prevent damage being sustained by the slab at the lifting points.
5. Make a final check to ensure the slab is not inadvertently restrained from being lifted.
6. Raise the slab 20mm in an even, level manner.. The two sides of the slab should be no more than 5mm of level. Once lifted, place at least six (6) 85-90mm high safety blocks evenly spaced under the slab, between the bearings. Lower the slab evenly onto the safety blocks.
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Safety blocks to be 100 mm x 6mm CHS or SHS Grade C350 to AS 1163 Cold-formed structural steel hollow sections.
WARNING No body part should be placed underneath a lifted slab unless safety blocks are in
place. Failure of hydraulic jacks and release of suspended slab can result in severe crushing
injuries to personnel.
7. Type A bearings can now be removed, inspected in detail and/or replaced as necessary. When re-positioning bearings, take care to align them in the 10mm deep recess cast into the underside of the slab.
8. Once all bearings have been re-installed, lift the slab off the safety blocks and remove the safety blocks. Lower the slab onto the bearings and check that all bearings are housed correctly in the recesses in the underside of the slab.
WARNING It is important that bearings are correctly positioned. Incorrect rail alignment and
damage to FST slabs may occur if bearings are not aligned correctly.
9. Once the slab is correctly positioned on the bearings, re-clip the rails.
Note: An alternative method of lifting the FST slabs is to use suitably sized “flat” hydraulic jacks positioned between the underside of the slab and the topping slab. The number and capacity of flat jacks used should be in accordance with the recommendations of a suitably qualified engineer, with a minimum of 6 jacks being used in locations corresponding to the lifting brackets. The flat jack arrangement shall ensure that the weight of the slab is evenly distributed over all the hydraulic flat jacks during the lifting and lowering processes.
C7-3 Removal and/or replacement of FST type B bearings Use the following procedure to remove and replace FST type B bearings. It should be read in conjunction with drawing CV0486374A.
1. Unclip sufficient rail either side of the FST slab to be lifted to allow the slab to be freely lifted a minimum of 20mm.
2. Remove retention plates and loosen retaining bolts in the side of the shear keys (holding the shims and bearings in place).
3. Position two flat jacks each side of the Type B bearing to be removed. Extend the jacks, using a hydraulic hand pump, until the bearing is not under load and can be removed. Individual jack loads should not exceed 100kN.
4. Remove, inspect in detail and/or replace the bearing as necessary. When re-positioning bearings, make sure the same thickness of shims are reinstalled along with the bearing.
5. Once the bearing has been re-installed, release the load from the hydraulic flat jacks. Check all bearings to ensure they have sufficient preload, without being overloaded.
6. Once all Type B bearings in a slab have been re-installed, re-clip the track.
C7-4 Tunnel walkway C7-4.1 Replacing sections of walkway
The walkway is designed as a modular system that allows for individual sections to be replaced as necessary. A hi-rail vehicle mounted with a crane is required to remove walkway deck panels. The following steps should be followed when replacing a section of walkway.
− Ensure worksite is protected in accordance with standard RailCorp procedures.
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− Remove handrail and kickplate by undoing hold down bolts. Cut handrail and mid-rail, only if necessary, to allow removal of panel.
− Loosen and remove fixing bolts and plates on the underside of the walkway panel. The walkway panel can now be lifted free.
− If necessary, remove the screw-bolts from the galvanised steel bracket and remove the bracket from the threaded bottom post section. If necessary, the bottom post section can also be removed.
− Replace brackets using suitable fixings to ensure a tight fit. Ensure nylon bushes are used on fixings for electrical isolation purposes.
− Lift the precast walkway panel into place on the brackets. Ensure the gap between each panel is less than 10mm. If this is not able to be achieved, fill the gap with a suitable joint filler.
− Once the panel is correctly in place, secure fixing bolts and plates into the underside of the panel to engage with the steel bracket.
− Verify the position of the walkway by performing an accurate as-built survey. Minimum clearance to the Kinematic Envelope must be 100mm.
C7-4.2 Re-commissioning information In the event of a section of walkway being replaced, it is necessary for the position of the replaced section of walkway to be verified. The walkway deck panels must have a minimum clearance to the Kinematic Envelope of 100mm. Standard RailCorp procedures for checking clearances to structures should apply.
C7-5 Special tools Details of special tools and equipment required for maintenance activities are shown in Table 4.
Maintenance Activity Details of Special Tools & Equipment
Lifting FST slabs to remove and replace Type A bearings.
Six (6) hydraulic cylinders (nominal capacity 500kN each)
Hydraulic 4-way split flow pump unit and associated hoses and connections to suit above jacks.
Removing and replacing Type B bearings on FST slabs.
Hydraulic flat jacks, compatible hydraulic hand-pump and associated hoses and connections
Table 4: Special Tools
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Epping to Chatswood Rail Line Tunnels SSC 241 4 years 145 days
Lane Cove River Cut & Cover section of Epping to Chatswood Rail Line
SSC 241 4 years 145 days
Detailed Tunnel Structure Examination
S
M2 Arch Structure SSC 241 4 years 145 days
Special examinations
NA All structures SSC 231 On event N/A Event trigger: Any irregular event potentially affecting the integrity of the structure. eg Rail or road vehicle impact, heavy rain, flood, land slide/slip, earth tremor, etc.
Structures assessment
NA All SSC 232 4 years 145 days To follow detailed structures examination
ECRL Cross-Passages
Detailed Cross Passage Structure Examination
S All Epping to Chatswood Rail Line Cross Passages
SSC TH2
SSC 222
4 years 145 days
Special examinations
NA All SSC 231 On event N/A Event trigger: Any irregular event potentially affecting the integrity of the structure. eg Rail vehicle impact, earth tremor, etc.
Structures assessment
NA All SSC 232 4 years 145 days To follow detailed structures examination
ECRL Stations
Detailed Station & Building Structures Examination
S All Station Structures along the Epping to Chatswood Rail Line.
SSC TH4 4 years 145 days
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NA All structures SSC 231 On event N/A Event trigger: Any irregular event potentially affecting the integrity of the structure. eg Rail or road vehicle impact, heavy rain, flood, land slide/slip, earth tremor, etc.
Structures assessment
NA All SSC 232 4 years 145 days To follow detailed structures examination
Epping & Chatswood Dive Structures
Piled wall, roof slab and invert slab structural examination
S Epping Dives (Up & Down) and Chatswood Dive.
SSC TH6 4 years 145 days
Soil Nailed Wall and reinforced soil wall structural examination
S Epping Dives (Up & Down) and Chatswood Dive.
SSC TH6 4 years 145 days
Shotcrete wall strip drain examination
S Epping Dives (Up & Down) and Chatswood Dive.
SSC TH6 4 years 145 days
Special examinations
NA All SSC 231 On event N/A Event trigger: Any irregular event potentially affecting the integrity of the structure. eg Rail vehicle impact, earth tremor, etc.
Structures assessment
NA All SSC 232 4 years 145 days To follow detailed structures examination
ECRL Track Slabs
S Direct Fixation Fastener (DFF) type support – Conventional track slab directly laid on the tunnel invert
SSC TH7 2 years 72 days Detailed tie/support examination
S Floating Slab Track (FST) type support – Concrete slab supported on discrete elastomeric pads (bearings)
SSC TH 8 2 years 72 days
Modular Walkways
Detailed Structures Examination
S Modular walkway structure in Epping to Chatswood Rail Line Tunnels.
SSC TH9 1 year 36 days
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NA All structures SSC 231 On event N/A Event trigger: Any irregular event potentially affecting the integrity of the structure. eg Rail or road vehicle impact, heavy rain, flood, land slide/slip, earth tremor, etc.
Structures assessment
NA All SSC 232 4 years 145 days To follow detailed structures examination
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1 Obtain current defect listing and examination report
Tunnel
2 Examine Tunnel, dive and cross passage structure for evidence of new cracks or growth of cracks in walls or roof, track heave or variations in geometry or other indicators of structural distress, degradation and spalling of tunnel lining material, condition of joints in concrete, brickwork or masonry, mortar leaching (where applicable)
3 Examine joints in formed concrete tunnel lining for movement and unusual water seepage or an increase in seepage inflow.
4 Examine shotcrete tunnel and cross passage lining for damp and wet patches or areas where leeching is evident
5 Examine formed concrete arches around each entry to the cross-passage for cracks, movement or other indicators of structural distress
6 Examine cross passage lining for water seepage around earth electrodes
7 Examine the tunnel structure for unusual or excessive water inflow
8 Examine waterproofing and sealants at expansion joints between bored tunnels and cut & cover tunnels; and between M2 arch structure & bored tunnel
9 Monitor existing cracks and measure and record distances between previously established reference points
10 Install reference pins at new cracks, spalling or displacement, photograph the affected site and record position, length/displacement
11 Examine tunnel for condition of tunnel, dive and cross passage drainage, blocked weep holes and/or evidence of drainage failure or build-up of deleterious materials., unusual water seepage or evidence of water building up behind the structure
12 Examine blockwork in cross passages for cracks and/or deterioration of sealant
13 Examine tunnel for condition of overhead wiring fittings/attachment points (where fitted); condition of and effectiveness of ventilation systems including roof structures and grates (where fitted) or Impact damage; condition of noise attenuation panels and security of fixings
14 Examine tunnel guttering/canopies (where fitted) for system effectiveness, corrosion, blockages, condition and security of fastenings
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15 Examine tunnel walkways at track level for signs of damage, loose attachment bolts, slab movement, evidence of deterioration, or other indicators of structural distress
16 Examine cross passage doors for correct operation
Examine minor steelwork components (ladders, covers, etc) for signs of corrosion, damage or loose fittings
17 Examine signs for condition and effectiveness
18 Examine the banks of the Lane Cove River in the vicinity of the tunnel for evidence of settlement, and condition of scour protection
19 Identify and record all defects and compare to current defect listing noting new and deteriorating defects and defects that have been removed. Photograph all areas of interest (existing and new defects) for future comparison.
20 Protect site (if required) pending further corrective actions
Tunnel Dive Structures
19 Examine piled wall for cracking and/or evidence of movement, examine drainage at top of wall to ensure water is draining freely away from the structure
20 Examine roof slab for cracking, spalling and other signs of structural distress, examine underside of roof slab for moisture and water ingress
21 Examine invert slab for cracking, heaving, bulging or other signs of structural distress
22 Examine soil nailed walls for cracking and/or evidence of movement
23 Examine reinforced soil wall for cracking, bulging or other signs of movement
24 Examine strip drains located behind shotcrete facing and determine the requirement for flushing/water-jetting to clear
25 Examine sealants and assess the need for renewal/replacement
26 Examine galvanised steelwork and fittings for evidence of corrosion, tightness of fittings, etc.
27 Protect site (if required) pending further corrective actions
Elevated Tunnel Walkway
28 Examine walkway for misalignment and obstruction to train movements
30 Examine concrete walkway panels for signs of damage, evidence of concrete deterioration, or other indicators of structural distress
31 Examine steel walkway frames (and protective coatings) for signs of damage, evidence of corrosion, or other indicators of structural distress
32 Examine all fasteners and fixing components; check tightness of bolted connection between concrete deck and steel support beam; check tightness of bolted connection between steel post and tunnel lining
34 Protect site (if required) pending further corrective actions
Finish The Job
35 Compile weekly summary of exceedents
36 Update defect listing and examination report
37 Complete examination certification
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SSC TH4 Detailed Inspection of ECRL Station Structures
Service Schedule SSC TH4
Page 1 of 1
Description
Detailed examination of ECRL station and service building structures to identify defects and examine the condition of the lining, drainage and other civil and structural elements.
Ellipse Standard Job
Personnel Accredited to examine structures and identify structural defects.
Equipment Torch, tape, camera, broom, data logger or notebook.
Task Reference
1 Obtain Current Defect Listing
Start The Job
2 Examine shotcrete lining via inspection hatches and other areas where shotcrete lining is exposed (station back-of-house and services buildings). Inspect for evidence of new cracks and growth of existing cracks.
3 Examine shotcrete lining in services buildings via inspection hatches. Inspect for seepage water. Inspect drainage system for blockages caused by oxidised iron pyrite build-up and/or other deleterious material. Note any unusual water seepage or evidence of water building up behind the shotcrete lining.
4 Examine weep holes in shotcrete lining for blockages. Remove oxidised iron pyrite build-up and other deleterious material that may cause blockages.
5 Examine suspended paid concourse floor beams (where installed) for evidence of structural distress.
6 Examine all other structural concrete elements for evidence of structural distress (cracking, spalling, etc).
7 Examine sealants between concrete panel joints, blockwork joints, etc, and assess the need for renewal/replacement.
8 Examine all galvanised steelwork and fittings for evidence of corrosion, tightness of fittings, etc.
ECRL Station Structure O&M Manual – PRL-CSY102100
Finish The Job
9 Record all defects and compare to current defect listing, noting new and deteriorating defects and defects that have been removed.
10 Program repairs as required.
11 Complete examination certification.
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Detailed visual examination of Floating Slab Track (FST) areas along the Epping to Chatswood Rail Line to identify defects and examine the condition of components.
Ellipse Standard Job
Personnel TDT B37 – Conduct Accredited to examine structures and identify structural defects.
Equipment Data logger or Notebook, Inspection mirror, long-handle rubbish tongs, Torch , tape, camera
Task Reference
1 Obtain Current Defect Listing
Start The Job
2 Examine concrete FST slabs for signs of damage, evidence of concrete deterioration, or other indicators of structural distress.
3 Examine concrete shear keys (3 per slab) for signs of damage, evidence of concrete deterioration, or other indicators of structural distress.
4 Examine air gap under each FST slab and check for rubbish build-up or other foreign material between the slab and tunnel invert.
5 Examine air gap between the ends of FST slabs and between the FST slabs and shear keys to ensure it is free from rubbish build-up.
6 Examine Type A elastomeric bearings supporting the slab for alignment (housed in recesses in underside of slab) and condition. Check for cracks, splits and other possible defects.
7 Examine Type B elastomeric bearings located at shear keys. Check bearing rubber for cracks, splits, delamination of stainless steel plates and other possible defects. Check for correct positioning of bearings and shims and for bearing pre-load (feel for slight bump on edges of bearing). Check retention plates are tight and firmly retaining the bearings and shims.
8 Examine epoxy pad under baseplates for damaged or missing epoxy.
9 Identify and record all defects and compare to Current Defects List noting new and deteriorating defects and defects that have been removed.
10 Repair defect or PROTECT (or arrange protection of) site pending further corrective actions.
TMC 132 C5-9
Finish The Job
11 Record all defects and compare to current defect listing, noting new and deteriorating defects and defects that have been removed.
12 Program repairs as required.
13 Complete examination certification.
TMC 132 C5-9
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